RP scores well in Icao’s audit of safety, efficiency

THE Civil Aviation Authority of the Philippines (CAAP) was audited for overall safety and efficiency by the International Civil Aviation Organization (Icao) the last week of October and bested the global average of 40.31 with a score of 28.19. The lower the score, the less corrections are needed.

The Icao-Universal Safety Audio Program score is a percentage of a given set of 987 questions. The audit team was led by CJ Collins, who conducted the audit from October 18 to 29.

CAAP Director General Ruben Ciron said the questions are focused on critical areas such as primary legislation and civil-aviation regulations, civil-aviation organization, personnel licensing and training, aircraft operations certification and supervision, airworthiness of aircraft, aircraft accident and incident investigation, air navigation service, and aerodromes.

The Icao audit is more comprehensive than the Federal Aviation Administration (FAA) audit, which covers only the safety aspects. In November 2007, the FAA downgraded the CAAP to Category 2 status from Category 1, which means Philippine carriers cannot make new flights to the United States.

The CAAP is now in the process of upgrading its technical personnel to improve its safety program and all the other critical areas noted by the new audit.

The Department of Foreign Affairs has informed the air authority, meanwhile, that Ambassador Cristina Ortega has met with James Moran, director for Asia of the European Commission (EC), to explore the availability of at least two European experts to assist it in addressing the technical issues raised by the Committee on Air Safety.

As a result of that meeting, EC experts are considering a visit to the Philippines in March 2010. In the meantime, an update of the Icao audit was sent to the EC’s director of air transport, Daniel Calleja.

“The CAAP is now on track for the next two audits —the European Union Safety Committee and the FAA—that will finally determine our eligibility for restoration to Category 1 status,” said Ciron.

A major negative finding of the audit is the lack of qualified technical personnel. The board on October 29 approved a “special plantilla of positions” to address this lack.

Ciron said it is the board’s hope that the new salary structure will attract qualified applicants, most of whom gravitate to the civil aviation sector because of higher salaries.

Only 1 of 8 CAAP check pilots sent for training qualifies

ONLY one of the eight check pilots sent for training on higher-category aircraft was able to make the grade, marginally at that.

Thus, the Civil Aviation Authority of the Philippines (CAAP) has to resort to the hiring of consultants from the military and the airlines.

The agency spent some P2 million each for the training of the eight to qualify them as check pilots for higher-category aircraft, such as the Boeing 747, Airbus 340 and A320.

CAAP Director General Ruben Ciron told Lakas Rep. Al Francis Bichara of Albay: “It is no wonder that when it comes to courses where true knowledge and skills have to be measured, this group [pilots and other technical personnel] has been found wanting.”

Ciron said quantifying the success rate of the training of the eight examinees, for whom the CAAP spent P15 million for training, is a return of only 12 percent.

“Given this situation, and given the International Civil Aviation Organization [Icao] minimum requirements, there is no other recourse but to source from the industry or the Air Force, which are about the only sources that can be considered if the CAAP will ever hope to be Federal Aviation Administration and Icao compliant.”

Ciron pointed out that pilots in the private sector are usually compensated by as much as P250,000 to P500,000 a month “and would only consider joining the Caap when the new salary rates are approved.”



Bichara earlier filed House Resolution 1181, seeking congressional inquiry into the alleged “militarization” of the Caap after it hired retired military officials and personnel as consultants.

The Bicol representative warned that “the country might not regain Category 1 status from the US FAA [Federal Aviation Administration] if the agency could not address the organizational problems and ‘demoralization’ among CAAP rank-and-file.”

He said the presence of several retired military personnel has created an impression that the agency is being “militarized.”

The basis of Bichara’s resolution is a letter to the House of Representatives on June 2, 2009, allegedly signed by 63 officials and employees of the Caap’s Flight Standards Inspectorate Service (Fsis), which used to be the abolished Aviation Safety Division (ASD) of the Air Transportation Office (Ato).

The group is reportedly seeking the help of anybody who could help its members get appointed in the CAAP.

Ciron told Bichara that the 63 personnel from the FSIS have been forum-shopping, hoping to get sympathy for imagined grievances. He added that these same officials are holdovers from the Ato, who have been “presumptuously claiming that they are the regular and career personnel of the Caap.”

He said the 63 officials and personnel of the defunct ASD constiture only a small portion of the 3,700 employees of the agency, who have been supportive of the new management.

“The [personnel of] other three main services of the Caap—the Air Traffic Service—the Air Navigation Service and the Airport Development and Management Service continue to professionally perform their duties, even as there are delays in the approval of the new salary structure.”

Ciron said the Ato has been totally abolished when the Caap was created by Republic Act 9497. “The law did not provide automatic absorption of Ato personnel. It only provided for accommodation of ‘qualified’ Ato personnel in the new organization, subject to civil-service rules.”

He told Bichara that one of the most critical findings of the FAA International Aviation Safety Audit (Faa-Iasa), “is the [Caap’s] lack of qualified technical personnel.

“This is reflected in the 51-percent fill-up rate at the then-Aircraft Safety Division [Asd], where the highest item is no more than the equivalent of a Division Chief, or Salary Grade 24.

Given this situation, Ciron said it was a common situation that Ato inspectors who flew nothing more than single-engine Cessna aircraft are inspecting and checking flight deck crew members of Boeing 747s, Airbus 340s and A320s.

“That was enough for the FAA to conclude the lack of qualified personnel,” he added, leading to the then ATO’s downgrading.

Ciron said the agency has been trying to institute improvements and reforms, but within the budgetary limits and constraints of civil-service regulations.

Given this situation, he said even if a new salary scheme were put in place, it would approximate only 50 percent of the lower end of the aviation industry scale for the highest position in the agency.

He added that the chances of attracting qualified personnel lie among Filipino airmen working abroad, who may eschew their financial gains if only to be with their family in the Philippines.

“Hopefully, these Filipino airmen enjoying $8,000 to $10,000 entry- level pay would forgo higher salaries if only they can be with their families and subsist on the local diet that they are accustomed to.”

Air Force consultants in the Caap who may have retired or have pursued second careers in private businesses and corporate boardrooms are the only one willing to accept the agency’s low consultancy fees, on the promise of better pay in the future, Ciron told Bichara.

He also informed the Bicol lawmaker that a Joint Congressional Committee, chaired by Sen. Ramon Revilla Jr. for the Senate and Lakas Rep. Monico Puentevella of Bacolod for the Lower House, exercises oversight functions over the agency.

“I am sure that with your wholehearted support and understanding of the birth pains that a new organization invariably suffer, we will soon achieve a world-class Philippine civil aviation,” Ciron added.

Read the CAAP Manual of Standards for Aerodromes

The Manual of Standards for Aerodromes may be found here

CAAP - AN OVERVIEW OF AERODROME REGULATION

Republic of the Philippines
Department of Transportation and Communications
AIR TRANSPORTATION OFFICE
www.ato.gov.ph
Advisory Circular
AC 139-01-A
AN OVERVIEW OF
AERODROME REGULATION
May 2008
Advisory Circulars (AC) are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means, of complying with regulatory requirements, or to explain certain regulatory requirements by providing interpretative and explanatory material.
ATO will generally accept that when the provisions of an Advisory Circular have been met, compliance with the relevant regulatory obligation has been satisfied.
Where an AC is referred to in a ‘Note’ within regulatory documentation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
i
CONTENTS
1. References 1
2. Purpose 1
3. Status of the AC 1
4. The aerodrome regulatory system as prescribed in Administrative Order 139 1
5. Registered aerodromes 2
6. Other aerodromes used in air transport operations 3
7. ATO approved persons to conduct safety inspections 3
8. Aerodrome standards 3
9. Exemptions 3
10. Aerodrome safety management system 4
11. Further information 4
ii
1. REFERENCES
1.1 This document may refer to portions of the following:
• Republic Act 776 as amended;
• Civil Aviation Authority Act of 2008;
• Administrative Order 139;
• Manual of Standards for Aerodromes; and
• ICAO Annex 14 Volume 1 4th Edition as amended.
2. PURPOSE
2.1 Republic of the Philippines has developed a multi-tier system for regulating aerodromes as prescribed in AO 139. The new aerodrome regulatory system will affect all existing aerodromes in someway. The multi-tier system is in recognition of the fact that there is a great disparity among aerodromes which have been established to serve a nation with an uneven spread of population and with a large geographical area. The rules governing aerodromes serving major cities and supporting busy international operations are necessarily more complex than those governing less busy aerodromes supporting only domestic air transport activities, which in turn will be more involved than the rules applicable to small aerodromes only occasionally used by light aircraft. This Advisory Circular (AC) provides aerodrome operators, aircraft operators and pilots with an overview of the general obligations relating to aerodromes as encapsulated in the aerodrome regulatory system. It is stressed that the regulations must always be read for complete and detailed information on requirements.
3. STATUS OF THIS AC
3.1 ACs are numbered to reflect the regulatory basis, the serial number of the circular issued for that regulation and the revision status for that AC. In this case the regulatory basis is AO 139, this is the first AC to be issued regarding AO 139 and it is revision A. Consequently the status of this AC is 139-01-A.
4. THE AERODROME REGULATORY SYSTEM AS PRESCRIBED IN AO 139
4.1 The main changes brought about by AO 139 are intended to modernize the preceding ATO rules (AO 5), thus ensuring there is conformity with the standards and recommended practices as described in ICAO Annex 14 Volume 1, Aerodromes, and also to provide for the specific conditions experienced in the Philippines. These changes require that some aerodromes shall be certified or registered.
4.2 An aerodrome must be certified when it is used by aircraft conducting any:
(a) international air transport operations: or
(b) domestic air transport operations by aircraft with more than 30 passenger seats.
4.3 Aerodrome operators need to register an aerodrome when the aerodrome is:
(a) used by aircraft conducting any domestic air transport operations with aircraft certified for between 10 and 30 (inclusive) passengers; or
(b) not certified, but open to public use with a published instrument approach procedure.
4.3 Other aerodrome operators may apply to have their aerodromes certificated or registered. All certified and registered aerodromes will be subject to audit and inspection by ATO inspectors from time to time.
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4.4 For aerodromes not covered by AO 139, the responsibility for ensuring that aerodromes meet minimum safety standards rests with aircraft operators who use those aerodromes. The Manual of Standards for Aerodromes (MOS) provides required standards for aerodromes used by aircraft not exceeding 5700kg. Aerodromes that are not certified or registered may still be audited by ATO through an audit of the airline or aircraft operator, or by an aerodrome inspector.
4.5 Operators of certified aerodromes will need to develop and implement an acceptable safety management system (SMS) defining the way the aerodrome operational safety is managed.
4.6 AO 139 also introduced a number of changes to the way certified aerodromes are to be managed and operated. These include:
(a) Responsibility for an Aerodrome Manual. The Aerodrome Manual will need to set out the aerodrome administration structure and clearly nominate a person who will be responsible for ensuring that relevant aeronautical information, including all changed data, is included in the aerodrome manual, is accurate and brought to the attention of relevant persons.
(b) Training of key aerodrome personnel. AO 139 requires certified aerodrome operators to be able to demonstrate that key aerodrome personnel, viz. reporting officers and works safety officers, are trained to perform their functions. This requirement is also applicable to registered aerodromes.
(c) Annual aerodrome technical inspection report. The technical inspection reports are meant to demonstrate that the aerodrome operator has arranged periodic internal audits of the aerodrome by qualified persons, and that appropriate remedial actions have been taken to arrest deterioration of the aerodrome. The technical inspection reports must be kept for at least 3 years and are subject to ATO audit.
4.7 For registered aerodromes, a quality assurance scheme has been introduced which requires these aerodromes to be inspected either by an ATO Inspector or a person approved by ATO (Approved Persons). This scheme allows ATO to check that persons originating and verifying important aerodrome operational information are able to perform that function and their continued approval will be subject to periodic ATO audit.
5. REGISTERED AERODROMES
5.1 This option is provided for non-certified aerodromes used by aircraft with between 10 and 30 (inclusive) passenger seats to be incorporated within the regulated aerodrome system. Registration is less complicated than certification because there is no requirement for registered aerodromes to have an aerodrome manual or safety management system. Where practicable, operators of registered aerodromes are encouraged to document procedures. The aim of the registration scheme is to ensure the safety status of non-certified aerodromes is at a level appropriate for public use. This scheme is predicated on the aerodrome operator meeting a number of registration conditions.
5.2 When an aerodrome is registered, it signifies that the aerodrome has been checked and verified by a ATO Inspector or a qualified person approved by ATO. The aerodrome operational information published in AIP should therefore be accurate and can be used by aircraft operators and pilots with confidence. In addition, there should be a trained person called a “reporting officer” who will monitor the on-going serviceability of the aerodrome, such that, if there are any changes to the aerodrome conditions which can affect aircraft operations, the matter will be notified through the NOTAM system.
5.3 Application for registration of an aerodrome must be accompanied by a safety inspection report of the aerodrome carried out by an ATO Inspector or a person approved by ATO. Refer to Advisory Circular 139-03-A “Application for approval to conduct aerodrome safety inspections of registered and certain other aerodromes”.
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5.4 Registered aerodromes used by aircraft with more than 9 passenger seats will also be required to be inspected and reported on by an ATO Inspector, or a qualified person approved by ATO, on an annual basis.
5.5 Although ATO may have a scheduled audit program for registered aerodromes, these aerodromes are still subject to ATO unscheduled audit and registration may be cancelled if the conditions for registration are not met. An ATO unscheduled audit can be initiated for various reasons, including but not limited to, receipt of adverse pilot advice, as a part of the audit of the approved person who has verified the aerodrome, or as a part of the audit of an airline that operates into the aerodrome.
6. OTHER AERODROMES USED IN AIR TRANSPORT OPERATIONS
6.1 MOS requires the operator of a non-certificated and non-registered aerodrome, used by aircraft with a maximum takeoff weight less than 5700 kg, to ensure the standards associated with the aerodrome and its facilities are suitable for the type of aircraft that operate at the aerodrome.
6.2 These aerodromes do not have information published in AIP and the aircraft operator must have a reporting system in place to ensure that the pilot has adequate information about the aerodrome and its current serviceability status prior to operations being conducted.
7. ATO APPROVED PERSONS TO CONDUCT SAFETY INSPECTIONS
7.1 AO 139 empowers ATO to issue approval to persons to conduct safety inspections of aerodromes in the “registered” category. The aim of this scheme is to allow ATO to regulate persons providing the aerodrome inspection service. This is an aviation safety related service as the end result of the service is direct input of aerodrome operational information used in aircraft operations.
7.2 This approval scheme is not yet established. Until the scheme is implemented, ATO will conduct inspections or accept safety inspection reports prepared by a person meeting the requirements of AO 139.
7.3 Guidelines on how to become an approved person are given in Advisory Circular AC 139-03-A “Application for approval to conduct aerodrome safety inspections of registered and certain other aerodromes”.
8. AERODROME STANDARDS
8.1 In general, the physical standards for movement area and other aerodrome facilities, as specified in MOS, are related to the category of the largest and most critical aircraft using the aerodrome, irrespective of the status of the aerodrome, whether it is certified, registered or other.
8.2 The applicability of operating standards as applied to certified, registered and other aerodromes will vary, as the management and operational effort involved has to be commensurate with the level of aircraft activities and the size and complexity of the aerodrome.
8.3 Chapter 13 of MOS sets out the aerodrome standards for aerodromes used by aircraft of not more than 5700 kg engaged in air transport operations operating under an air operators certificate.
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9. EXEMPTIONS
9.1 An aerodrome facility which does not meet current standards may be exempted where:
(a) it was an existing facility and the standard change does not warrant immediate rectification of the facility – ‘grandfather provision’;
(b) full compliance is impracticable, and intent of the standard has been addressed by an acceptable alternative means;
(c) full compliance is impracticable, but the risk is mitigated by the introduction of certain aerodrome or aircraft operational procedures; and
(d) the risk is assessed by ATO to be low due to infrequent activity levels and the type of aircraft activity.
9.2 AO 139 empowers ATO to grant exemptions where a regulatory requirement or standard cannot be met due to exceptional circumstances. ATO exemptions are time limited and subject to review. MOS requires aerodrome operators to demonstrate that efforts are being made to bring non-standard aerodrome facilities up to standard. Efforts made should be reasonable, commensurate with the degree and nature of usage of the facility and the risk that the non-standard facility poses to the safety of aircraft operations.
9.3 MOS requires non standard facilities at certified aerodromes to be identified and recorded in the Aerodrome Manual, together with the date or period when those facilities were first introduced or last upgraded. The aerodrome operator is required to provide an indication of how each non standard facility will be made to comply with the standard, including, where possible, a plan or timescale.
10. AERODROME SAFETY MANAGEMENT SYSTEM
10.1 AO 139 requires operators of certificated aerodromes to have in place an acceptable aerodrome safety management system (SMS).
10.2 ATO will issue guidelines on SMS from time to time. Currently there are mandatory standards on the SMS contained in MOS.
11. FURTHER INFORMATION
11.1 This overview is aimed at addressing general issues likely to be encountered by aerodrome operators as AO 139 is implemented. Please refer to the ATO Executive Director for specific individual aerodrome matters not covered by this AC.
By authority of the Secretary, DOTC
DANIEL A. DIMAGIBA
Executive Director
Air Transportation Office 6 June 2008
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The Current Ais as obtained from the CAAP Web Site today

The Philippine AIS receive and/or originate, collate or assemble, edit, format, publish/store and distribute aeronautical information/data concerning the entire territory of the State, or in other words - the whole Philippine Flight Information Region (FIR).

The Philippine FIR occupies one of the largest area in the region. Bounded to the north by Hong Kong, Taipei and Naha (Japan) FIRs, to the east by Oakland Oceanic FIR, to the south by Ujung Pandang and Jakarta FIRs, to the Southwest by Kota Kinabalu and Singapore FIRs and to the west by Ho Chi Minh FIR. Within the Philippine FIR are 3 terminal movement areas (TMAs), 16 prohibited/restricted/danger areas, 22 military/civilian exercises/training areas, 50 ATS and RNAV routes, 245 reporting points, 65 radio navigation aids, 54 instrument approaches, 7 international airports, 81 national airports, 324 heliports and private aerodromes, and 130 Air Traffic Service (ATS) and Air Navigations Service (ANS) operational facilities.

The AIS maintains and manages all related data within the Philippine FIR, and process it to an information essential to flight - to satisfy the needs of the users (pilots, document producing agencies, ATS, etc.). However, the effective functioning of AIS is dependent upon the co-operative effort of all other services, such as communications, aerodromes, ATS, etc., since raw data must be originated by such services. With this in mind, AIS is continually looking for ways of improving the lines of communications and harmonize working relationship.

AIS also maintains liaison with the International Civil Aviation Organization (ICAO), Philippine Atmospheric Geophysical and Astronomical Services Administration (PAGASA), Philippine Institute of Volcanology and Seismology (PHIVOLS), Bureau of Customs (Dept. of Foreign Affairs), Bureau of Immigration and Deportation (Dept. of Justice), National Quarantine office (Dept. of Health), Civil Aeronautics Board (CAB), Dept. of Tourism (DOT), and other international & national agencies.

LOOKING FORWARD

AIS, in its effort to improve its products and services, and to provide information of defined quality and integrity has entered into agreements with other agencies and geared itself towards automation.

One of the most important undertaking it has entered into is the collaborative effort with the National Imagery and Mapping Agency (NIMA) of the US DoD, and the National Mapping and Resource Information Authority (NAMRIA). The project - "World Geodetic System - 1984 (WGS-84) survey of 13 key airfields", met the accuracy standards set forth by ICAO and FAA. Currently, AIS and NIMA are in a good working relationship and continually collaborating to contribute in the safety of flight.

Another very important project of AIS is its automation project, which in the eyes of others is a "big leap". Yes, as it would be aptly said, because form a manual way of doing things, AIS will be pursuing a very bold step - that of automating the whole of AIS. Not only the NOTAM system, or the Aeronautical Information Publication, or the Flight Briefing System, or the Flight Plan Filing, or the Weather Briefing�but all AIS systems. It will be automated and totally integrated and can be accessed either through AFTN, direct cable connection, and the internet.

The Automation of Aeronautical Information Service will involve the development of a Central Notice to Airmen (NOTAM) Processing System and four (4) interconnected Briefing Offices at the Manila International Flight Operations Briefing Station (IFOBS) & Domestic Flight Operations Briefing Station (DFOBS), Mactan and Davao Airports. The project is geared towards establishing six more briefing offices at Clark, Laoag, Legaspi, Puerto Princesa, Subic Bay and Zamboanga Airports - all international gateways and strategic national airports. And, eventually interconnecting all national airports.

These briefing offices interconnected to the Central NOTAM Processing System will form an integrated Aeronautical Information Service network aimed at ensuring a safe, regular and efficient international civil aviation through the delivery of aeronautical information in a defined quality and integrity. This project is consistent with the requirements of the International Civil Aviation Organization wherein the Philippines is a Member State.

CAAP launches automated aviation information system

MANILA, Philippines - The country’s aviation information system is now fully automated and linked to the European aviation database, which provides global access to the latest aeronautical and weather information.
The Civil Aviation Authority of the Philippines (CAAP) inaugurated last week the Automated Aeronautical Information Service (AIS), a fully automated database linked to the European Organization for the Safety of Air Navigation (Eurocontrol) network, which provides member countries information critical to aviation safety.
The United States is expected to connect to Eurocontrol next year.
CAAP spent P50 million for the new AIS which generates information in real time.
Christian Troemer, Chief Regional Office of Frequentis, the firm that constructed the AIS, said that the CAAP can recover its expenses by charging fees to airline companies and member states of the International Civil Aviation Organization (ICAO), which uses the database.
Companies that make maps and engage in aerial surveys will also benefit from the new AIS.
The Philippine’s AIS yields information about the country’s airports

 by providing maps, charts, route of flights, available navigational aids and their locations, ongoing constructions of airports and facilities and upgrading of other services.
Troemer said the Philippines is the first Asian country to adopt the new automated system. New Zealand, Australia and Japan will follow soon.
CAAP Director General Ruben Ciron said the installation of the new system brought the CAAP closer to regaining its category 1 status.
“We have now one of the most advanced telecommunication system and this would hopefully convinced the Federal Aviation Administration (FAA) of our serious concern to bring our aviation body at par with the world,” Ciron said.

Philippine conglomerate to start pilot training school at Clark

Philippine conglomerate Citadel Holdings later this year plans to establish a commercial pilot training school at Clark airport outside Manila.

Citadel, which already has other aviation businesses, has an undisclosed Japanese investor for the new venture which will be established in Clark later this year in partnership with a US university, says Citadel vice chairman Jovino Lorenzo.

The new flying school's name will leverage off the US university's brand, says Lorenzo, adding that it has short-listed the University of North Dakota and Embry-Riddle Aeronautical University in Florida.

These two already have a reputation in the field of pilot training.

Lorenzo says the new school aims to capitalise on the shortage of pilots in Asia, particularly in China and India, and having the backing of a US university is important to demonstrate it will be of an international standard.

Citadel decided to establish the business because there is market demand and a flying school complements its other aviation businesses, says Lorenzo.

These include ground handling, catering and aircraft maintenance firm Miascor.

Citadel is also a general sales agent in the Philippines for 12 overseas airlines, says Lorenzo.

Citadel chose Clark because it is near Manila, has plenty of space, a good runway and businesses that set up there receive government tax incentives, he says.

Citadel already has a flight catering business at Clark so this catering firm will provide the students' meals, he adds.

The school plans to get 24 propellor aircraft for ab initio training as well as multipurpose simulators and later look to add two to three jets, says Lorenzo.

But it will refrain from adding simulators for type-rating, he says.

Graduates will qualify for a pilot's licence and a commercial pilot's licence, says Lorenzo, adding that it is considering offering multi-crew pilot licence (MPL) courses.

Pilot training, MRO niche segments for RP in Asian aviation

"In Asia Pacific, there are requirements in pilot training and I'm not surprised if any of the investment is going to be in the Philippines, recruiting new cadets and giving them the training for PPL (private pilot license), CPL (commercial pilot license), or ATPL (airline transport pilot license) licensing," Subhranshu Sekhar Das, Malaysia-based Frost & Sullivan Asia Pacific director for aerospace & defense, said in a phone interview.

The Asia Pacific pilot training market became a $ 10-billion industry in 2008 with compound annual growth rate (CAGR) at 11 percent, according to Frost & Sullivan.

While the need for pilots has declined along with the slump in air travel due to the current global economic crisis, pilot requirements would be on the rise again by 2010, Das reported during the firm?s 2009 aviation summit held in Singapore earlier this month. The aviation industry as a whole has been experiencing a shortage of pilots, which drives the market for training, he added.

"There are close to 700 pilots in the Philippines but the demand is growing. They may have some shortage by 2013. So the pilot requirement will grow almost six percent CAGR," he told PNA.

Frost & Sullivan data show that the country accounted for two percent of the total number of pilots in the Asia Pacific region last year.

This places the Philippines at the tailend of the market, along with Vietnam. The biggest source is China, with 37 percent, followed by India and Japan, with 12 percent market share each.

In 2008, Australia, Malaysia and South Korea each accounted for 6 percent; Thailand, 5 percent; New Zealand, Indonesia and Singapore, 4 percent each.

Aircraft maintenance business, known in the aviation industry as maintenance, repair and overhaul (MRO), is also emerging as another niche for the country.

In his summit presentation, Das said the commercial fixed wing segment of MRO business in Asia Pacific would continue to grow despite the economic crisis.

In 2008, Frost & Sullivan projected the region?s overall MRO business to have generated $ 22.55 billion in revenues.

It forecasts revenues to reach $ 66.58 billion by 2030, with the commercial fixed wing segment accounting for 54 percent of MRO business from 45 percent last year.

By 2030, the global consultancy firm expects diminished markets for the military rotary and fixed wing segments, as well as for civil rotary wing.

"Organically, the industry is growing in Asia Pacific so it is going to create opportunities for MRO industry, create opportunities for airport industry in terms of setting up the MRO facilities, in terms of pilot training, in terms general aviation and so on," Das said in an interview.

"But it is difficult for us to be a leader in OEM (original equipment manufacturer) industry. We may get in this part of the world work as a component manufacturer or as an industry to supplement or complement to the integrated Europe and North America. But certainly in MRO industry, airport development, pilot training school and general aviation, a lot of opportunities for this part of the world including Philippines."

Good MRO Performance

Among the US Federal Aviation Administration-certified repair stations in the country are FFC Services Asia-Pacific Operations and Honeywell Ceasa Subic Bay Co. Inc., both located at the Subic Bay Freeport Zone; International Aviation Service Assistance at the Clark Special Economic Zone (CSEZ); Moog Controls Corp. at the Baguio ecozone; Lufthansa Technik Philippines (LTP) headquartered at the MacroAsia Special Economic Zone of Villamor Airbase, with operations in Cebu, Clark and Davao; as well as Nordisk Aviation Services Phils. Corp. located in Parañaque City.

The 2008 performance of LTP, a joint venture between MacroAsia Corp. and Lufthansa AG initially formed to service the fleet of Philippine Airlines (PAL), boosts the positive outlook on MRO business in the Philippines.

In its Third Quarter 2008 report, MacroAsia noted that it managed to post a four-percent growth in consolidated net income for the period due largely to the 30 percent rise in LTP?s net income.

In its 2008 annual report presented March 12, Lufthansa Technik Group announced LTP revenues for the year at 160 million euros (equivalent to P10.6 billion).

Aviation Week, an industry magazine, noted in its report on the financial results that LTP was among the strongest revenue earners in the global network of the Lufthansa Technik Group last year, next only to Ameco Beijing, the latter?s joint venture with Air China, and N3 Engine Overhaul Services, the joint venture with Rolls Royce Plc.

According to MacroAsia, LTP is currently providing MRO services from its facility in NAIA to PAL, Lufthansa Airlines, Singapore Airlines, Cathay Pacific Airways and other international airlines that fly to Manila.

It also provides technical ground handling services to Air Niugini, China Airlines, Egypt Air, Eva Air, KLM Royal Dutch, Korean Air, Malaysia Airlines, Silk Air and Cathay Pacific Airways.

Regional Race

There is a race between Singapore and Malaysia to become the regional MRO hub, Das noted in his presentation. Currently, Singapore corners 90 percent of the region?s MRO business, he said.

Work is underway for the 300-hectare Seletar Aerospace Park in Singapore, which it touts to be a world-class industrial park for a wide range of aerospace activities, including MRO, OEM and training for pilots, aviation professionals and technical personnel. It is expected to be completed by 2018.

Meanwhile, Malaysia plans to transform itself into a global aerospace player by 2015 through its Malaysia International Aerospace Center being developed at the former Subang Airport.

Here in the Philippines, a 2,715-hectare Civil Aviation Complex is being developed at the CSEZ. The Clark International Airport Corp. announced last year two major locators at the Civil Aviation Complex. These were Kuwait Gulf and Link, which plans to build 125-hectare logistics park, and Singapore Airlines Engineering Co. (SIAEC), which will locate a 10-hectare MRO facility at the DMIA that will complement existing operations at Singapore's Changi Airport.

"It's all about the country strength and weaknesses and how they are going to position the country to create that environment. There are opportunities in the Philippines. It all depends on how the government is going to attract the investors to set up the industries," Das said.

He added that big OEM integrators could also tap the Philippines for Tier 1 or Tier 2 components or parts manufacturing.

Other opportunities would also be presented by the massive airport development in China and India until 2020, which could generate design and build projects for Philippine contractors.

But he noted the country's strongest suit remains with service-oriented segments of the aviation industry due to its skilled workforce and their English language proficiency.

"Manufacturing industries are definitely China and India. Singapore and Malaysia can drive the research and development in other high-tech jobs. The Philippines can probably continue MRO industries, pilot training schools or maybe create the general aviation potential for the other countries," he said.

Clark Aviation has returned to Omni

Clark Aviation returned to Omni a couple of days ago. It appears they have a New General Manager, an Australian Guy. Old management is out, including the Accountant??

Hopefully the new GM will be given the ability and scope to turn the company around ....

Time will tell ..

RP-C7777 First Flight Philippine Airlines 777

Thanks Aljess for this.

Clark Aviation - Seems their planes have disappeared from Omni

Seems like all Clark Aviations planes have disappeared form Omni, at least those that can fly. On C-172 with No Engine was remaining ..

Hope they are gone forever so we will have a chance to taxi out and take off without having to wait. Guess PAL and Omni will be a lot happier too, they can get back to normal training .. a lot less planes in the circuit ..

I hope they paid all their Bills before they left ..

A picture says a thousand words ..

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Clark Aviation - Another chapter in the ongoing saga ..

Rumor has it that a certain management person in Clark Aviation recently chopped a lot of jobs (ie: read fired people) for what ever reason they have in their minds. (Sometimes incredibly hard to fathom ..)

Interesting thing is that they also fired a lot of the instructors, including all of the Alpha Instructors assigned to the LAST airworthy Alpha, in fact the only one now at Omni. They hid the remaining ones somewhere for some reason

So now that have one training aircraft sitting on the ground with no instructional capability at all ..

Word is they tried to get some of the instructors back who "politely" (read: "not very ..") told them no ..

Just another sign of what happens when you have non aviation people running an aviation business, and I am, being kind ..

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Philippines - Engine trouble blamed for DC-3 Las Piñas plane crash

MANILA, Philippines -- The Civil Aviation Authority of the Philippines said engine trouble was the reason for the crash of a small cargo plane in Las Piñas City, on Saturday, which killed four passengers.
CAAP director-general Ruben Ciron cited the last communication between the Manila air control tower and two pilots, which reported engine failure and advised the control tower of their intention to go back to the Ninoy Aquino International Airport.
All radio contact with the plane was lost at around 11:56 a.m. It was believed to have crashed between noon and 12:15 p.m. on an abandoned warehouse in Villa Fidela subdivision, Barangay (village) Aldana, Las Piñas.
Ciron said the pilot did not request ground assistance although the Runway 6 was opened for the expected emergency landing.
“The plane was observed by the tower approaching the airport already and it was continuously descending at very low level until they (air traffic controllers) saw billows of smoke at the vicinity of the crash site,” Ciron told reporters.
He added that the two-propeller plane, a DC-3 aircraft owned by Victoria Asia Air Services Inc. with tail number RPC 550, had a valid “certificate of air-worthiness,” having passed routine inspections by the CAAP.
“It would not be allowed to fly if it was not air-worthy,” he said, adding that it would be up to the CAAP’s Aircraft Accident Investigation and Inquiry Board (AIIB) to come out with a report on the nature and cause of the crash.
MIAA assistant general general manager Angel Atutubo identified the fatalities as the pilot, Capt. Benjamin Rivera; his co-pilot Benjamin Baculpo; flight mechanic Richard Gidaya; and crew member Jaguar Juane, a relative of Victoria owner Jerson Juane.
According to CAAP deputy director Ed Kapunan, the plane hires out it services in transporting goods throughout the country. He said the flight manifest did not contain any detail on whether the plane was carrying any cargo.
Kapunan said the plane, manufactured by Douglas Co., was used by the United States air forces during World War II.
“It’s really a World War II vintage aircraft but it’s one of the best designed aircraft by the Americans. So it’s really an old plane,” he said.
The Manila International Airport Authority, which runs NAIA, said the plane was on a flight bound to Palawan when it crashed.
The MIAA’s emergency and rescue services sped to the crash site to put out the fire and rescue casualties.
The airport police are investigating claims by the plane owner, Juane, that the flight was unauthorized.
AIIB board member Amado Soliman, chair of the Air Safety Foundation of the Philippines, recalled that the same plane developed problems in its hydraulic system when it landed at NAIA from Bacolod City about a month ago.
“The aircraft lost its brakes and had to be towed from the runway,” he recalled, adding that it has not wrapped up its investigation of the incident.
He also said his initial take on the cause of the crash, based on his observations of the debris at the crash site rite, was engine trouble.
“The mere fact that he was trying to come back and cannot gain altitude and ended up crashing is indicative of that (engine failure]. We have to find out and establish why,” he explained.
Soliman also said the inquiry would focus on why there appeared to be six empty drums of aviation fuel on board the plane.
“Carrying fuel inside the plane for your return flight is against regulations,” he said, adding that the fire that burned more than a dozen houses in Villa Fidela could have originated from the fuel.

Bear Attack - Duct Tape wins again

Bear attack 2009

 

Apparently a bear attacked his plane while parked in a remote field up in AK.  He had not cleaned out the inside after a long fishing trip and the bear smelled it.

 

 He had 2 new tires,  3 cases of Duct Tape  and several rolls of cellophane delivered. Then went about repairing the plane so he could fly it home.

 

Gutsy, to say the least. 

 

 

See and download the full gallery on posterous

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Air Asia Expansion Rumors

Rumor has it that Air Asia Philippines is being mooted. Another Domestic Player? Hopefully they will hub out of Clark ..

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Air Asia to commence services to Kochi, Trivandrum, Kolkata

Malaysian low-cost carrier Air Asia has confirmed dates to launch scheduled passengers services from Kuala Lumpur to three more cities in India.

One November 12th, Asia Asia will begin services to Kochi (Cochin) the commercial capital of Kerala, four days later on November 16th to Thiruvananthapuram (Trivandrum) the political capital of Kerala and three days after that to the West Bengal capital of Kolkata on November 19th.

These daily services will use Airbus A320s and Air Asia will be the sole carrier on these three routes.

Air Asia already operates on the Kuala Lumpur-Tiruchirappalli (Trichy) route.

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Story About Two P-51 Pilots, a part of history that will be lost soon ..

This is a great story and a part of history that will be lost soon so I thought I would share it .. Story About Two P-51 Pilots   Two P-51 pilots reunite with their warbirds.......................... Most times when you look forward to a big event that is years in the making and is the culmination of a tremendous amount of time work, it can be a big letdown. This was not the case at  Oshkosh this year. The airshow and our time with these two WWII legends far exceeded even my wildest dreams. They were AWESOME. Funny, lively, and absolute gentleman. When people speak of the Greatest Generation, I now know what they mean. It is Bill and Buck Pattillo they are referring to. These men are warriors and patriots, and it was a special honor to meet them and spend so much time in their company.  I could write a novel about the stories they told (Bill being shot down in Sweet and Lovely, the POW marches he was led on, Buck bailing out of airplanes on fire, his engine flaming out on takeoff in a plane loaded with napalm, the formation of the Thunderbirds demonstration team, and on and on...) but I'll just get right to a few pictures.  This is the moment Buck Pattillo saw his Little Rebel for the first time in 64 years. The last time he stood next to his P-51 was in England in 1945.  When he arrived at the airplane, a silence came over the crowd and everyone backed away to give him time and space. He was very quiet, and at first would touch just the wing and the drop tank. I have my back to the camera in that red shirt. I encouraged Buck to stand up next to the nose of his airplane and touch it. He did that, and when he turned back to face the crowd, the cameras and flash bulbs came alive. It was a special moment.  We gave Buck his space, and he slowly made his way around the Mustang. "This is my airplane," he said softly. "This is just how she looked."  Buck is in the middle, I am at the left. The airplane's owner/builder/pilot is at the right. The emotion on Buck's face is apparent.  As we worked around the airplane to the other side, I opened up the gun bay for Buck to peer inside. He placed his hands inside and touched one of the Browning .50 caliber machine guns. Once again, it was a very poignant moment.  "Now these aren't live are they?" he asked. "No, they won't fire," I said. "We didn't want any funny business between you two brothers when we took you flying." "Good," he responded with a hearty laugh. "Sweet and Lovely is a beautiful airplane. I'd hate to shoot it down." The next few pictures need some set up. What we did was re-create a 65-year old photograph. This picture, featuring the Pattillo brothers was taken in  Bodney ,  England in 1944.  65 years later, we found the old, original pilot gear and re-staged the scene. The crowd around the airplane as we set this up was incredible.  These guys were 20 years old flying around in  England during WWII. They had wild fun then, and they continue to have fun today: Here is a shot of Bill Pattillo in front of his WWII mount, Sweet and Lovely: The two Generals together: Bill on the left with his Sweet and Lovely hat, Buck on the right with his Little Rebel hat: After the initial rush died down, we asked Buck to sign his name to the rudder: Two years ago, when Bill saw Sweet and Lovely for the very first time, he also signed his rudder: 587,000 people attended  Oshkosh this year, but these guys seemed to be the center of attention. It was like hanging out with rock stars.  On Saturday, the two airplanes and the brothers were featured in the "Warbirds in Review" program. We pushed the planes up on the stage and a standing room only crowd flooded in to hear the pilots speak: The best part of the week was Friday night. We put each brother in the back seat of his own airplane and took them flying.  I think this flight turned the clock back 20 years in their lives. Their excitement and ear-to-ear grins were second in size only to mine. In the full-resolution version of these pictures, you can easily read the thrill on their faces.  It only rained once at  Oshkosh . It rained as our airplane was being judged. Whether that hurt us or not, I don't know. Regardless, we didn't win the big prize, but we did receive the "Best P-51" award.  To be honest, the airplane is about 98% completed. It came to  Oshkosh only because we were committed to being there with the Pattillo brothers. They are 85 and there is no guarantee they will be 86. We will work on the plane throughout the next year and perhaps win Grand Champion in 2010! Some more on the Pattillo brother: Maj. Gen. Cuthbert A. "Bill" Pattillo - Pilot 487th Fighter Squadron, 352nd Fighter Group United States Air Force Thunderbird #3 A Distinguished Veteran Cuthbert "Bill" Pattillo and his twin brother, Charles, were born seven minutes apart on June 3, 1924, in Atlanta, Georgia. He graduated from Atlanta Technical High School in 1942, and enlisted in the U.S. Army Air Corps in November, 1942 as an aviation cadet. After receiving training in the P-40 Warhawk (specifications <http://www.highironillustrations.com/aviation_specification/spec_p40.html> ), he received his pilot wings and commission as a second lieutenant at Marianna, Florida, in March, 1944. He went to the European Theater and was assigned to the 487th Fighter Squadron, 352nd Fighter Group, the famous "Bluenosed Bastards of Bodney". He flew 35 combat missions in the P-51D Mustang (specifications <http://www.highironillustrations.com/aviation_specification/spec_p51.html> ), (HO-Y), number 44-11556, which he called "Sweet and Lovely". He shot down an ME-262 on April 10, 1945. On April 16, 1945, he destroyed six and damaged one enemy aircraft on the ground while strafing an airdrome near Straubing, Germany, and was later shot down by ground flak. He crashed landed in a farmer's plowed field, and became a POW until the end of the war. He was released from active duty in December, 1945, and he and his brother enrolled as engineering students at the Georgia Institute of        Technology. While attending school, he participated in the Reserve Military Program as a flight commander of the 54th Fighter Wing of the Georgia National Guard, flying the P-47 Thunderbolt (specifications <http://www.highironillustrations.com/aviation_specification/spec_p47.html> ). 'Bill' Pattillo with brother 'Buck' Pattillo      Air Demonstration Teams In February, 1948, he was recalled to active duty as a P-51 pilot, and was assigned to the 31st Fighter Group in Albany, Georgia. He was assigned with his brother as P-80 pilots to the 36th Fighter Group, Furstenfeldbruck, Germany, and while there, he and his brother assisted in organizing and flying with the USAF Europe Aerial Demonstration Team, the "Skyblazers", flying the P-80 and F-84. In October, 1952, he was assigned to Pinecastle Air Force Base, Florida, as a fighter gunnery instructor with the 3542nd Flying Training Squadron. In March, 1953, he was assigned to Luke Air Force Base, Arizona, as a fighter gunnery instructor along with his brother Charles.  They helped organize the original United States Air Force Aerial Demonstration Team, the "Thunderbirds" (Thunderbirds are featured in "Teamwork at its Finest <http://www.highironillustrations.com/commission_military/teamwork...html> "). He flew right wing while his brother flew left wing. Click here for the rest of the article:  http://www.highironillustrations.com/rogues/bill_patillo.html F.V. "Cort" de Peyster "Carpe Cappuccino" Reno,NV USA

See and download the full gallery on posterous

See and download the full gallery on posterous

See and download the full gallery on posterous

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Philippine Government urged to tap local aviation experts to get FAA rating upgrade

THE government should tap Filipino experts on aviation and similar local professionals in the international travel industry to be able to get a rating upgrade from the Federal Aviation Administration (FAA) of the US, an association of travel agencies suggested.

Robert Lim Joseph, chairman emeritus of the National Association of Independent Travel Agencies Inc., made the suggestion because of the scheduled FAA inspection of local airport facilities this month.

Nearly two years ago, the FAA placed the Philippines on a list of 21 countries in Category 2 from Category 1 “for failure to provide safety oversight of its air-carrier operators in accordance with the safety-oversight standards set by the International Civil Aviation Authority.”

Thus, the American agency said, “the Philippines is unsafe port of origin.”

“A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil-aviation authority—equivalent to the FAA—is deficient in one or more areas, such as technical expertise, trained personnel, record-keeping or inspection procedures,” according to a US Embassy statement.

After the FAA category downgrade, President Arroyo ordered the concerned government agencies to work for the upgrade within 90 days.

“But what has been done to get the upgrade after more than one year?” Joseph said, adding that the Civil Aviation Authority of the Philippines (CAAP) should get truly knowledgeable people to overcome the obstacles in getting the upgrade.

For example, he said, the CAAP should consult with seasoned international pilots of Philippine Airlines (PAL) who really understand international aviation safety and whose operation is directly affected by the FAA downgrade.

He explained that “PAL has good pilots because of training and discipline,” and who are strictly checked up every six months to make sure they are updated and do not slip up on international safety standards.

He added that PAL, the only local airline flying to the United States, has the motivation to help get the upgrade because Category 2 has placed it in a straightjacket that it cannot use bigger and better aircraft until after the Philippines is raised to Category 1.

He noted that PAL is scheduled to get delivery of six new Boeing 777-300ER planes starting from the end of the year until 2011 to be used for flights to San Diego, Chicago and New York, which might only be mothballed if the Philippines remains in Category 2.

Also, the private local travel business, which is adversely affected by the downgrade because airline sales are restricted to current aircraft, is very knowledgeable about the business of passenger safety and security and can provide a lot of technical help, he said.

Joseph, who is also honorary consul general of Latvia to the Philippines, said it is understandable that the CAAP does not have enough experts yet because it was only created on March 5, 2008, as a result of the downgrade. Its predecessor is the Air Transportation Office.

Right now, the country’s prospect of getting an upgrade looks bleak because of the September 13 breakdown of the radar facilities in the Ninoy Aquino International Airport, which stopped domestic and international flights for more than a day. A new radar will be operational only at the end of the year.

Philippine Aviation training academy plans P123-million expansion

Filipino-American joint venture Aeronavigation Academy International Philippines Inc. is expanding its existing aviation training institution in Silay City, Negros Occidental with a project cost of P123 million.

The training institute is certified by the Civil Aviation Authority of the Philippines (CAAP) of the Department of Transportation and Communications as a pilot school on May 28, 2009 with a validity of up to May 26, 2010. The certification is renewed annually.

The P123 million investments would be used to acquire 17 new airplanes five of which have already arrived to augment its existing two airplanes.

The company will also purchase new aircraft simulator, aircraft fuel trucks, transportation vehicles, and other related equipment.

At the same time, it would also construct additional aviation facilities such as hangars and training/administration complex.

The company’s curriculum follows the existing guidelines by CAAP. Its training courses are being administered by Qualified Flying Instructors (FIs) and Ground Instructors (GIs) to ensure quality standards and safety. In some of these course, students will receive a set of training materials as well as laptops.

The company is 30 percent owned by American firm Aviation Holdings International LL and 70 percent Filipino investors Uldarico Raul Galeste, Jaime Vergara, Rodolfo Vergara, Cesar Poe, and Amado Marking.

Clark Aviation Skulks away ... Another Blow to the MPL .. just have a look at how they moved their aeroplanes ..

SATURDAY, OCTOBER 10, 2009

Well, the saga of Clark Aviation continues. I have remained quiet about this embarrassment to the Philippine Aviation Community up until now.

Apart from having promised over 100 cadets an MPL License and rides in an A320 to complete their license, there are still many cadets who are a long way from seeing any kind of license. In fact, I know of a few cadets who are paying out of their own pockets to get their Commercial/IR at another Philippine Aviation School, just to show that they have something for their more than three year association with Clark Aviation.

Clark Aviation has a reputation for not paying their bills, not delivering on the courses they promise, they treat their staff abysmally and are incapable of showing any kind of professionalism towards their day to day operations, the aviation community and their own cadets.

The following photos speak for them selves, the alphas being loaded up onto a low bed to be hauled away to some hidden location. More than likely, the useful bits will be removed and sold and there will only be useless hulks remaining ..

A warning to all considering purchase of these aircraft, they were imported tax and duty free and have been subject to continuous parts removal by CA who refused to buy the correct spare parts.

Anyone who knows anything about aircraft will shudder at the way these aircraft were loaded ...

Let the photos speak for them selves .. (Taken before lunch today .. These are of the third aircraft, the first one nearly fell off whilst loading it on the low bed, unfortunately I did not get a photo of it)

(Oh, I forgot to mention, they took the wings off yesterday whilst it was raining, they were left sitting in the rain on the ground)

See and download the full gallery on posterous

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Just found Posterous.com

Hey Folks, just found Posterous.com, a new blogging site. Not bad .. worth a look ..

Posted via web from aviationpros's posterous

Clark Aviation Skulks away .. Have a look at how they moved their airplanes ..

Well, the saga of Clark Aviation continues. I have remained quiet about this embarrassment to the Philippine Aviation Community up until now.

Apart from having promised over 100 cadets an MPL License and rides in an A320 to complete their license, there are still many cadets who are a long way from seeing any kind of license. In fact, I know of a few cadets who are paying out of their own pockets to get their Commercial/IR at another Philippine Aviation School, just to show that they have something for their more than three year association with Clark Aviation.

Clark Aviation has a reputation for not paying their bills, not delivering on the courses they promise, they treat their staff abysmally and are incapable of showing any kind of professionalism towards their day to day operations, the aviation community and their own cadets.

The following photos speak for them selves, the alphas being loaded up onto a low bed to be hauled away to some hidden location. More than likely, the useful bits will be removed and sold and there will only be useless hulks remaining ..

A warning to all considering purchase of these aircraft, they were imported tax and duty free and have been subject to continuous parts removal by CA who refused to buy the correct spare parts.

Anyone who knows anything about aircraft will shudder at the way these aircraft were loaded ...

Let the photos speak for them selves .. (Taken before lunch today .. These are of the third aircraft, the first one nearly fell off whilst loading it on the low bed, unfortunately I did not get a photo of it)

(Oh, I forgot to mention, they took the wings off yesterday whilst it was raining, they were left sitting in the rain on the ground)