ZIMBABWE: Air Zimbabwe Takes Delivery Of Embraer ERJ-145

Delivery of the Embraer ERJ-145 last week, with two more Embraers and two Boeing 777-200ERs set to join the fleet this year, marks a major milestone in the revival of Air Zimbabwe, and crucially, it demonstrates the new administration's desire to resuscitate critical State-Owned Enterprises.

Air Zimbabwe's Embraer touched down at the Robert Gabriel Mugabe International Airport on Tuesday mid-morning, and gives the company an opportunity to fly right sized equipment on domestic and regional routes.

Its commissioning is expected in the next few days as the Embraer, which has Zimbabwe Airways colours and logos , has to get Air Zimbabwe livery in the next 21 days.

Air Zimbabwe corporate services manager Mr Tafadzwa Mazonde said last week that the coming of the Embraer dovetails with the institution's strategic plan.

The arrival of the Embraer is a key step and a major leap in terms of the journey towards the revival of Air Zimbabwe.

In terms of the strategic plan that we have developed, one of the key pillars upon which the revival of Air Zimbabwe is anchored on is the procurement of right sized equipment, said Mr Mazonde.

What we are saying is that we need equipment which is appropriate for the route network that we are operating.

The current fleet that we have, the Boeing 767s, they are designed to fly for a minimum of at least six hours going upwards but we are flying them on distances of 30 minutes and one and half hours.

That on its own has costs to it and therefore becomes an inappropriate piece of equipment in relation to that route network.

So the delivery of the Embraer would then mean that gradually, we are getting within our fleet the properly sized equipment which will enable us to increase our revenue and at the same time reduce operational costs, which will in the long run translate to profitability for the airline.

Mr Mazonde said two more Embraers are expected this year but could not be drawn into giving timelines.

He said procurement of aircraft, particularly pre-used ones, was difficult as one waits until the desired aircraft that matches the available resources, was on the market.

But in total, we are saying that within this year, we are expecting to have two aircraft and maybe some of them would be the Boeing 777s and then in the course of the journey, once we have got approvals for the procurement of the other Boeings 737-700, they would come.

So there are a number of processes that will precede the arrival of those aircraft and that on its own makes it difficult for me to give you an exact date, said Mr Mazonde.

The B777s, which were acquired from Malaysia, have been paid for in full and await delivery any time soon.

These would be deployed on long distances such Harare-London, a lucrative route for the national airline as many travellers preferred it to other airlines since it would fly directly to Gatwick International Airport due to the country's colonial ties with England.

Meanwhile, Air Zimbabwe has begun the process registering the Embraer.

Once the registration, repainting and all the mandatory procedures are concluded, the Embraer would be ushered into the skies.

Goodluck Air Zimbabwe


Tourism Observer

ZIMBABWE: Air Zimbabwe Blessed With Duty Free Importation Of Spares

Efforts to improve the operations of Air Zimbabwe have received further boost following revelations that Government recently extended the dispensation for the national air carrier to import spares duty free.

Through statutory instrument 92/2019 Customs and Excise – Duty Rebate for Air Zimbabwe the Government extended, for the whole of 2019, the existing rebate on engine spares and aircraft components for Air Zimbabwe.

The debt ridden State owned airline was placed under the administration of Grant Thornton with effect from October 4 2018, amid a string of losses, in terms of the Reconstruction of State-Indebted Insolvent Companies Act.

Administrator Reggie Saruchena late last year said Air Zimbabwe revival was possible; promising a turnaround.

He said he had previously handled similar challenges. As operational and viability problems mounted at the national airline, Air Zimbabwe's passenger numbers plunged to about 230 000 per annum from a peak of 1 million in 1996.

Air Zim has also been struggling to meet its external obligations resulting in it being suspended from international aviation bodies, whose membership is critical for its global routes.

Air Zim assistant administrator Tonderai Mukubvu said that extension of rebate was welcome as it reduces the cost of aircraft maintenance.

The removal of import duty takes away a significant cost of maintenance. For instance, if a spare part costs US$4, it means that this reduces the cost of maintenance by the equivalent of the duty, Mr Mukubvu said in an interview.

Air Zim spares must all be imported because we do not have any local manufacturer, as such the removal of the duty cuts down on the foreign required to import from wherever since the duty is also charged in forex, he added.

He also said that the extension of the duty rebate on spares and components will enable the airline to save foreign currency.

The airline currently has two functional aircraft; one flying and servicing domestic and regional routes and another currently grounded and undergoing maintenance procedure, C-check.

Delivery of an Embraer ERJ 145 aircraft from the US is expected in the next two weeks to increase its fleet of functional aircraft, making the rebate handy.

Further, reports earlier this month indicated that the airline was due to take delivery of two Boeing 777-200 ERs acquired from Malaysia, as part of efforts to boost its fleet.

Mr Mukubvu said a reduction in the amount of foreign currency required to import critical spares, as Zimbabwe faces forex shortages, will reduce the overall cost of maintenance by an equivalent factor.

Mr Mukubvu said the company was operating two aircraft while a third, an Embraer ERJ 145 was expected in Zimbabwe in a fortnight and would also benefit from the import duty rebate on spares and engine components.

Air Zim is saddled with a US$341 million debt accumulated over a decade of mismanagement. The inability to repay debts left the airline unable to meet its obligations to global aviation bodies.

Air Zim is now battling to attain recertification under the International Air Transport Association operational safety audit and European Aviation Safety Agency (EASA) after losing its rights as a result of failing to pay its dues.

IATA is an association of the airlines from across the globe, representing 275 airlines or 83 percent of total air traffic. The association supports many areas of aviation activity and helps to formulate industry policy on critical aviation issues.

One of Air Zimbabwe's long haul aircraft, a Boeing 767-200 was impounded by American General Supplies at Gatwick International Airport in London in December 2011 over debts amounting to $1,2 million.

In 1980, Air Zimbabwe had 18 aircraft flying into 31 destinations but is now limited to Harare-Johannesburg; Harare-Bulawayo and Harare-Victoria Falls routes.


Tourism Observer

ZIMBABWE: Troubled Air Zimbabwe

The national airline Air Zimbabwe has been operating one aircraft the B767-200ER and the plane is suffering from an engine technical failure it has emerged.

In a statement issued on Thursday, Air Zimbabwe said, The aircraft had to undergo an engine change on Sunday 3 March.

The engine process could however not be completed within the projected time due to unforeseen circumstances.

This has resulted in serious disruptions as most flights had to be rescheduled.

There are reports that Air Zimbabwe left its passengers stranded in Johannesburg on Tuesday night by flying out four hours early.

Air Zimbabwe further said the alternative arrangement is being made for any passengers that are not reachable on the contact details submitted to the Airline at the point of ticketing.

Air Zimbabwe (Pvt) Ltd operating as Air Zimbabwe is the national carrier of Zimbabwe, headquartered on the property of Harare International Airport, in Harare.

From its hub at Harare International Airport, the carrier used to operate a network within southern Africa that also included Asia and London-Gatwick.

Following financial difficulties, Air Zimbabwe ceased operations in late February 2012. Serving a reduced domestic network, the carrier resumed operations for a short period between May and early July 2012, when flights were again discontinued.

Some flights were restarted on a discontinuous basis in November that year. The airline resumed operating some domestic routes as well as the regional service to Johannesburg on a daily basis in April 2013.

The company was a member of the International Air Transport Association, and of the African Airlines Association since 1981.

In February 2004, it was revealed that the company had been temporarily suspended by the IATA over unpaid debts.

In late October 2006, the prices of Air Zimbabwe tickets increased up to 500%, partly due to the inflation in the country rising to over 1,000% at that time the Zimbabwean Central Bank stated that it could not continue supporting Air Zimbabwe and other money-losing state companies—and partly because the airline was in need of foreign currency to pay for fuel, spare parts, and catering.

A foreign exchange crisis in the country led to the cancellation of the carrier's operations in late 2005, following the lack of hard currency to pay for the fuel. In 2006, it was disclosed that passenger numbers had fallen from 1 million in 1999 to 23,000 in 2005.

In May 2011, the airline was suspended from IATA's international financial and booking system over unpaid booking fees. It was announced in early November 2011 that the government would absorb a US$140 million debt in order to make the company more attractive to foreign investors.

Already in December 2011, the carrier struggled to provide its regional and overseas services amid aircraft impoundments over unpaid debts.

In January 2012, the airline came under judicial management. Following a failed revival attempt, in which the pilots refused to resume domestic services over US$35 million in unpaid salaries and allowances, it was announced on 24 February 2012 that Air Zimbabwe would be grounded indefinitely.

In March of the same year, the government of Zimbabwe established Air Zimbabwe Private Limited as the new owner of the carrier after disbanding the airline's former parastatal owner Air Zimbabwe Holdings and absorbing a US$150 million debt.

The airline resumed flying on a continuous basis in early May 2012, yet using a single aircraft and serving only three domestic destinations Bulawayo, Harare and Victoria Falls and only for a short period of time until the grounding of the aircraft on 2 July 2012.

The airline was reactivated in late November 2012, with a reduced flight scheme serving the Harare–Johannesburg route.

Reports then indicated the carrier resumed domestic operations connecting Bulawayo, Harare and Victoria Falls, as well as the regional route to Johannesburg, on a daily basis in April 2013, ahead of the 2013 Zimbabwe International Trade Fair.

As of July 2017, Air Zimbabwe's debts were estimated to be US$330 million.

Approximately 600 employees out of more than 1,000 had been laid off by late May 2013 as part of cost-cutting measures aimed at recapitalising the airline.

The Zimbabwe Tourism Authority revealed in June 2013 that the airline's market share suffered a steep decrease in the year ending 31 December 2012, with a 0.8% participation in this period down from 27% in the same period of 2009.

On 8 June 2018, it was reported that Air Zimbabwe had debts of more than $300 million and could no longer fly to most destinations due to threats by debtors to impound its aircraft.

With mounting debt and only three of its aircraft operational, the airline was put under administration on October 6, 2018.

In May 2017 Air Zimbabwe was added to the list of air carriers banned in the European Union as a result of not meeting EU safety standards.

Since March 2012 the airline has been operated through Air Zimbabwe Private Limited, which is wholly owned by the Zimbabwe Government, although there have long been plans to privatise the airline in some degree.

Chipo Dyanda is the airline's chairwoman, as of July 2017.

In October 2016, Simba Chikore was appointed to be the Chief Operating Officer (COO), amid much controversy and accusations of nepotism as he is also the son-in-law to then Zimbabwean President Robert Mugabe. Simba resigned from Air Zimababwe in November 2017.

Air Zimbabwe has been loss-making for many years, with irregular services. Although the airline is government owned, full annual reports have not been published; audited accounts were last presented in 2008.

The Harare–Beijing service was launched in November 2004, following an increase of the Chinese–Zimbabwean economic ties. Likewise, the carrier added Kuala Lumpur to its network in 2009.

A capacity boost was disclosed to occur on the Harare–London-Gatwick route effective 1 April 2011. The Harare–London route that was once served by both British Airways and Air Zimbabwe had become one of the most lucrative routes for Air Zimbabwe since the British carrier discontinued the service in 2007.

It was revealed in February 2011 that the airline temporarily suspended its flights to Johannesburg over likely impoundments of its planes by creditors due to unpaid debts.

Regional and domestic services were suspended for a short period in May 2011, following both the grounding of its Boeing 737-200 fleet by the Civil Aviation Authority of Zimbabwe (CAAZ) over maintenance concerns, and the impoundment of a leased aircraft from Zambezi Airlines over a US$460,000 unpaid debt.

Operations resumed in late May 2011, following an agreement between the two airlines, yet the aircraft was repossessed by the owner in late June 2011.

In mid-June 2011, flights to London and South Africa were temporarily suspended because of a due debt with fuel suppliers. Owing both to the grounding of the 737-200 fleet and to fuel shortages in the country, domestic services were suspended and regional flights were operated on an irregular basis.

The airline started regularising medium- and short-haul operations in July 2011, as it got clearance from the CAAZ to operate one of its three grounded 737-200.

Operations were discontinued again in late July 2011, this time due to a pilots' strike, resuming in mid-September after a 50-day-long strike.

Once again, overseas and domestic flights were temporarily cancelled in early November 2011, this time owing to an unpaid debt with fuel providers.

Overseas routes resumed on 11 November 2011. However, flights to the United Kingdom and South Africa were suspended in January 2012 over likely impoundments of the airline's aircraft for outstanding debts.

According to the Aviation Safety Network, the company has not had a fatal accident since Air Rhodesia was renamed Air Zimbabwe in 1980.

July 1984: A Vickers 756D Viscount, registration Z-YNI, was damaged beyond repair in an incident on the grounds of Harare International Airport. It was withdrawn from service and transferred to the airport fire department for use as a training aid.

In June 1999 the Chicago Tribune published a story, later withdrawn, in which the reporter Gaby Plattner claimed she had flown from Kariba to Hwange on an Air Zimbabwe service, and that the flight departed without a co-pilot, and during the flight the pilot was locked out of the cockpit, and had to use an axe to chop down the door.

The newspaper later stated that this story was untrue. The carrier then sued the Chicago Tribune and also CNN, after it ran a story claiming it was the most dangerous airline in the world.


Tourism Observer

SOUTH AFRICA: Air Zimbabwe And South African Airways (SAA) Commence Flights After Misunderstandings

The deadlock between South African Airways (SAA) and Air Zimbabwe has been resolved and all flights schedules are back to normal.

Thousands of travellers flying between Zimbabwe and South Africa were left stranded as civil aviation authorities from both countries grounded flights following a dispute over permits.

But SAA spokesperson Tlali Tlali confirmed both airlines had been able to supply outstanding documents and flights resumed.

It doesn’t matter how many times the issue is being raised,Making reference to history, harping on the same point.

The reality is that we are providing air service transportation to people who are in need of it between the two countries. I think we should be forward-looking, Mr Tlali said.

On Saturday, SAA cancelled all its flights after one of its planes was grounded in Harare because it did not have a valid foreign operating permit.

An Air Zimbabwe flight was also prevented from leaving the OR Tambo International Airport in Johannesburg, as it carried an expired foreign operators' permit.

The move to ground planes, thought to be political interference, coincidentally happened as the South African government was mulling on whether to grant Zimbabwe’s First Lady Grace Mugabe, diplomatic immunity.


Mrs Mugabe allegedly attacked a 21-year-old model at a Sandton Hotel in Johannesburg.

The matter was reported to the police, but International Relations and Corporation minister Maite Nkoana-Mashabane on Sunday confirmed that Mrs Mugabe had been granted diplomatic immunity.

The minister said she had agonised over the matter and that it had not been an easy decision to make‚ but that diplomatic immunity was warranted after careful consideration of all the relevant factors.



Tourism Observer

ZIMBABWE: EU Blacklists Air Zimbabwe

Plans to revive Air Zimbabwe have hit a major obstacle as the airline was just added to the notorious blacklist of the European Union over safety concerns expressed by the EU regulators.

The Zimbabwean national airline was joined by three other carriers, one from Nigeria, one from the Ukraine and another from St. Vincent and Grenadines.

Recent audits of these countries by EASA revealed enough shortcomings to warrant the inclusion of Air Zimbabwe on the list it was learned overnight after the latest updates were published in Brussels yesterday.

In contrast was Mozambique as a country cleared and taken off the blacklist, giving LAM the option to seek landing rights in any of the EU countries.

Benin too was removed from the updated list.

The EU has both entire countries as well as airlines found to cause safety concerns with EASA on the list which presently included 16 countries and 174 airlines.

Over the past months were repeated comments from both the airline and the Zimbabwean government interpreted that a major revival would soon go underway but under the present circumstances will this ambition now face yet more challenges than just finding the finances to do it as other countries often adopt EASA’s bans and prohibit flights into or above their territories.

The European Aviation Safety Agency (EASA) is an agency of the European Union (EU) with regulatory and executive tasks in the field of civilian aviation safety. Based in Cologne, Germany, the EASA was created on 15 July 2002,and it reached full functionality in 2008, taking over functions of the Joint Aviation Authorities (JAA). European Free Trade Association (EFTA) countries have been granted participation in the agency.

The responsibilities of EASA include to analysis and research of safety, authorising foreign operators, giving advice for the drafting of EU legislation, implementing and monitoring safety rules including inspections in the member states, giving type-certification of aircraft and components as well as the approval of organisations involved in the design, manufacture and maintenance of aeronautical products.

As part of Single European Sky II the agency have been given additional tasks.[These will be implemented before 2013.Amongst other things, EASA will now be able to certify Functional Airspace Blocks if more than three parties are involved.

The JAA was headquartered at Hoofddorp, North Holland. One difference between EASA and JAA is that EASA has legal regulatory authority within the European Union (EU) through the enactment of its regulations through the European Commission, Council of the European Union and European Parliament, while most of the JAA regulatory products were harmonised codes without direct force of law.

Also, some JAA nations such as Turkey were outside the EU whereas by definition, EASA is an agency of the EU and other nations adopt its rules and procedures on a voluntary basis.

EASA has jurisdiction over new type certificates and other design-related airworthiness approvals for aircraft, engines, propellers and parts. EASA works with the National Aviation Authorities (NAAs) of the EU members but has taken over many of their functions in the interest of aviation standardisation across the EU and non-EU member Turkey.

EASA is also responsible for assisting the European Commission in negotiating international harmonisation agreements with the 'rest of the world' (ROW) on behalf of the EU member states and also concludes technical agreements at a working level directly with its counterparts around the world such as the US Federal Aviation Administration (FAA).

EASA also sets policy for aeronautical repair stations (Part 145 organisations in Europe and the US – also known as Part 571 organisations in Canada) and issues repair station certificates for repair stations located outside the EU,which permits foreign repair stations to perform work acceptable to the European Union on EU aircraft.

EASA has developed regulations for air operations, flight crew licensing and non-EU aircraft used in the EU and these shall apply after the required European legislation to expand the Agency's remit enters into force,the legislation was published on 19 March 2008

In 2012 the European Court of Auditors found that EASA did not have an agency specific conflict of interest policy and procedures. EASA does not obtain or assess the declarations of interest for staff, Management Board, Board of appeal and experts.

In addition to the member states of the union, the countries part of the European Free Trade Association (EFTA), i.e. Liechtenstein, Norway, Switzerland and Iceland, have been granted participation under Article 66 of the Basic Regulation and are members of the Management Board without voting rights. There are also numerous working relationships with other authorities.

In Europe, Aircraft Maintenance Certifying Personnel have to comply to Part-66 Certifying Staff of the EASA.

Part-66 was based on the older JAR system and the required training level followed the ATA 104 system. There are 3 levels of authorisation:

Category A (Line Maintenance Certifying Mechanic [LMCM]): Basic A category Licence + Task Training (Level depends on Task Complexity) + Company Certification Authorization for specific Tasks ("A category A aircraft maintenance licence permits the holder to issue certificates of release to service following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the authorisation. The certification privileges shall be restricted to work that the licence holder has personally performed in a Part-145 organisation"),

Category B1 (Mechanical) and/or B2(Avionics) (Line Maintenance Certifying Technician [LMCT]): Basic B1/B2 category Licence + Type Training (i.e. Line and Base Maintenance I.A.W. Part-66 Appendix III Level III) + Company Certification Authorization ("a category B1 aircraft maintenance licence shall permit the holder to issue certificates of release to service following maintenance, including aircraft structure, powerplant and mechanical and electrical systems.

Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability, shall also be included in the privileges. Category B1 shall automatically include the appropriate 'A' subcategory", a Category B2 aircraft maintenance licence shall permit the holder to issue certificates of release to service following maintenance on avionic and electrical systems").

Category C (Base Maintenance Certifying Engineer [BMCE]): Basic C category licence + Type Training (Line & Base Maintenance i.a.w. Part-66 Appendix III, Level III for the first Type Rating and Part-66 Level I training for subsequent Aircraft Types of similar technology, otherwise Level III training) + Company Certification Authorization ("a category C aircraft maintenance licence shall permit the holder to issue certificates of release to service following base maintenance on aircraft. The privileges apply to the aircraft in its entirety in a Part-145 organisation").

A significant difference between the US and the European systems is that in the United States, aircraft maintenance technicians (Part 65 Airframe and Powerplant Mechanics) are permitted to work under their own certificates and approve their own work for return to service. European Part 66 certificate holders are required to perform their functions under the aegis of a Part 145 organisation for Transport Category and Large (MTOM 5700 kg) Airplanes.

The part 145 organisation in the EASA system has the authority to approve for return to service. Many non-European countries have been moving toward the European approach, most notably Canada.

Maintenance organisation approval

To obtain approval to be an aeronautical repair station, an organisation must write, submit and keep updated a Maintenance Organisation Exposition (MOE). To support their MOE they must have a documented set of procedures. Thirdly the organisation must have a compliance matrix to show how they meet the requirements of Part-145.

Continuing airworthiness

EASA Part-M consists of several subparts. The noteworthy subparts are F (Maintenance for aircraft below 5700 kg in non commercial environment), G (Continuing Airworthiness Management Organization = CAMO, coordinating the compliance of aircraft with maintenance program, airworthiness directives and service bulletins) – the airworthiness code is available on the EASA website ([easa.europa.eu]) in the regulations section.

Training organisation requirements

To go with Part-66 on the issuing of licences is the larger area of setting up and gaining approval for a training school for aircraft mechanics and technicians. Part-147 governs the larger situation of establishing such a training organisation. To obtain approval to be an aeronautical training organisation, an organisation must write, submit and keep updated a Maintenance Training Organisation Exposition (MTOE).

To support their MTOE they must have a documented set of procedures. Thirdly the organisation must have a compliance matrix to show how they meet the requirements of Part-147.

Design organisation approval

Design Organisation means an organisation responsible for the design of aircraft, aircraft engines, propellers, auxiliary power units, or related parts and appliances, and holding, or applying for, type-certificates, supplemental type-certificates, changes or repairs design approvals or ETSO Authorisations.

A design organisation holds DOA (Design Organisation Approval) or, by way of derogation, Alternatives Procedures to DOA. A DOA-List enlisting all companies holding DO Approval with their capabilities can be downloaded from the EASA web-site.

Part 21 requirements for Design Organisation Approvals and Production Organisation Approvals, as described in Regulation (EC) 748/2012 on 'Implementing Rules'

Production organisation approval

A part built for an aircraft can be certificated with an EASA Form One as approved for a particular aircraft type once it has been installed as prototype to an aircraft and has been certificated by a Design Organisation with a Minor Change Approval, a Supplemental Type Certificate (STC) or a Type Certificate (TC).

Safety analysis and research activities

The work of the European Aviation Safety Agency centres on ensuring the highest levels of civil aviation safety, through certification of aviation products, approval of organisations to provide aviation services, development and implementation of a standardised European regulatory framework.

These tasks are supported by:

coordination of internal and external safety improvement initiatives. For instance the European Strategic Safety Initiative (ESSI) is an aviation safety partnership between EASA, other regulators and the industry aiming to further enhance safety for citizens in Europe and worldwide through safety analysis, implementation of cost effective action plans, and coordination with other safety initiatives worldwide.
providing reports concerning the safety of European and worldwide aviation,
focal point for coordination of aviation accident investigation safety recommendations.

Annual safety review

EASA is tasked by Article 15(4) of Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 to provide a review of aviation safety on an annual basis.

The Annual Safety Review presents statistics on European and worldwide civil aviation safety. The statistics are grouped according to type of operation, for instance commercial air transport, and aircraft category, such as aeroplanes, helicopters, gliders etc. EASA had access to accident and statistical information collected by the International Civil Aviation Organisation (ICAO).

States are required, according to ICAO Annex 13 on Aircraft Accident and Incident Investigation, to report to ICAO information on accidents and serious incidents to aircraft with a maximum certificated take-off mass (MTOM) over 2250 kg. Therefore, most statistics in this review concern aircraft above this mass.

In addition to the ICAO data, a request was made to the EASA Member States to obtain light aircraft accident data. Furthermore, data on the operation of aircraft for commercial air transport was obtained from both ICAO and the NLR Air Transport Safety Institute.

Certification

On 28 September 2003, the EASA took over responsibility for the airworthiness and environmental certification of all aeronautical products, parts, and appliances designed, manufactured, maintained or used by persons under the regulatory oversight of EU Member States.

The Certification work also includes all post-certification activities, such as the approval of changes to, and repairs of, aeronautical products and their components, as well as the issuing of airworthiness directives to correct any potentially unsafe situation.

All type-certificates are therefore now issued by the EASA and are valid throughout the European Union. It also carries out the same role for foreign organisations involved in the manufacture or maintenance of such products. The EASA relies on national aviation authorities who have historically filled this role and concludes contractual arrangements to this effect.

Certain categories of aeroplanes are however deliberately left outside EASA responsibility, thus remaining under control of the national CAA's: ultralights, experimentals, balloons are a few examples. They are generally referred to as "Annex II" aeroplanes, and are listed exhaustively on the EASA website.

Aircraft classification

EASA defines several classes of aircraft, each with their own ruleset for certification and maintenance and repair.

A complex aeroplane is one with a MTOW of 5700 kg or more, OR with seating for 19 passengers or more, OR requiring more than pilot, OR equipped with (a) turbojet engine(s) or more than one turboprop engine. Thus, a single turbo-prop could classify as non-complex.
Non-complex aircraft are further subdivided:
ELA2 for max. 2000 kg MTOW
ELA1 for max. 1200 kg MTOW

Separate rules exist for the classification of balloons and rotorcraft.

ZIMBABWE: Airlines Ask For Cash, Because Of Shortage Of US Dollars

At least five global airlines including Qantas, Lufthansa, KLM Royal Dutch Airlines, Air France, and Delta Air Lines have instructed travel agents in Zimbabwe to only accept hard currency in the form of cash when selling tickets to customers in the Southern African state.

Owing to crippling shortages of foreign currency, foreign airlines have been unable to remit funds generated through local ticket sales. This has resulted in multiple instances of non-settlement of obligations by Zimbabwe’s banks, the report stated.

The report quotes a letter written by Qantas’ regional manager for Africa, Michi Messner, to travel agents saying IATA had advised them that the situation with the repatriation of funds out of Zimbabwe was worsening.

“Although IATA and member airlines are proceeding with lobbying efforts, the last sales period settled is for P2 Oct 2016 and current delay is sitting at 138 days. Qantas has a substantial amount outstanding from BSP Zimbabwe (IATA’s Billing and Settlement Plan) and to avoid further risk, we’ve taken the decision to discontinue ticketing for all travel agents with access to our stock effective immediately,” she said.

Earlier this year, the paper quoted local industry sources as stating that up to USD30 million worth of remittances had yet to be transferred to airlines that currently serve Zimbabwe including Ethiopian Airlines, South African Airways, Kenya Airways, Comair (South Africa) (operating as British Airways), Emirates, TAAG Angola Airlines, Air Namibia, and Malawian Airlines.

Local state-owned carrier Air Zimbabwe has also been affected with several aircraft currently grounded as they await the Reserve Bank of Zimbabwe (RBZ) to disburse the necessary funds needed to procure spare parts. Given the capacity shortage, aircraft have had to be wet-leased in Air Zimbabwe Chief Executive Officer Ripton Muzenda said this week.

Zimbabwe’s already lingering foreign currency shortage has worsened since near centenarian president Robert Mugabe and his ZANU-PF government announced the introduction of a quasi-currency late last year. Under the programme, the RBZ has issued “Bond Notes” which have been given 1:1 parity value to their US Dollar equivalents.

However, instead of ameliorating the situation, the introduction of the notes has only exacerbated the shortage of hard currency given the local populace’s past experiences with world-record hyperinflation and the now deprecated Zimbabwe Dollar.

For his part, Mugabe has persistently blamed alleged US and European sanctions for suffocating economic growth. Critics, however, have instead pointed to anti-investment policies as well as pervasive corruption.

ZIMBABWE: CEO For Air Zimbabwe Appointed

Acting CEO Edmund Makona, who served in this position since mid 2013, has retired from Air Zimbabwe and that Mr. Ripton Muzenda, who previously worked at the airline as a pilot and instructor, has taken over as new Chief Executive.

One of the first major tasks for Ripton will be the fine tuning of the upcoming AFRAA Annual General Assembly which is taking place at Victoria Falls later this year, as after Edmund's departure the Presidency of AFRAA will also become his to hold until a new chair is elected at the AGA.

Only two months ago did Air Zimbabwe relaunch flights to Tanzania's commercial capital of Dar es Salaam and has been eying a return to London Gatwick.

Besides regional flights does the airline also serve domestic routes from Harare to Victoria Falls and Bulawayo among other destinations.

Makona, who has been acting CEO since September 2013, was one of the five candidates that underwent psychometric tests and interviews last month.

“I attended the interviews and have been advised that I was unsuccessful. I was told that I am no longer the acting CEO,” he said. Before being appointed acting CEO, Makona was head corporate quality, safety and security.

The airline has been operating without a substantive CEO since the departure of Peter Chikumba when he failed to renew his contract in 2011. Later the post was held first by Innocent Mavhunga and Edmund Makona in an acting capacity.

Muzenda once worked as a pilot at the airline and was also a chief instructor with critics saying he had no management experience to run the flag carrier, which is incurring an estimated $3 million loss monthly.

The fate of Makona could not be ascertained yesterday, with the former acting CEO saying that his bid for the top post was unsuccessful.

Other than Makona, the interviews were also attended by one Kunaka and captain Oscar Madombwe with insiders saying the trio had been shortlisted for the top post.

Muzenda assumed the reins yesterday though he was not one of the five candidates interviewed last month by the board and a human resources consultancy firm hired to help in the selection process, insiders said yesterday.

Sources said the board felt that the five candidates interviewed did not have the requisite experience and know how to give the airline new wings, a move experts said was invalid.

“This nonsense about them being not qualified is a smokescreen to get their candidate in. It’s not genuine. You will most probably find that he is least qualified as compared to those being condemned. If they were to advertise, he will obviously not qualify, so they won’t advertise,” an expert said.

Another source said politics could have influenced the appointment of the new CEO, with indications that a senior politician (name supplied) could have played a key role. Appointments to lead parastatals and State enterprises require political support on top of qualifications.

This is not the first time the airline has brewed a shocker in appointing a CEO. In 2005, Air Zim appointed chemist Tendai Mahachi as CEO. He was suspended a year later alongside divisional director for finance Tendai Mujuru after the planes were grounded due to fuel shortages. He never returned to the airline.

Once one of the best airlines in the region, the national carrier has fallen down the pecking order weighed down by gross mismanagement and political interference. Former Transport minister Herbert Ushewokunze at one time described the airline as “a museum of mismanagement”.

The flag carrier is making monthly losses as it is generating an estimated revenue of $2,65 million against operational expenses of $5,94 million, according to a report by the parliamentary portfolio committee on Transport and Infrastructure Development.

ZIMBABWE: First Time Ever All-Female Pilot Crew at Air Zimbabwe

History was recently made in the country of Zimbabwe when, for the first time ever, an all-female flight deck crew took command of an Air Zimbabwe Boeing 737 flying from Harare to Victoria Fall. They were the pilots, not the flight attendants. Photos posted to Facebook by the airline show Captain Chipo M. Matimba and Captain Elizabeth Simbi Petros smiling in the cockpit of the B737-200, preparing to take flight.

After a successful landing, Captain Petros, wrote on her Facebook page: “Air Zim First:- All Women 737 Flight Deck Crew! Flt to Vic Falls This Morning.Was A pleasure Skipper Chipo Matimba!”

Air Zimbabwe is the flag carrier airline of Zimbabwe, headquartered on the property of Harare International Airport, in the city of Harare. From its hub, the airline used to operate a network within southern Africa that also included Asia and London-Gatwick, but currently most flights are just within Zimbabwe and to another nearby African countries.

Recently, 28 year-old Lieutenant Ouma Laouali made history of in the country of Niger when she became the first female pilot to serve in the country’s Armed Forces. She flies the Cessna aircraft, a “combat caravan”, used for various military operations, and the news was also met with great excitement by the local media.

ZIMBABWE: African Airlines Association Meeting In November, Host Zimbabwe

Air Zimbabwe’s turnaround strategy is set to receive a major boost this year after the national airline won the right to host the 48th African Airlines Association (AFRAA) annual general assembly (AGA) in Victoria Falls later this year.

The event, which will take place from November 20 to November 22, is expected to attract 400 high profile delegates from Africa, Europe, the Middle East, Asia and North America.

AFRAA secretary-general Dr Elijah Chingosho, who was in the country on an advance visit and also witnessed the unveiling of the logo for the general assembly, yesterday said the general assembly was a unique opportunity for Air Zimbabwe to spread its wings as it is expected to play a major role in bringing delegates to the general assembly and taking them back to their countries.

“As the host airline, Air Zimbabwe is expected to play a pivotal role in the transportation of delegates to and from the country.

“The hosting of this event in Zimbabwe and the Victoria Falls in particular also presents an excellent opportunity to strengthen aviation in the country and the tourism sector because we are encouraging all the delegates to travel with their spouses so that they can sample what Zimbabwe has to offer.

“This is also a chance to show the visitors the business opportunities that exist in the country and to state clearly that Zimbabwe is open for business,” he said.

AFRAA president and Air Zimbabwe’s acting chief executive Mr Edmund Makona said Air Zimbabwe was geared for the challenge.

“The secretary general said the purpose of hosting the general assembly in a specific country and being hosted by a specific airline is meant to maximise benefits for that airline. As Air Zimbabwe we have taken note of that. Within Air Zimbabwe we have also said it cannot be a strategy without the attendant issue of growth and sustainability. So growth and sustainability are at the heart of what we are doing.

“So we really are geared to grow that route network. I do not want to pre-empt other than just to confess that it cannot be an airline without the attendant issues of growth otherwise there is no need for the management at Air Zimbabwe to preside over a still birth airline.

“We will be the host airline and carrier of choice during the general assembly and we cannot do that if we have not spread our wings. We want to assure you that by the time the AGA takes place we would have spread our wings beyond the thin route network that we are currently operating. We have started some initiatives but we would want to under promise and over perform,” he said.

Transport and Infrastructural Development Minister Dr Joram Gumbo said hosting the AFRAA general assembly will be the best opportunity to look for partners to boost our Air Zimbabwe.

“We are busy talking to several airlines who want to partner with us to revitalise Air Zimbabwe so that we can come up with one because the shopping list of partners is long since many companies are approaching us from the Middle East, China and from Europe.

“We are expecting that in the next three to four years Air Zimbabwe will be back as a leading airline in the continent,” he said.

He added that the ministry is looking at bigger airplanes and small to complement the airline’s fleet so that it can resuscitate its old routes.

“I am looking at possibly engaging with partners before the end of the year and it’s a process, when you bring somebody to partner in such an industry which a number of countries are struggling to boost.

“We are we are aiming at bringing in new airlines and experts to revitalise Air Zimbabwe,” he said.

Meanwhile the general assembly would see delegates discussing issues on the development of air transport in Africa and development opportunities for African airlines in particular. AFRAA has a membership of 35 airlines that include all major intercontinental African operators.

The members also represent over 85 percent of total international traffic carried by African airlines. This is the third time that the annual general assembly is being held in the country.

ZIMBABWE: AirZimTo Pay London $3million Debt

AIR Zimbabwe is still negotiating with a London navigation agency to clear its $3 million debt to enable it to resume flights on the Harare-London route, a Cabinet minister said.

Transport and Infrastructural Development Minister Joram Gumbo said in an interview that negotiations were underway with the debtor to enable Air Zim to resume flights to British capital.

“Our aim is to resume flights on Harare-London route. As such, we’re negotiating with creditors that we owe on that route,” he said.

Air Zim has done well to service common domestic routes including Harare, Bulawayo, Victoria Falls and Kariba, but it has struggled to replicate this service on regional and international routes.

Minister Gumbo has hitherto indicated that the lucrative Harare-London route would continue to be preserved for Air Zim, as it sorts out its chronic legacy issues prior to resuming the flights.

The Harare-London remains one of the most viable routes the national airline could exploit, but Air Zimbabwe stopped flights fearing attachment of its aircraft by Worldspan over its $2,8 million debt.

The creditor, Worldspan, is a provider of travel technology and content. Air Zimbabwe once had similar issues with aviation firms in South Africa, which it has cleared and has been able to resume flights into that country.

Minister Gumbo said the negotiations, which began around 2012, were progressing well and should be completed sooner than later.

The debt is only a fraction of the over $298 million legacy debts, which the national air carrier owes, including to workers.

Minister Gumbo said most airlines across the globe were not doing well like Air Zimbabwe, and were saddled with huge debts, which their governments took over to enable them to start on a clean slate.
He said negotiations were in progress with the government for a takeover of the State air carrier’s debt to enable it to lure investors.

This forms part of extensive options being undertaken to restore Air Zimbabwe as the pride of Zimbabwe’s aviation as was the case during the golden era when it used to carry the nation’s flag across the globe.

Those initiatives include the ongoing negotiations with a total of 12 airlines for either possible partnership or lease of aircraft.

Minister Gumbo said it is not clear yet which option will materialise, as no agreement has been reached with anyone yet.
“We are negotiating with many companies, about 12 airlines we are talking and they all want to do business with us,” he said.

“Negotiations are ongoing, either for partnership or lease of aircraft, but those are the options.”
According to tourism industry experts, a national tourism strategy that relies heavily on foreign airlines is likely to keep changing.

This is because of the fact that foreign airlines are driven by profitability, if the route becomes unprofitable, they quickly pull out, which is why Air Zimbabwe must work to resolve its legacy issues.
Since tourism and investment are clearly enunciated in the economic policy as key for growth, it is incumbent for the government to make deliberate policies in order to re-equip the airline.

ZIMBABWE: Zimbabwe Shields Struggling Air Zimbabwe FromCompetition

Zimbabwe says it is protecting its struggling national carrier – Air Zimbabwe – by refusing to grant permission to airlines that want to service the lucrative Harare- London route.

Air Zimbabwe has not been servicing the route since 2012 after creditors threatened to seize its planes over debts. The collapse of the airliner has seen a number of low cost airlines securing licenses to ply regional and domestic routes.

I am inundated by many airlines wanting to get into the Harare-London route. That one I am still protecting.

Competition on the Harare- Johannesburg route is threatening to ground Air Zimbabwe, with some airlines slashing fares by at least 40 percent in the past few days.

Transport and Infrastructural Development minister Joram Gumbo said although the government wanted to promote an open skies policy – the Harare- London route would remain a preserve for Air Zimbabwe.

“I am inundated by many airlines wanting to get into the Harare-London route. That one I am still protecting” he said. ”There are many, I can’t even mention them. Some are top international airlines that tell me that they want to partner us and ply the route.

“The likes of fastjet and others have been applying for the Harare-London route.” Gumbo said the route had attracted scores of travellers from other African countries as Air Zimbabwe used to fly direct to London.

“We want to have long-haul airplanes from here going to London and other places in Europe and have other small aircrafts such as flyAfrica, fastjet and Air Zimbabwe, which fly regionally so that Harare becomes the connecting international airport,” he added.

Air Zimbabwe used to fly between Harare and London six times a week. The airliner also offered flights from the UK to Victoria Falls on a charter basis for tour operators. The government is confident that the embattled Air Zimbabwe would resume long-haul flights to London soon.

Meanwhile, the licensing of more airlines to service the Harare-Johannesburg routes has seen ticket prices taking a serious knock, forcing the traditional carriers to introduce promotions.

The lowest priced fares on the route are $80 one-way excluding government and airport taxes ($50 departing Zimbabwe or $35 departing South Africa).

Air Zimbabwe has rolled out a promotion, which has seen it charging $130 for a one way flight to Johannesburg from Harare and $240 for return flights excluding airport departure tax.

ZIMBABWE: Air Zimbabwe Better Under Ian Smith – Transport Minister

TRANSPORT and Infrastructural Development Minister, Jorum Gumbo says the ailing Air Zimbabwe was better under the former colonial administration.

Zimbabwe was a colony of Britain and got its independence in 1980. “Air Zimbabwe used to do very well when it was Rhodesia and that is the past and colonial, and we do not want to be beaten by that colonial past but to excel and do better during this time when we are a liberated country under Air Zimbabwe and not Air Rhodesia,” Minister Gumbo said this in Harare Monday, when he was officiating at the official launch of 48th Annual General Assembly and summit of the African Airlines Association (AFRAA) to be held in Victoria Falls from 20-22 November.

“We want again to be the hub of Southern Africa in air aviation”. Minister Gumbo said they have approached other regional airlines seeking for partnerships with the aim of reviving the ailing national airline.

“It is my appeal to Zimbabweans that we also promote our national airline because if it carries two people to South Africa, no one would take us serious and do business with us,” said Gumbo. “Even the Bible says you must love yourself first before you love your neighbour and it is my appeal to us all that we support our initiatives”. The national airline which is on the verge of collapse had one of its planes, UM 467 spill raw effluent from lavatories, in December last year when it was about to land on the South African land. In July, Boeing 737 plane which has 12 business and 93 economy class seats flew one passenger from Johannesburg to Victoria Falls after it had done the same from Victoria Falls to Harare in September 2011.