About AASA    |    Priority issues

Priority issues being addressed by AASA

  • The review of South African Aviation Policy in its entirety.
  • Representing Airline Members in the negotiations and implementation of the Yamoussoukro Decision.
  • Negotiations completed on behalf of Airline Members for the Aviation Charter of Black Economic Empowerment (BEE) Policy with the South African Department of Transport.
  • Financial issues, such as:
    • The negotiation of tariffs with regulators and monopoly service providers, in respect of:
    • The success rate over a 5-year period is estimated at R5-billion in direct savings (indirect benefits are difficult to quantify).
    • The South African government does not deal with the airline industry directly, only through AASA, for example it discusses policies with AASA before they are changed, so that decisions do not have to be reversed.  
  • Operational issues at airports which are brought to the attention of  AASA to address on behalf of its Airline Members.
  • Environmental issues, such as:
    • Climate solutions to address climate change;
    • Greenhouse Gas Emissions: reduction of aircraft engine emissions;
    • Combating the illegal trade of wildlife; and
    • Local air quality: addressing the emissions from aircraft and activies at airports and its effects on the local air quality of nearby communities.

Open Skies for Africa - the Yamoussoukro Decision

Africa is home to 12% of the world’s people, but it accounts for less than 1% of the global air service market. 

Part of the reason for Africa’s under-served status, according to a World Bank study: Open Skies for Africa – Implementing the Yamoussoukro Decision by Charles E. Schlumberger, is that many African countries restrict their air services markets to protect the share held by state-owned air carriers. 

This practice originated in the early 1960s when many newly-independent African states created national airlines, in part, to assert their status as nations. Now, however, most have recognised that the strict regulatory protection that sustains such carriers, has detrimental effects on air safety records, while also inflating air fares and dampening air traffic growth. 

Indeed, African ministers responsible for civil aviation themselves acknowledged this in 1999, when they adopted the Yamoussoukro Decision, named for the Ivorian city in which it was agreed. It commits its 44 signatory countries to deregulate air services, and promote regional air markets open to transnational competition. 

It followed up on the Yamoussoukro Declaration of 1988, in which many of the same countries agreed to principles of air services liberalisation. In 2000, the Decision was endorsed by head of states and governments at the Organisation of African Unity*, and became fully binding in 2002.

Source: Open Skies for Africa – Implementing the Yamoussoukro Decision

The Organisation of African Unity was established on 25 May 1963 in Addis Ababa, Ethiopia with 32 signatory governments. It was disbanded on 9 July 2002 by its last chairperson, South African President Thabo Mbeki, and replaced by the African Union (AU).

The African Union (AU)

The vision of the AU is that of an integrated, prosperous and peaceful Africa, driven by its own citizens and representing a dynamic force in the  global arena. For more information visit the AU website.

Above: The DC-8's four engines burned either JP-8 jet fuel or a 50-50 blend of JP-8 and renewable alternative fuel of hydro processed esters and fatty acids produced from camelina plant oil. Credits: NASA/SSAI Edward Winstead

NASA study confirms biofuels reduce jet engine pollution

March 15, 2017. NASA. Using biofuels to help power jet engines reduces particle emissions in their exhaust by as much as 50 to 70 percent, in a new study conclusion that bodes well for airline economics and Earth’s environment. 

The findings are the result of a cooperative international research program led by National Aeronautics and Space Administration (NASA) and involving agencies from Germany and Canada, and are detailed in a study published in the journal Nature. 

During flight tests in 2013 and 2014 near NASA’s Armstrong Flight Research Center in Edwards, California, data was collected on the effects of alternative fuels on engine performance, emissions and aircraft-generated contrails at altitudes flown by commercial airliners. The test series were part of the Alternative Fuel Effects on Contrails and Cruise Emissions Study, or ACCESS. 

Contrails are produced by hot aircraft engine exhaust mixing with the cold air that is typical at cruise altitudes several miles above Earth's surface, and are composed primarily of water in the form of ice crystals. 

Researchers are most interested in persistent contrails because they create long-lasting, and sometimes extensive, clouds that would not normally form in the atmosphere, and are believed to be a factor in influencing Earth’s environment.

"Soot emissions also are a major driver of contrail properties and their formation," said Bruce Anderson, ACCESS project scientist at NASA’s Langley Research Center in Hampton, Virginia. "As a result, the observed particle reductions we’ve measured during ACCESS should directly translate into reduced ice crystal concentrations in contrails, which in turn should help minimize their impact on Earth’s environment." Read the full article here.

For more information about NASA’s aeronautics research, visit: www.nasa.gov/aero

Above: This NASA graphic describes how Boundary Layer Ingestion happens and some of its potential benefits. Credits: Double Bubble Concept by Don Foley. BLI Illustration: NASA/Lillian Gipson

Reduce Fuel Burn With a Dose of BLI

March 10, 2017. NASA. It sounds like a cause of heart burn.

Instead, Boundary Layer Ingestion – or BLI – is a promising idea NASA researchers are studying to reduce fuel burn in jet engines, thus reducing emissions and the cost of operating the aircraft.

At its simplest: With BLI, an airplane’s engines are located near the rear of the aircraft so that air flowing over the aircraft body becomes part of the mix of air going into the engine and is then accelerated out the back.

“The idea isn’t completely new,” said Jim Heidmann, manager of the Advanced Air Transport Technology Project at NASA’s Glenn Research Center in Cleveland. “What we’re testing now are new technologies that can help us derive benefits from BLI.”

So, more specifically, what exactly is BLI and how does it lead to potential economic and environmental benefits?

A quick review: When an airplane is flying, it has four major forces acting on it – thrust, drag, weight and lift. Thrust makes an airplane go forward, while drag tries to slow it down. Lift offsets the weight to keep an airplane in the sky. BLI deals specifically with the drag part of the equation by, ultimately, trying to reduce the total drag an airplane experiences in the sky. Read the full article here.