Safety News Issue 6

Iss
ue
6|
YE
AR
20
14
SAFETY news
a publication of DAC aviation (ea) ltd
DAC’s 20th Anniversary
The new DHC 8 - Q400
Flying higher and Safer with BARS
Editor’s
REMARKS
So, where do we go with
Annex 19?
During the ICAO High-level Safety Conference in 2010;
the development of an Annex dedicated to Safety
Management was proposed. The benefits identified in
this approach included: address safety risks proactively;
manage and support strategic regulatory and infrastructure
developments; reinforce the role played by the State in
managing safety at the State level, in coordination with
service providers, and stress the concept of overall safety
performance in all domains. For the first time in 30 years
since the release of annex 18, ICAO released a new Annex
on Safety Management - Annex 19. This new First Edition
of the Annex became applicable on 14th November 2013.
With air traffic projected to double in the next 15 years,
safety risks must be addressed proactively to ensure
that this significant expansion in capacity is carefully
managed and supported through strategic regulatory and
infrastructure developments. Annex 19 reinforces the role
played by States in managing aviation safety, stressing
the concept of overall safety performance in all domains in
coordination with service providers.
The IATA/ICAO analysis of accidents in the past five years
identified weak regulatory oversight as the most significant
contributing factor to accidents involving African air
carriers. Annex 19 is therefore a very positive and welcome
decision to the African aviation industry players. Annex 19
reinforces the role played by States in managing aviation
safety, stressing the concept of overall safety performance
in all domains in coordination with service providers.
This annex reinforces pulling together of safety
management practices and future expectations for
facilitating safety risks that exist in our lands and skies.All
of the safety management provisions in Annex 19 except
those listed below have been transferred or duplicated
from safety management provisions previously contained
in six other Annexes. The new provisions are : the Safety
Management System (SMS) framework that applies
to organizations responsible for the type design and
manufacture of aircraft ; the four existing components of the
State Safety Programme (SSP) framework - Safety Policy
and Objectives, Risk Management, Safety Assurance and
Safety Promotion are raised to the status of Standards;
The State Safety Oversight System is now applicable to
the oversight of all product and service providers. Safety
Data Collection Analysis and Exchange becomes part of
the State Safety Policy.
At DAC Aviation we have always been proud of our
contribution to humanitarian projects through the
logistical support of commercial, governmental and non
–governmental projects in S. Sudan, DR Congo, Chad
Somalia, Ivory Coast and more recently CAR and Mali.
Last year, the company witnessed tremendous growth
which included the purchase and introduction 6 new
Cessna Grand Caravans - Ex models, DHC-8 Q400, and
growth in contracts with various clients and expansion
into new areas of operation within the continent. The
implementation and management of an SMS program at
DAC is thus a critical element in the continued growth and
management of risks.
DAC Aviation has embraced the new Annex 19, setting in
motion the necessary measures to achieve compliance
with the proposed KCARs (SMS regulations) expected
to be effective later this year. SMS will give us the
means to effectively manage hazards and associated
risks, log incidents and occurrences in order to report
on our performance. There will no doubt be policies and
procedures with associated workflows that are required
to be followed to ensure investigations are appropriately
dealt with. Annex 19 gives us a platform to anticipate and
predict our safety thus strengthening our position giving
us confidence in our controls.
I’d like to thank Lawrence
Runana for the leadership
& support accorded in this
issue and all members of
the editorial committee.
I’d also like to take special
cognition of the tireless
efforts that Nana Waiyego
and Diana Nyambura put
into this work
Send in your contributions to safety@dacaviation.com
Elizabeth Gitari
Contents
12
2
Editor's Remarks
4
20 Years Anniversary
10 Flying Higher and Safer
The BAR Standard was developed from an industry-identified need to establish a common safety audit standard that
could be applied to on-shore resource sector aviation support
activities. It provides contracting companies with the level of
safety assurance required by their respective organizations.
Abubakari explains how DAC Aviation underwent the BARS
audit successfully, the very first time around.
12 Safety in Maintenance
Sunil Bachu explains why safety in maintenance is critical to
ensure continuous productivity, high quality product output,
all while remaining competitive.
13
DHC - 8 Q400
2013 marked the addition of a new aircraft to the DAC
Aviation fleet. Capt. Njuguna Mungai tells us more about
DAC Aviation's new DHC-8 Q400 model.
15 Human Factors
21
13
Being in business for two decades is an accomplishment that
called for celebration at DAC. Patrick Desrochers explains
how the 20th anniversary celebrations provided the DAC
team with an opportunity to thank its employees, customers
and share its success story.
Ergonomics (or human factors) is the scientific discipline
concerned with the understanding of interactions among
humans and other elements of a system, and the profession
that applies theory, principles, data and methods to design
in order to optimize human well-being and overall system
performance. Fred Opot explains how crucial human factors
training is for maintenance personnel.
Issue 6 | january 2014
17
Taxation
In this article, DAC's Nairobi based Financial Controller
Carol Fernandez explains the effect of taxation on the
aviation industry.
18 DAC Aviation Grows in Leaps and Bounds
The prototype of a C-208 Caravan first flew in December
1982. Since then, the Caravan has undergone a number
of design evolutions. In 2013, the most recent iteration
of the Grand Caravan EX model joined the fleet at DAC
Aviation. In this article, William Wambugu identifies the
competitive advantage that factory new aircraft bring to
DAC’s operations.
20 Security in the DRC
All business environments come with their share of
challenges that organizations must either adapt to or
overcome. Soledad explains the DRC's operational
security challenges and how DAC has successfully
managed to reduce risk by introducting procedures
designed to overcome these challenges.
20 The Future is Bright
Vivian Mutulis explains his experience at DAC Aviation
and envisions a bright future.
21 Technology - Making the Sky Safer
Technology in aviation has created a more effective work
environment. Read more about technologies role in making
the skies a safer place in this article by Anthony Kaguima.
23 Through The Eyes of An Expat
Ideologies depecting Africa as a remote environment where
its inhabitants live in squalor are dated and innacurate.
Read more on modern day Africa through the eyes of an
expatriate’s experience working in the continent.
Safety Manager
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DAC’s 20th Anniversary
Patrick Desrochers - Communications Manager DAC Aviation International
A
s I look back on 2013, I can’t help but be proud
of the innovations that our organization has lead
within the industry. This past year marked the 20th
anniversary of DAC Aviation’s operations and what an
impact we’ve made! From the outset, our marketing team
set the challenging objective of revitalising the company’s
image through a number of strategic marketing campaigns,
while creating a sense of belonging and improving
communication throughout the organization on an
international scale. A successful campaign would reinforce
the brand, emphasizing the high-end boutique-like quality
of our services, while underlining the culture of excellence
and unparalleled experience DAC Aviation is able to offer.
We started the New Year off with the introduction of an
internal company intranet that would connect DAC’s
headquarters in Montreal with its operations headquarters
in Nairobi and outstations around the globe. Communication
across such vast expanses of the world, with some areas
having limited technological resources, have always made
training and simple day-to-day communication a challenge
for the organization. With the new company intranet built for
our employees, with a simple Internet connection all DAC
staff, located anywhere in the world can log in, receive the
latest memos, training programs, updates on flights and
fleet status etc. DAC’s new company intranet has been
pivotal in improving compliance during audits and assuring
that our staff are properly informed and trained to make
the best decisions in even the most difficult situations.
Next came a very special project for the DAC marketing
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department; a book to commemorate the 20-year history
of the organization. With so many triumphs and industry
“firsts” scattered throughout DAC’s long-standing
operations, it would prove to be a challenging but
rewarding project.
Complementing the history of DAC Aviation in our 20th
Anniversary book, we gave our readers a glimpse into the
future of DAC through the commissioning of a number of
exciting side projects. One of the most notable challenges of
2013 was bringing a stylish but functional designer uniform
to our cabin crew. Teaming up with Canadian and Kenyan
fashion designers meant that our crew’s new uniforms
were stylish, functional, and carried design cues from the
two major roots of our organization (Montreal and Nairobi).
Upon revealing the new uniforms to our clients, partners,
and staff, the reaction was overwhelmingly positive with
customers immediately recognizing the added value it
would bring to their organizations, projecting an image of
professionalism and pride in the service we deliver.
Along side the launch of DAC’s 20th anniversary book,
DAC Aviation held a number of private and public events
throughout the year as well as attending some of the
industries largest conferences in the later part of 2013.
Numerous events took the DAC marketing team from a
private event, open to the press in Montreal, to conferences
in Morocco, private customer appreciation events in
Nairobi as well as becoming a participant and bronze level
sponsor at the East Africa Oil and Gas Summit (EAOGS).
All were incredibly successful ventures opening the door
‘DAC Aviation's Chairman Emmanuel Anassis speaking on the history and the immense success observed within the last few years, and DAC's
incredible potential and his vision for the future’
for new business opportunities, strengthening current
supplier and customer relationships, and boosting morale
across the organization to assure a continued stream of
the highest quality work output.
Midway through the year, a decision was taken to
completely revamp the DAC Aviation website, converting
it to a platform that would allow room for growth, while at
the same time having the capacity to integrate our current
online based reservation systems. The goal of the new
website was to communicate DAC Aviation’s unmatched
experience in the industry, our transparency, the reliability
of our services, and the human side of the organization.
We needed the new DAC site to be a positive ambassador
for everything that embodied DAC Aviation. The new
website has done just that, while integrating our flight
reservations software, social media, and all necessary
information on the company. Coupled with vivid images
taken by our staff throughout our very own operations. The
final result is a website that projects DAC’s rich history,
tells the story of who DAC is now, and paves the way for
the future of the organization as it relates to social media,
interactive reservations processes and tools for our clients
and suppliers.
recognized now is the time to lead the humanitarian aid
air transportation industry into the age of social media. In
this past year, we’ve carefully studied the industry, taking
notice of what works and what doesn’t. We’ve observed
that our partners, clients and even our own staff are
looking for instant information regardless of their location.
For this reason, we’ve developed a comprehensive social
media strategy across multiple social channels that we will
begin rolling out in early 2014.
DAC’s social media strategy will add further value to the
services we provide, ultimately benefiting our customers,
clients, and partners
As technology and society moves forward, so do the ways
in which people communicate and share information.
With the advancements in Social Media, DAC Aviation
SAFETY NEWS
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1. DAC Aviation's Chairman
Emmanuel Anassis addresses
employees during Dac's 20th
anniversary celebrations in
Canada and thereafter conducts
3 successful demo flights with Dac
personnel onboard the aircraft.
1
2. DAC executive team hosted
its clients and aviation industry
stakeholders in a 20th Anniversary
cocktail at the Serena hotel in
Nairobi.
Also present was the Mandera
County Governor; his Excellency
Capt. Ali Roba , the former Director
of Flight Operations at DAC.
2
3.
DAC Aviation employees
participated in a luncheon at the
Wilson Airport offices during Dac's
20th Anniversary celebrations in
Nairobi.
3
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4. DAC Aviation carrying out
evacuations in Bangui, Central
African Republic in December
2013.
5. A great historical moment
for Dac in Loki back in 1998;
DAC Aviation's entire fleet of de
Havilland DHC- 5 Buffalo aircraft
at the time.
4
6. Successful SIM training session
for DAC Q400 type rating
training program at Flight Safety
International in Toronto.
7. DAC Aviation participated in the
5th Annual Global Humanitarian
Aviation Conference & Exhibition
in October 2013 in Marrakech
Morocco.
5
6
7
8. DAC Aviation was a bronze
sponsor at the second East Africa
Oil and gas summit in October
2013.
9. 'Staff Recognition awards December 2013’
This HR initiative aimed at
recognizing employees who’ve
made an outstanding contribution
8
7
to their departments.
The categories of these awards
are in line with the corporate
organizational values listed on the
company website.
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decided to bring on board a respectable entity to evaluate
our organization and build on our client's confidence. After
all, “Safety makes good business sense!”
The BAR Standard was developed from an industry-identified need to establish a common safety audit standard.
The standard provides contracting companies with the
level of safety assurance required by their respective
organizations. Some of the BARS Member Organizations
include:
Following the decision to become BARS registered,
5) DAC business sustainability through diversified
markets and business growth;
Based on the above benefits, DAC applied for the Flight
Safety Foundation membership. Thereafter, we became
members and committed to complete a BARS audit
planned for the 10th and 11th of September 2013.As a
result of this, a DAC project team was formed to lay out
a plan on how we would meet the audit requirements.
We also needed to choose the best fit audit company
to conduct BARS hence we defined 12 components for
the criteria of the survey. The decision on the best fit
Audit Company was based on years in BARS service,
references, number of qualified auditors, location,
customer support, satellite offices, strategic partnership,
cost, and indicative lead time.
Several BARS project management and staff meetings
were held to set the tone, targets and milestones. The
most important step was to fill out the checklist with DAC
manual references after it was broken into sections and
issued to responsible team members.
Flying
The four key audit areas were Organisation (this included
Safety and Quality), Flight Operations (including
Dispatch), Maintenance, and Ground Operations. We
realised a number of process improvements as we
journeyed along addressing the various findings. Upon
completion of the audit process, DAC Aviation was
found to have the lowest number of BARS non-conformances for airline operators in Africa (39 out of 202).
HIGHER AND SAFER
T
he ancient phrase, "A journey of a thousand miles
starts with one step" has many paraphrases and
dates back thousands of years, taking on a special
meaning in contemporary society. The actual quote is
attributed to Lao-tzu, the ancient Chinese philosopher
who wrote the Tao Te Ching, born 604 B.C. The literal
translation from the Chinese is "A journey of a thousand
leagues begins beneath one's feet." It's also been
translated as, "A journey of a thousand miles begins with a
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By Abubakar Bakari - Quality Assurance Manager
single step". The intent of the statement seems fairly clear.
Simply stated, no matter how insurmountable something
seems, it all starts with taking the first step. Eventually, you
will complete the task.
For DAC Aviation, the task at hand was for the organisation
to achieve Flight Safety Foundation Basic Aviation Risk
Standard by the first quarter of 2014. For continual
improvement of our safety, and safety culture, DAC Aviation
Breifly, major changes resulting from the implementation
of the BARS program included:
1. A robust document control system was put in place;
2. Improved partnerships with training organisations and our stakeholders;
3. A consolidated operational risk management process;
4. Safety improvement from FSF trend data used together with data from other safety programmes in FSF to help focus industry awareness on areas in DAC Aviation expects to benefit in a number of ways:
need of safety improvement;
1) DAC will reap the benefit of best industry practice 5. New business in OGP resulting from BARS as a clear by meeting and exceeding national and international statement of DAC operational integrity and its ability to regulations;
manage associated risks;
2) Reduction in client audits especially from BARS member organizations;
It was certainly not an easy feat, and will be equally
3) Accessibility to safety resources across and beyond challenging to maintain the registration status throughout
regional boundaries;
the years and achieve the prestigious gold status, but it is
4) Subsequent support from the Flight Safety Foundation; this desire to succeed that sets DAC Aviation apart
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Safety in
M ainten a nce
By Sunil Bachu - Engineering & Planning Manager
S
afety cannot be stressed enough when it comes to
aviation maintenance, and everyone deserves to
work in a safe environment. Aviation safety relies
heavily on maintenance. When it is not done correctly, it
contributes to a significant proportion of aviation accidents
and incidents.
Here’s a brief history of the progress in aviation safety
which can be divided into three eras.
The technical era — from the early 1900s until the late
1960s. Aviation emerged as a form of mass transportation
in which identified safety deficiencies were initially related
to technical factors and technological failures.
The human factors era — from the early 1970s until
the mid-1990s. In the early 1970s, the frequency of
aviation accidents was significantly reduced due to major
technological advances and enhancements to safety
regulations.
The organizational era — from the mid-1990s to the
present day. During the organizational era safety began
to be viewed from a systemic perspective, which was to
encompass organizational factors in addition to human
and technical factors.
Some examples of maintenance errors are parts installed
incorrectly, missing parts, and necessary checks not being
performed. In comparison to many other threats to aviation
safety, the mistakes of a maintenance technician can be
more difficult to detect. Often times, these mistakes are
present but not visible and have the potential to remain
latent, affecting the safe operation of aircraft for longer
periods of time.
Maintenance technicians are confronted with a set of
human factors unique within aviation. Often times, they are
working in the evening or early morning hours, in confined
spaces, on platforms that are up high, and in a variety of
adverse temperature/humidity conditions. The work can
be physically strenuous, yet it also requires attention to
detail.
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Because of the nature of the maintenance tasks,
maintenance technicians commonly spend more time
preparing for a task than actually carrying it out. Proper
documentation of all maintenance work is a key element,
and technicians typically spend as much time updating
maintenance documentation as they do performing the
work.
Human factors awareness can lead to improved quality, an
environment that ensures continuing worker and aircraft
safety, and a more involved and responsible work force.
More specifically, the reduction of even minor errors can
provide measurable benefits including cost reductions,
fewer missed deadlines, reduction in work related injuries,
reduction of warranty claims, and reduction in more
significant events that can be traced back to maintenance
error.
There are at least two environments in aviation
maintenance. There is the physical workplace on the
ramp, in the hangar, or in the shop. In addition, there is the
organizational environment that exists within the company.
The physical environment is obvious. It includes ranges of
temperature, humidity, lighting, noise control, cleanliness,
and workplace design. Companies must acknowledge
these conditions and cooperate with the workforce to
either accommodate or change the physical environment.
It takes a corporate commitment to address the physical
environment.
The second, less tangible, environment is the organizational
one. The important factors in an organizational environment
are typically related to cooperation, communication, shared
values, mutual respect, and the culture of the company.
An excellent organizational environment is promoted with
leadership, communication, and shared goals associated
with safety, profitability, and other key factors. The best
companies guide and support their people and foster a
culture of safety. A safe culture is one where there is a
shared value and attitude toward safety. In a safe culture,
each person understands their individual role is contributing
to overall safety. Safety begins with each individual
DHC - 8 Q400
The quiet one
By Captain Njuguna Mungai - Chief Pilot
T
he Dash 8 Q400 needs no introduction in Europe,
North America and even the parts of Africa served
by Ethiopian and South African Express airlines.
In Kenya however, although the Q400 has been operating
for the past few years, the role is different from what
DAC Aviation envisages for its new fleet. The passenger
capacity and appeal, advanced technology, operating
economical advantages and capability based on superior
operating performance makes the aircraft an exciting
addition to the DAC fleet.
DAC Aviation has been trying to acquire the aircraft since
2007 and had gone some way towards preparedness
by training flight crew and maintenance personnel.
Unfortunately the high demand for the aircraft throughout
the world previously made its acquisition a slippery
objective until the middle of 2013. The aircraft finally
arrived on September 13, 5Y-QHW, in all its splendor,
flown by the DAC Chairman and the CEO. The journey
from Maastricht to Nairobi took the aircraft through Crete
and Khartoum for fuel.
The aircraft is a 78-seater high gross weight version with
a maximum take-off weight (MTOW) of 29,257 kg (64,500
lbs) and a maximum payload of 8,036 kg. It has an extra
large cargo door, a forward airstair door and rear stairs.
The Q400, although a turboprop, combines jet-like
performance with modern turboprop efficiency and
compares very favourably with most regional jets for sectors
of 200-300 nautical miles in flight time, at a fraction of the
fuel cost. Cruising at 360 knots at 25,000 feet, coupled
with high speed climb and descent, this performance
and economical operation combined with environmental
friendliness, has made it the aircraft of choice for over 30
operators worldwide, and regionally, forms a significant
part of the fleet for neighbouring Ethiopian Airlines.
Two Pratt and Whitney PW 150A engines delivering 5,071
SHP per engine at maximum demand, a total of 10,142
SHP for 29,257 kg MTOW, power the Q400. This compares
very favourably with the older Dash 8 models with the
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100 series producing 2000 SHP per engine totaling 4000
SHP against a MTOW of 15,537 kg. The engine power
output gives the aircraft an exceptional single engine
performance, which the crew training in the simulator
described as phenomenal. At MTOW the aircraft climbs
very comfortably on one engine and power has to be
reduced on leveling off to avoid exceeding ATC speed
limits! The aircraft is equipped with a Full Authority
Digital Engine Control (FADEC) system to control all
engine operations and that takes a lot of routine engine
monitoring out of the hands of the pilot.
The composite six-bladed Dowty R 408 propellors are
responsible for the efficiency as well as the quietness
with which this aircraft is associated. Further noise
reduction is provided by computer tuned vibration
absorbers, propeller electronic control (PEC) for
precision synchrophasing and a dynamic Noise and
Vibration Suppression system (NVS)
The aircraft represents a major design revolution away
from the earlier Dash 8 aircraft with a new engine,
prop and cockpit. Being the first Dash 8 aircraft
designed with a glass cockpit, it consists of 5 large
Liquid Crystal Displays (LCDs) which include the EFIS
(Electronic Flight Instrument System) and the Engines
and Systems Indications Display (ESID). There are
two PFDs (Primary Flight Displays) two MFDs (Multi
Function Displays) and one ESID. All the units are interchangeable and in flight reversion is used to access
any of the information on any screen.
The aircraft is flown by two pilots and requires two
flight attendants as it has a capacity of more than 50
passengers. The flight deck crew that fly the aircraft are
picked from the existing DAC Dash 8 crew and given
a differences course which includes classroom/CBT
training, simulator training and a proficiency check. DAC
Aviation plans to get most of the present Dash 8 pilots
onto the Q400. Cabin crew training has already been
completed for most of the company flight attendants,
who hold Dash 8 as well as CRJ ratings.
This first aircraft is expected to be quickly followed by
another two aircraft from the same stable in Europe and
the operation could spread to West Africa.
Exciting times ahead for all with the new Q400!
he aviation industry continues to face
numerous challenges related to escalating
cost, expanding regulatory regime,
environmental concerns, open skies restraints
and international relationships. However the
most elusive of all is the need to achieve
an “acceptable level” of safety.
A United States Federal Aviation
Administration study has revealed
that while at the beginning of
manned flight in 1903 and the
period
immediately
following,
almost all accidents were attributed
to technical causes. Trends in
technological improvement have
reduced this statistic to less than
20%, however the human related
causes have continued to rise to a
current high of 80% of all investigated
accidents. This has given rising
concern to understanding and solving
human factor related failures.
Just like most of the early
accidents were attributed
to ‘pilot error’, lately
it
has
become
more realistic and
acceptable
to
attribute the same to
failure or weakness
in the management
of the crew or
systems, so it is
more
accurate
to
investigate
the factors that
affect man within
the maintenance
workplace.
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The following is a list of some of the human factors that
may impact the performance of engineers and technicians:
◘ Poor or inadequate instructions
◘ Non-stimulating or repetitive tasks
◘ Personal life problems
◘ Poorly designed skill/knowledge testing
◘ Fumes or unconducive work environment
◘ Substance abuse
◘ Fatigue
◘ Continuous loud noise
◘ Extreme weather conditions i.e. snow, sandstorm or
excessive temperatures
◘ Incomplete or incorrect documentation
◘ Lack of spare parts
◘ Unrealistic deadlines
◘ Poor or no tool control
◘ Slippery floors
◘ Poor communication
◘ Lack of tools and equipment
◘ Poor training
◘ Cultural idiosyncrasies
Human Factors (HF) training for aircraft maintenance crew
is just as critical as Crew Resource Management (CRM)
training for cockpit, cabin crew and operations officers. The
time has finally come when HF training and recurrency is
indeed a requisite qualification for certifying personnel
and recommended for all other maintenance personnel, a
process adopted by DAC Aviation.
Crew Resource Management training focuses on how the
operational crew ought to inter-relate in the often intricate
‘MAN-MACHINE-ENVIRONMENT’ relationship in order
to deliver safe operations. Human Factors training to the
maintenance crew is concerned with the critical importance
of ensuring that, notwithstanding what else may be
happening, the engineer or technician must complete the
work started in accordance with the approved maintenance
instructions, with little or no interruption, in order to deliver
the quality demanded for a safe product.
HF training for maintenance personnel at DAC shall
continue to prove an effective tool in breaking the chain
of mistakes (omissions or commissions) that may lead
to catastrophic accidents. It has further been proved that
since the technician does not work as an island, there is
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need to extend HF training to all support staff as well, those
who work within the supply chain, finance, human resource
and administration, as often their actions or inactions can
present some added stress to the maintenance performers.
A serious incidence was investigated in the 90’s at Wilson
Airport involving a single engine light aircraft, whose
experienced crew fortuitously avoided a catastrophic
accident during take-off when he quickly aborted the flight
having observed a “crossed control” situation. This aircraft
had previously been grounded to facilitate a repair of the
elevator control surface. Due to the prevailing operational
schedule pressure, the aircraft was needed for an urgent
flight. The repair work was performed during the night, and
the aircraft was handed over for the flight “in good time”
the next morning. The pilot who was rostered to fly it was
an experienced veteran, who did a very brief inspection
and jumped in to cause as little delay as possible. During
the take-off run the pilot very quickly and frightfully realized
that the elevator control system was not responding in the
correct sense. He abandoned the take-off run just before
he overran the available runway. Investigation revealed
that the control cables were crossed during the rushed
night maintenance repair work, the certifying engineer was
only available in the morning just to release the aircraft in
time!
Most airline accidents which have been attributed to
maintenance errors could have been averted if the
engineer performed the task as prescribed in the approved
technical data rather than sign out on something they did
not perform.
Whilst it can be argued that technical incidents are due
to failure caused by technician error (if pilot error sounds
familiar), it often boils down that the root cause is the
organization culture, which is driven through management
from the top. If the company issues instructions to the floor
to ‘change the windscreen’ without making reference to
the requirements; if the technicians perform their tasks
without reference to an open manual and get away with
it; then a culture of neglecting maintenance data becomes
entrenched.
The Just Culture
We have adopted a non-punitive method of investigating
incidents that encourage and promote much needed
incident reporting. This method produces what is referred
to as “just culture” which must gradually replace the
“blame culture”. Nevertheless, personnel must be able to
distinguish between what is and what is not acceptable
conduct. Negligence or deliberate violations will not be
tolerated even in this non-punitive environment.
TAXATION : THE AVIATION INDUSTRY
By Carol Fernandes - Financial Controller
The blame culture has been entrenched in human
psyche since time immemorial; when the first stone-age
Neanderthal hit the wrong guy with a rock, his first
words were “It was not me” the twenty first century man
would invariably ask to contact their lawyer.
As long as we persist in a blame culture, people will
continue to be afraid of speaking up or reporting an
error for fear of the repercussions or the requisite “wrath
of God” being meted out on them by an overzealous, if
not misguided higher management.
A blame free (just culture) atmosphere will however
ensure that the error or incident report is investigated
to see what human factor (examples above) have
contributed to it. Subsequently the removal of the factor
would be in the interest of creating a safe environment.
It must be understood that most of the incidents are not
one person’s fault, but a combination of issues, often a
system failure, rather than an individual human error.
Safety Dividends
The creation of blame free just culture, like most cultural
change processes is an exercise that takes time to take
root. At DAC we have entrenched this in our Safety
Policy, and we make a deliberate effort to preach and
practice it amongst the management and other levels
of the staff.
The foregoing process will ensure that DAC will
continue to deliver a reliable product to its customers
with enhanced safety dividends. Therefore, DAC shall
continue to be compliant over and above the SMS
Regulations which are to be promulgated by the KCAA.
Benjamin Franklin said “In this world nothing can be
said to be certain, except death and taxes.”
In the past year, this unfortunate reality has reared its
head, with new laws directly influencing businesses
throughout Kenya.
For several years now, the aviation industry in Kenya
has been fairly insulated from the ravages of taxes,
however 2013 has brought in some unpleasant
surprises in the form of new applications to the 16%
Value Added Tax (VAT) and a new 1.5% Railway
Development Levy (RDL).
Both forms of taxes have caused great ambiguities
and confusion in the airline industry since they were
introduced mid 2013, and it has taken painstaking
lobbying, consultations and meetings to get some of
the issues ironed out. All of this is costing the industry
and DAC Aviation, in particular, a lot of precious time
and money.
The RDL is a completely new tax dedicated to funding a
specific infrastructure project, the Mombasa to Nairobi
Railway Project – whereby importers are charged 1.5%
levy of the value of all imported goods.
The VAT (otherwise ‘fondly’ referred to as Very
Annoying Tax) has now been imposed on several
goods which were previously exempt, and what has
affected us immediately and directly, is the VAT on all
aircraft spares brought into Kenya. The two taxes,
combined, means that for every spare part DAC brings
into the country, the company is immediately charged
17.5% of the value of the spare, which is paid upfront
before the item may clear the customs process.
However, it’s not doom and gloom all around! The
authorities are listening to the people and fortunately,
purchase of larger aircraft is exempt from VAT. We
will continue putting forth our concerns with confidence
that the authorities will take a keen look at potential
long term damage that these taxes can have on the
entire aviation industry in Kenya, and the economy as
a whole.
Even though taxes are considered a necessary
evil, as the Government looks to fulfill its bloating
commitments, we trust that in the future taxes will be
openly discussed with the stakeholders before they are
passed as law. This will ensure a smooth and equitable
transition
SAFETY NEWS
17
the new
Dash 8 Series Q400
DAC AVIATION GROWS IN
LEAPS AND BOUNDS
By William Wambugu - Accountable Manager
I
n 2013, DAC Aviation celebrated the achievement of
a very important milestone; its 20th anniversary as a
organization. To elevate the celebration of 20 years,
DAC acquired new aircraft as valuable additions
to our fleet: one Dash 8 Q400 and six Grand Caravan
EX that were delivered between June 2013 and January
2014.
The Grand Caravan, a proven versatile and reliable work
horse throughout the years, has contributed greatly in the
acquisition of newer and better aircraft: the new, stateof-the-art Cessna Grand Caravan EX. The new aircraft
model boasts a Pratt and Whitney PT6 – 140 engine that
comes with great benefits such as better performance
in terms of payload, better takeoff and landing speeds,
shorter distances for taking off and landing, hence
providing more range and power. In addition, the EX
comes with an enhanced Garmin 1000 Synthetic Vision
System that features 3D imaging of the environment on
the primary display that aids in viewing terrain, obstacles
and air traffic which is truly a great improvement.
Investing in industry leading technology to enhance safety
and security is a top priority for DAC Aviation which is a
move to ensure that our responsibility to customer safety is
met without compromise.
Pictured above is one of six brand new Cessna Grand Caravan
EX aircraft, tail number 5Y-DAE departing for Mali to assist with
much needed humanitarian interventions in the country courtesy
of ECHO FLIGHT.
Four of our newest Caravan additions are already on
contract for humanitarian missions, providing relief aid
in the following countries: two in D.R Congo, another in
Mali and the last in Chad. In ushering the New Year, the
greatly awaited sixth addition of the Grand Caravan EX
was delivered to the Nairobi regional office marking an
excellent start to the 2014.
Going forward, it is with confidence and optimism that I
declare DAC Aviation will continue to be the number one
choice for safe and reliable air transportation and MRO
services through our relentless desire to embrace safety
and reliability throughout our operations
18
Safety For All From All
Bombardier's 70 seat de Havilland Dash 8 Series Q400 (or Q400 for short)
is the latest and longest member of the successful Dash 8 family.
With new engines, avionics systems, a modified wing and stretched
fuselage, this aircraft is an all new aeroplane to DAC Aviation’s fleet.
security
CHALLENGES In
Democratic Republic of Congo
Soledad Amador-Cuadro - Program Manager DRC
O
perating from Goma, in the Democratic Republic
of Congo, is a challenge in and of itself. Goma,
the capital of North Kivu, is situated in a
problematic area; located about 20 km from an
active volcano and bordering a lake with methane gas the
area is prone to a unique set of challenges. Moreover, North
Kivu has been the theater of regional conflict for several
decades.
DAC Aviation has operated under the ECHO Flight project
based out of Goma since 2006. Over the years we have
gained both knowledge and experience in analyzing
situations thus ensuring the safety and security of our
assets, personnel and clients.
There are many scenarios that are gauged while analyzing
probable security threats in Goma such as; is the town or
neighborhood under the threat of attack? Are authorities
going to be available to validate paperwork in case of
an emergency? Is there enough security in the airport to
avoid destruction of our assets? These and other intricate
situations enable our team to keep abreast with the daily
occurrences of the city. In case of a tense situation we seek
coordination from the ECHO team to evacuate our crew
and aircraft to safer stations such as Bukavu.
In the last 6 months, the security situation in the area of
Goma has necessitated us to relocate our Goma based
fleet to Bukavu on a number of occasions. Daily monitoring
was the norm just in case we received the green light to
recall the crew and the aircraft back to Goma.
Goma's airport is located to the north east of Goma, along
the road to Rutshuru. At the peak of combats, it was only
10 km away from cross fire making it a precarious situation.
DAC staff had to make sure its crew could safely reach the
airport and take off after making it there.
THE FUTURE IS
BRIGHT
Vivian Mutulis - Check Cabin Crew
DAC Aviation has crossed huge milestones in the
delivery of its unparalleled service, thanks to its
aerodynamic management, complemented with
an astute and dedicated team of professionals.
2013 has been note worthy, considering the
immense growth in terms of new stations and the
entry of new aircraft into its fleet.
In the quest to meet exceptional standards, DAC
Aviation took a leading role in delivering air service
between Somalia and Nairobi. Operating out
of Jomo Kenyatta International Airport required
crew and operations officials to co-ordinate
the necessary documentation involved in flight
preparation and ferry the airplane from Wilson
Airport for a quick and efficient service for our
client. At DAC, crew briefing is given the priority
and seriousness it deserves, accompanied by
all necessary security advisory and weather
conditions, assit in assuring DAC's operations are
successful.
In addition, 2013 marked DAC Aviation's extension
of its world class service to West Africa through a
United Nations operations base in Abidjan, Cote
D'ivoire. The first rotation, coupled with minor
challenges normal for a new base of operations,
only strengthened our resolve. The successful
completion of the mission once again confirmed
that DAC Aviation leads the way in ensuring
the highest standards of professionalism and
competency.
Given that DAC Aviation does not have an operational base
in Bukavu, all decisions are made by management based in
Goma. For security reasons and procedural requirements,
crews reside in hotels and drive every morning for 45
minutes to the airport. Meeting our own safety and security
objectives in a timely and professional manner is often
facilitated by support from our partners, showcasing the
importance of local partnerships which DAC has built over
the last 20 years.
Significant steps were made throughout 2013
in the Democratic Republic of Congo towards
increasing the level of comfort and safety aboard
all DAC Aviation flights. The organisation's fleet
of factory new Grand Caravan EX aircraft have
provided passengers with a new level of safety
through the Garmin G1000 glass cockpit, while
assuring the highest level of comfort on the ground
and in the air. Additionally, the warm handshakes
and pleasant smiles of the DAC staff make our
passengers feel at home, away from home. The
dedicated Cabin crew team, led by our highly
motivated Cabin crew manager, ensures a safe
and reliable atmosphere in flight.
Recent conflict events and the resignation of M23 will have
a positive impact in managing security in Goma. However,
with the ongoing complexities of the crisis in DRC, DAC is
constantly on the lookout to ensure safety and security in the
region allowing us to often exceed our client's expectations
We appreciate the commitment from our senior
management and our highly acknowledged
clients, for the milestones crossed and look
forward to further strengthening our partnership in
the near future
20
Safety For All From All
TECHNOLOGY
MAKING THE SKY SAFE
By Anthony Kaguimah - IT Manager
T
he sky has changed and today the aviation
industry is the safest means of tranports in the
world. Not only are aircraft continuously becoming
safer, they are also the least dangerous way to get to your
destination. Everyday activities from walking to driving are
still considerably more lethal. In the last five years, the
death risk for aircraft passengers in the United States has
been one in 45 million flights, according to Arnold Barnett,
a professor of statistics at M.I.T. In other words, flying has
become so reliable that a traveler could fly every day for
an average of 123,000 years before being in a fatal crash,
he said.
There are many reasons for this remarkable development.
Planes and engines have become more reliable and this
has been achieved through use of heavy maintenance
software such as Enterprise Resource Planning (ERP).
Advanced navigation and warning technology such as
weather radars, enhanced ground proximity warning
system and traffic collision and avoidance systems have
sharply reduced once-common accidents like midair
collisions or crashes into mountains in poor visibility.
How have we achieved it at DAC Aviation
DAC Aviation has been working hard to ensure that we
use techology that makes flying safe and ensures that
passengers enjoy our flights. In February 2011 DAC
Aviation selected the Pentagon 2000SQL ERP system
to integrate MRO and Flight Operations management. In
August, 2012, this Enterprise Resource Planning (ERP)
software was adapted and implemented to help us maintain
and manage our fleet at our Regional Maintenance Hub
in Nairobi. With its implementation, Pentagon 2000SQL is
used to run inventory management on heavy maintenance,
component overhaul & repair, and flight operations. This
has enabled us to operate under strict requirements as an
Authorized Maintenance Organization (AMO) approved by
Kenya Airports Authority.
By Embracing Pentagon 2000SQL, we have been able
to seamlessly integrate operations from procurement of
aircraft parts to maintenance of the aircraft. Today we are
able to monitor aircraft parts by the number of landings
and hours the aircraft operates before they are due for the
next maintenanace. One of the most important aspects of
using heavy maintenance software is the ability to meet
high safety standards as aircarft parts can be traced from
the supplier to the aircraft through the system. Through
the use of Pentagon 2000SQL maintenance software,
quality assurance and safety teams are able to monitor
and ensure that the aircraft conforms to the highest safety
standards and guidelines.
Today we are able to forecast and plan ahead of our
competitors, ensuring that we maintain on-time schedules
and aircraft availability. Pilots and engineers are able to
forecast when the next maintenance is due, when parts
are required, and ultimately insure that they are ordered
ahead of time. Furthermore, engineer and crew training
and license expiry dates are monitored online. This has
SAFETY NEWS
21
enabled DAC Aviation to maintain high safety standards
and improved aircraft reliability, ultimately reducing
operational costs.
The biggest challenge with this system is how to implement
it in areas where no 3G networks exist or access to internet
is limited. To enable us to achieve this, DAC is investing
heavily in satellite communication through the use of an
Electronic Flight Bag
Electronic Flight Bag has made flying a paperless affair.
In 2013, DAC Aviation decided to go paperless by
providing crew on all our fleet with EFB “Electronic Flight
Bags”. The definition of an Electronic Flight Bag (EFB),
is an electronic display system intended primarily for
cockpit/flightdeck or cabin use. EFB devices can display a
variety of aviation data or perform basic calculations (e.g.,
performance data, fuel calculations,etc.). In the past, some
of these functions were traditionally accomplished using
paper references or were based on data provided to the
flight crew by an airline's flight dispatch function. In short,
an EFB is an electronic information management device
that helps flight crews perform flight management tasks
more easily and efficiently, in a paperless environment.
HARRIET QUIMBLY
First woman to fly a plane
Extract from WORLD AIR NEWS 2013
onboard Iridium SAT phone. At remote out-stations, DAC
has invested in VSAT (very small aperture terminal) due
to inaccessibility of 3G networks, enabling the operations
and planning teams to update charts, manuals and
communicate with the aircraft remotely.
DAC Aviation has decided to embrace the use of
EFB systems across its fleet to increase productivity,
safety and operational efficiency. Benefits have been
tremendous as crew are able to preplan flight routes, fuel
required and foresee weather conditions at the destination
location. EFB systems are becoming a key tool for
modernizing flight, cabin and maintenance operations.
The reasons DAC Aviation has adapted the use of an
EFB system is due to the elimination of low-value, labor-intensive processes such as updating manuals and
navigation charts. This helps optimize crew duty-time
through onboard flight briefings, ultimately improving the
availability of time-sensitive and operationally important
information such as weather forecasts and defect logs.
It is fair to say that EFB technology does for the aircraft
what the PC has done for our everyday lives.
22
Safety For All From All
N
early one hundred years after her death, in July
1912, Harriet Quimbly still remains an enigma.
She lead a public life as a journalist, was the
willing recipient of publicity as the first licensed female
aviator in the United States in 1911, and yet her private life
is shrouded in mystery.
Who was Harriet Quimbly and what did she do? There
is little mention of Quimbly in history books and those
references are sketchy and inconclusive.
She was the first woman to fly a monoplane, the first
woman in the world to make a night flight, and the first
woman to pilot a plane across the English Channel.
She earned acclaim from some people and ridicule from
others. She broke social norms and did things women
in the early 1900s were not supposed to do. She was a
fearless, independent woman who had self confidence,
beauty, ambition and brains.
In conclusion, integrating technology throughout aviation
provides immense benefits such as improving the safety
and reliability of our fleet. It is important therefore, that
continuous investment in technology is achieved in order
to provide efficiency and reduce waste throughout DAC's
operations
Harriet Quimbly did not marry, drove an automobile, used
a camera, a typewriter and flew an aircraft. Any of these
individually would have been a problem for Victorian men,
but all of these accomplishments rolled into one woman
were impossible for most men to deal with. Quimbly
asserted her rights and encouraged other women to do
the same. Men raised the question “where will it end?”
Well we know it never ‘ended’ and the fight for equality
continues today.
Quimbly saw her first aircraft in October 1910.She was 35
years old at the time and went to Belmont Park on Long
Island NY in search of a story. There she witnessed john
Moisant fly from Belmont Park to the statue of liberty and
back a distance of 36miles in 34 minutes. He won the
statue of liberty race and the event ignited a fire for flying
in Quimbly’s heart.
There were not many flying schools that would accept
women. However, Matilde Moisant; quimbly’s closest
friend had good connection. In the spring of 1911, Matilde
and Harriet enrolled John Moisant’s flying school on
Long Island. Because of the social pressures, Quimbly
disguised herself as a man for her lessons. She always
took her lessons at sunrise because at that time of day,
lessons did not interfere with her work and she could
keep her activities a secret. When a reporter discovered
Quimbly’s charade, she was happy to see it end.
The newspapers gave her a lot of publicity. The press
described Quimbly as a ‘willowy brunette’ and they quickly
tagged her with the nickname the ‘Dresden china Aviatrix’
because of her beauty, daintiness and haunting blue-green
eyes. The press however sensationalized. One headline
shouted ‘Woman in Trousers, A Daring Air Pilot’.Quimbly
quickly became notorious and she enjoyed the publicity.
QUIMBLY EARNS HER WINGS
In the early days of aviation, the license requirements
were to fly five alternate rights and left turns around pylons
and complete five figure eights. Quimbly completed this
part of the test with ease but the second part required
her to land within 100 feet from where the plane had left
the ground. On her first attempt, she landed too far from
the spot. The following day, a crowd attracted by the first
spreading rumors that a woman attempted to earn a pilot’s
SAFETY NEWS
23
licence, watched as Quimbly successfully repeated all the
previous tests and came within seven feet, nine inches of
the mark setting a record. (There were no foot brakes in
those days.)
On August1, 1911, Quimbly became the first American
woman to earn her pilot’s licence.Her instruction covered
33 lessons with little more than four-and-a-half hours in
the air. Harriet Quimbly became the second woman in the
world to earn her licence.The first was Raymonde de la
Roche, of France in 1910.
In spite of strong opposition, Quimbly opened the door for
women in aviation and this was hard for the Victorian bred
male to accept. Quimbly represented an intrusion into what
they regarded as an occupation belonging exclusively
to men. Some were outspoken in their protests and said
frankly it was not a woman’s business. Others put it on a
sentimental basis. It was dangerous they said and women
should not be allowed to risk their lives in airplanes. No
matter how it was put it was self –serving for the men and
destructive for women.
Once Quimbly had her licence she realized she could
share the thrills of aviation with her readers. She wrote
in the first person because they would feel closer to the
events in the cockpit. She called some of her adventures,
“How a Woman Learns to Fly,” and “The Dangers Of Flying
And How To Avoid Them.” Quimbly also wrote a thrilling
account of her English Channel crossing in “An American
Girl’s Daring Exploit.” She tried to show American women
that there were alternatives that would give them new,
adventurous directions in which to chart their future.
“On the eve of my Channel crossing, my friend Hamel was
convinced that no woman could make the trip alone”, She
said. He was so anxious for my safety and ability to pilot
the airplane across the channel, he suggested he dress up
in my flying costume, fly across the Channel, and land in
a remote spot where I would be waiting to take credit.” “I
adamantly refused his offer and if he were not such a dear
friend, I would have been very angry. I did accept his offer
to help me read a compass. That was something new to
me.”
On Tuesday, April 16, at 5.30 am, Quimbly took off in a
Bleriot XI and aimed her plane east towards France.
“It took me about 30 seconds to reach an altitude of 1500
feet. As I looked down, Dover castle was a veil of mist. I
could barely see the tugboat filled with reports sent out by
the Mirror to follow my course. The fog quickly surrounded
me like a cold, wet, grey blanket.”
24
Safety For All From All
Hamel only gave Quimbly brief training in reading a
compass. She had never seen one operating in moving
plane.
remarkable deed accomplished by man. The flight is now
hardly anything more than proof of ordinary professional
competency.”
“I had never used a compass and I was doubtful of my
ability to read one.Hamel said it would be shaking from the
engine vibration. I was hardly out of sight of cheering crowd
before I hit a heavy fog bank and found the compass to be
of valuable help. I could not see above, below, or ahead. I
started climbing to gain altitude, hoping to escape the fog.
It was bitter cold, the kind that chills to the bone.”
The Times continued and in a condescending warning
said, “A thing done first is one thing; done for the seventh
or eighth time is different,” it said. “Of course, it still proves
ability and capacity, but it does not prove equality.”
Under her flying suit of wool backed satin, Quimbly wore
two pairs of silk combinations, a long woolen coat, and
over this a raincoat. Around her shoulders, she wore a
long wide stole of sealskin. Even this did not satisfy her
solicitous friends. At the last minute, they handed her a
large, hot water bag, which Hamel insisted on tying around
her waist like an enormous locket.
During the flight, Quimbly recalled Hamel’s remark about
the North Sea. If she drifted off course as little as five
miles, she would get lost and go down in the icy waters.
(Hamel should have taken his own advice. Not long after
Quimbly’s flight, he flew off into the Channel mist and
never returned).
Quimbly’s flight took 59 minutes, and she landed about
25miles from Calais on beach in Hardelot-Plage,
Pas-de-Calais.
POOR TIMING
Timing worked against Harriet Quimbly. On April 15, 1912,
the ocean liner Titanic sank with 1500 lives lost. It was an
unprecedented catastrophe. Her historic flight across the
English Channel was buried under disaster headlines in
newspapers around the world.
In fact, the New York Times on April 16th,and 17th had
every inch of its eight pages devoted to coverage of the
tragedy and not a word about Quimbly’s great success.
The April 18, 1912, edition of the New York Times took a
narrow view of Quimbly’s, accomplishment. The editorial
was no doubt influenced by the paper’s lack of support
for the women’s suffrage movement that was in full bloom
in the spring of 1912.According to the Times “Even when
so much public attention is on the loss of the Titanic,
that a woman alone and depending wholly on her skill,
and courage has driven an airplane across the English
Channel, does not pass unnoticed. Miss Quimbly’s flight
is a considerable achievement. Just a few months ago this
same flight was one of the most daring and in every way
Today, we can put Harriet Quimbly’s accomplishment in
proper perspective. To fly across the 22-mile Channel in
1912, without any of the modern instruments, in a plane
that was hardly more than a winged skeleton with a motor
and one with which she was totally unfamiliar, required
extraordinary courage, skill and self-confidence.
THE BOSTON AIR MEET
The date was July 1; 1912.Quimbly was at the
peak of her career. She received rave accolades
wherever she went, she would soon be financially
independent. Quimbly never had a flying accident
because she was a careful, capable pilot who paid
close attention to her pre-flight inspection.
“I had confidence in my craft,” she said.
She had just written an article for Good
Housekeeping which would be published
after her death entitled: “Aviation as
a Feminine sport.” Its aim was to
give women confidence in their
ability to equal the performance of
men. There is nothing to fear if one
is careful,” she said. “Only a cautious
person should fly. I never mount my
machine until I check every wire and screw.
I have never had an accident in the air. It may be
luck, but it is also to the care of a good mechanic.”
At 5.30 p.m, it was Quimbly’s turn to fly her
routine. She planned to break the over-water
speed record of 58 miles per hour. Again; she
was flying an unfamiliar plane. She brought the
Bleriot XI back with her from France and only
flew three brief flights in the craft.
In an ironic twist, after the boat docked and she had
cleared customs, the inspector called her back to
the office. No one knew how to classify her Bleriot
monoplane. After a long discussion, customs officials
put it under the category reserved for polo ponies.
“One flying machine-equivalent to 70 horses.”
With William P.Willard ,the manager of the event, as
a passenger, Quimbly took off over the 27-miles course to
the Boston Lighthouse’s she came out of a turn around
the lighthouse at an altitude of 5000 feet, the plane dipped
and nosed down toward the bay. Neither Quimbly’s nor
Willard had worn seatbelts.
As the horrified crowd watched, Willard’s body, then
Quimbly’s fell from the plane. The bodies tumbled through
the air and plunged into the harbor waters. Quimbly died
on impact and Willard drowned. Ironically, the Bleriot
monoplane flew itself out of the dive and glided into the
water. It nosed over on impact but was not damaged.
The Good Housekeeping article did not appear until
September, two months after her fatal crash. In it she gave
her opinion on aviation as a career for women. “I think,”
She said, “the airplane should open a fruitful occupation
for women. I see no reason they cannot realize
handsome incomes by carrying passengers
between adjacent towns, from parcel delivery,
taking photographs or conducting schools of
flying. Any of these things it is now possible to
do. If we establish fuel supply and landing stations,
there is no reason we cannot have airlines for
distances of 50 to 60 miles.”
The editor added a preface to Miss
Quimbly’s article which stated, “In view of
her tragic death, there is a note of pathos
in the enthusiasm, and in the prophesy for
women fliers in her article.”
Her untimely death less than a year after
she had earned her pilot’s licence was the
“escape valve” American men needed.
If writers would not immortalize her,
she would fade from the spotlight and
become nothing more than a footnote in
history. Unfortunately that is exactly what
happened.
When Amelia Earhart came into the
aviation spotlight, she talked about Quimbly’s
accomplishment, but the world was spellbound by
Earhart and gave little notice to Quimbly’s.
On April 27,1991,America finally came to grips with
Harriet Quimbly’s when the Post Office issued a
stamp in her honour.At the time she was the only
the third female aviator so honoured.That and
the brief mention in the Congressional
Record had been the only long overdue
acknowledgment for this pioneer aviator
SAFETY NEWS
25
DAC AVIATION OPERATIONS
THROUGH THE EYES OF AN EXPAT
By Anonymous Author
Africa is a huge and diverse continent with a wealth
of natural resources and great cultural diversity.
However, it was never a dream of mine to work in
Africa. But as they say you never know what the
future holds and as such opportunity came knocking
and I grabbed it, accepting an offer for a job in Kenya,
unaware that I would not be based in Kenya, but rather
in the Democratic Republic of Congo. That marked the
beginning of a whole new experience for me.
Congo was particularly challenging because of the
language barrier but I was able to adjust to my new
environment quickly. More so, I gelled very well with
the people and it did not take long for me to fall in love
with the country. I soon became part and parcel of the
community.
Working in Congo was very demanding due to limited
infrastructure and insecurity. We had to use air
transport in order to access the remote locations to
deliver supplies because access by road was deemed
impossible or unsafe. As taxing as the work was, there
was never a dull moment. Seeing the smiles on the
faces of the people was priceless and nothing short of
inspiring.
Admittedly, DAC was operating in areas which have
been scenes of a long-standing conflict between the
ethnic communities. Security and safety was a huge
priority. For an airline this was a baffling setting, far
from the standard airline operation. Nonetheless, we
had a dedicated staff that was able to endure the
hardship to make sure a mission was accomplished
regardless of the circumstances. In addition, there
were guards hired to keep an eye on the aircraft at all
times to assure fuel was not stolen. In spite of this, we
would still get up very early every morning to ascertain
that the aircraft was in good condition.
Before any flight, all the passengers and cargo are
screened to ensure only permitted items would
be onboard the aircraft. Developing a culture that
emphasised safety was vital to our operation. It was
essential for the secure and successful completion
of all missions, and was therefore embedded in the
crew's mind. Everything from the safety of the aircraft,
to the safety of the passenger on board, and the status
of the weather prior to a flight needed to be accounted
for, all the while taking into consideration that we were
operating in remote locations where there were no
runways for landing and takeoff.
At the end of a successful mission the team would be
so happy for delivering hope to the community, thus
making all the hardships encountered worthwhile
26
Safety For All From All
The Voice of the African Child
by Eva Gitonga’ Mwangi - Training Coordinator/ Library Assistant
Pl a nning & T ec h n i c a l
R e c o r d s D e pa rt m e n t
sh a r es w it h t h e n e e d y
DAC has set a good example for all by providing hope
and relief to those in need. For this reason, the records,
planning & library department headed by Sunil Bachu
decided to follow in those footsteps.
Every month, each one of us contributes a small
amount of money, which is then accumulated over a
period of time as savings.
On the 14th of December last year, we did some
Christmas shopping and visited a children’s home
at Dagoreti Road, Karen. This home caters to more
than 200 children who are HIV positive and have
been abandoned or orphaned. They are nonetheless
beautiful, and well mannered!
The home which is mostly run through donations has
recently opened a laboratory that is open to the public,
and as such provides added income for the day-to-day
running of the home.
It was a lovely experience not to mention heartwarming.
Meeting and talking to the children and their care
givers was inspiring and will remain in our hearts for
a long time.
We give thanks to the Human Resources department
for providing us with transportation on this occasion
It is a new day
It’s been a good day
Birds cheer at the meal on the morning dew
Have tended twelve by twenty steps of the garden
I escort my father’s herd to the field
I have plenty of yams in my kyondo
My legs numb at the chilly morning
It’s the time the hens enter their crib
At the road side
It’s time to get to the homestead and put all in order
A motor passes by
The men will soon be through with their brewed beer
All well colored, with happy noisy children inside
And return to discipline a straying wife or child
I hear they go to school and are taught in the foreign language
And they will eat and sleep
They must be lucky
I gaze at the setting sun at the horizon and wonder what lies
They were born lucky
there beyond
I smile as they peer at the tourist attraction scene of a young
I wonder if life would be different for a girl like me
herder
To be like the female politician who came to beg for votes
It’s now the time the cows usually go home
Mice play along the way
Sadness and indifference in my heart
Birds singing at the setting sun whose orange beautiful rays shy
I remember mama who passed on as she delivered our last
off to hiding
born
I gaze at the reflection in the clouds and wonder if life could
I look at my step mother and wonder if she ever had dreams
have been different
Other than be a fifth wife to a drunk husband
I wonder if my fate was written in the stars and how it could
I glare at my siblings and wish I’d make a difference, maybe
have felt in a classroom
take them to school
Or in a big city as a doctor where the city knows no night fall
I wonder why my candle does not light
Why no one has bothered to ignite it
It is a new day
I turn and head home
The cock crows
Tomorrow is another day
It is time to milk the goats and make breakfast
Feed the younger ones and tend the garden
No woman should be lazy
Only the men should wake up late
as they spend too long with the brew and village round up
Soon it will be time for me to be a woman
It will be time to face the knife and be married off
If lucky, I could be a third wife, the only friend I knew was sixth
SAFETY NEWS
27
SAFETY news
'It is with great humility and appreciation that I thank all the clients and employees of DAC Aviation for the privilege and
honor of having served you over the last twenty years and I look forward to the next 20’
— Emmanuel Anassis ; Chairman DAC Aviation International.
DAC AVIATION (EA) LTD
24 HRS HOTLINE
254 728 300 039
Wilson Airport P.O.Box 44580, Nairobi, Kenya
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