SUMMARY REPORT ON THE SAFETY OVERSIGHT...

ICAO Universal Safety Oversight Audit Programme

SUMMARY REPORTON THE SAFETY OVERSIGHT

AUDIT FOLLOW-UPOF THE

GAMBIA CIVIL AVIATION AUTHORITY

(Banjul, 29 January to 3 February 2003)

International Civil Aviation Organization

Audit follow-up summary report — Gambia June 2003

ICAO UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME

Summary Report on the Safety Oversight Audit Follow-upof the Gambia Civil Aviation Authority

(Banjul, 29 January to 3 February 2003)

1. INTRODUCTION

1.1 Background

1.1.1 The Gambia Civil Aviation Authority (GCAA) was initially assessed under the voluntaryICAO Safety Oversight Assessment Programme from 11 to 15 November 1996 by an ICAO assessment team.Subsequently, an audit was carried out from 8 to 12 March 1999 pursuant to Assembly Resolution A32-11and in accordance with the updated Memorandum of Understanding (MOU) agreed to on 2 February 1999between the Gambia and ICAO. The objectives of the audit were twofold. Primarily, its objective was to fulfilthe mandate given to ICAO pursuant to the above-mentioned Assembly Resolution. Secondly, the audit wasconducted with the objective of ascertaining the progress made in the implementation of the recommendationsforwarded during the voluntary assessment conducted in 1996 and to re-ascertain the safety oversightcapability of the GCAA. The audit also aimed at ensuring that the Gambia was in conformity with ICAOStandards and Recommended Practices (SARPs), as contained in Annexes 1, 6 and 8 to the Convention onInternational Civil Aviation (Chicago Convention) and related provisions in other Annexes, guidance materialand relevant safety-related practices in general use in the aviation industry.

1.1.2 On 26 April 1999, the Gambia submitted a corrective action plan addressing all the findingsand recommendations contained in the follow-up audit interim report. In general terms, the action plansubmitted was found to be satisfactory. However, in several parts of its action plan, the GCAA proposed toresolve regulatory requirements by issuing circulars or by expanding the Inspector’s Handbook to includedetails of regulatory requirements. These actions were considered inappropriate and would fall short ofachieving the intended objective. The action plan and comments provided were taken into consideration inthe preparation of the final and summary reports. The summary report was distributed to all ContractingStates by State letter AN 19/1-99/87 in August 1999.

1.2 Objectives and activities of the audit follow-up mission

The audit follow-up mission was conducted in accordance with Article 18 of the MOU andthe ICAO Safety Oversight Audit Manual (Doc 9735). The objective of this mission was to validate theimplementation of the corrective action plan and to ascertain the status of the progress made, which enablesICAO to update the information contained in the audit findings and differences database (AFDD) and alsoto inform other Contracting States on the status of the safety oversight system of the Gambia through anon-confidential summary report. It is important to appreciate in this respect that audit follow-up missionsare not audits and are not designed to evaluate all aspects of a State’s aviation framework or safety oversightsystem.

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2. CIVIL AVIATION ACTIVITIES IN THE GAMBIA

At the time of the audit follow-up mission, civil aviation activities in the Gambia included:

a) number of technical staff employed by the organization at Headquarters 9

b) number of regional offices 0

c) number of technical staff employed at regional offices 0

d) number of active pilot licences 6

e) number of active flight crew licences other than pilot licences(flight engineer and flight navigator)

4

f) number of aviation training establishments 0

g) number of active licences other than flight crew licences 21

h) number of commercial air transport operators 3

i) number of air operator certificates (AOCs) issued 1

j) number of aircraft operations inspectors 3

k) number of aircraft registered in the Gambia 15

l) number of currently valid certificates of airworthiness issued 7

m) number of approved maintenance organizations (AMOs) 4

n) number of non-approved aircraft maintenance organizations 0

o) number of design organizations 0

p) number of aircraft manufacturing organizations 0

q) number of aircraft parts or equipment manufacturing organizations 0

r) number of aircraft type certificates issued 0

s) number of type certificates other than aircraft issued 0

t) number of aircraft airworthiness inspectors 5

3. EXECUTIVE SUMMARY

3.1 The Gambia has achieved significant progress in the area of primary aviation legislation andcivil aviation regulations since the audit carried out by ICAO in March 1999. The GCAA drafted a new CivilAviation Act (hereinafter the “Act”), as well as a new set of Gambia Civil Aviation Regulations (GCARs)

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based on ICAO model regulations and adapted to the Gambia needs. The provisions of the new Act giveappropriate authority to the Director General of the GCAA to administer the civil aviation in the Gambia,develop civil aviation regulations in conformance with ICAO provisions and take the necessary actions fortheir enforcement. The new Act is presently at the last phase for adoption by Parliament, expected in February2003, and will allow for the formal introduction of the new GCARs. In the interim, the Director General ofthe GCAA has introduced the draft GCARs by a directive allowing their use by GCAA staff. The Gambiahas recently ratified Article 83 bis of the Chicago Convention; however, it has not yet amended its legislativeframework in order to clearly specify the possibilities of the transfer or acceptance of responsibilities of theState of Registry by States arrangements according to Article 83 bis and also the recognition of certificatesof airworthiness and personnel licences issued or renewed by the State of Operator.

3.2 The GCAA has improved its overall safety oversight capabilities since the ICAO audit. TheFlight Safety Standards Department (FSSD) has been established within the GCAA. This department has alsobeen relocated to new premises in the Banjul International Airport where larger and adequately equippedoffices offer better working conditions to the staff. The FSSD has an adequately furnished central librarywhich is managed by a dedicated librarian and contains all technical documentation from ICAO andmanufacturers. Besides relatively better salaries, the technical staff is provided with adequate initial, recurrentand specialized training, along with clear organizational and technical functions which are supported by workprocedures, handbooks and checklists. The staff is also provided with transport facilities to enable them tocarry out their inspections tasks efficiently.

3.3 The GCAA has accomplished significant improvements in the area of personnel licensingsince the ICAO audit. The GCAA has established an adequately staffed personnel licensing office, withappropriate job descriptions, procedures and office structure, which clearly indicate its tasks, functions andresponsibilities for the processing and issuance of licences and ratings. Furthermore, the GCARs specify therequirements concerning the issuance of licences, the maintenance of competency of flight crew membersand the information provided by the applicant for the renewal of his/her licence. The GCAA has alsoestablished requirements and minimum qualifications for the designation of examiners. However, despite theeffort deployed by the GCAA to ensure consistency of examinations, the GCAA has not recruited anyqualified instructors or examiners to supervise the technical conduct of the type rating examinations and istotally dependant of the structure and systems provided by foreign training centers.

3.4 The GCAA has achieved significant progress in the area of aircraft operations since the ICAOaudit. It has established a system for the certification and continued surveillance of AOC holders inconformance with ICAO provisions, including applicable regulations, procedures and guidelines.Furthermore, an operations division has been established within the FSSD. The certification process isadequately documented and divided into five steps, where both operations and airworthiness inspectors areinvolved in the acceptance, assessment and approvals of operators’ procedures and manuals, such as theoperations manual, minimum equipment list (MEL), training programme, training manuals and operatorsmaintenance control manual. A demonstration phase allows the GCAA inspectors to assess the capability ofthe operators in all areas of aircraft operations and maintenance. An annual surveillance programme coveringall aspects has also been established and is being carried out. However, the GCAA still needs to upgrade itssurveillance system by recruiting an additional flight operations inspector having a sound experience in theassessment and control of crew competency matters.

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3.5 The GCAA has made significant progress in the implementation of ICAO SARPs relatingto airworthiness of aircraft since the ICAO audit. The Act and GCARs have been revised to introduce moreICAO airworthiness provisions. The GCAA has developed guidance material for its airworthiness inspectorsentitled Airworthiness Inspector’s Handbook and Implementing Standards, which are related to the entireprocesses and tasks concerning aircraft registration, maintenance and continuing airworthiness of aircraft, aswell as the approval and continuing surveillance of maintenance organizations and maintenance systemsestablished by air operators.

4. RESULTS OF THE AUDIT FOLLOW-UP MISSION

4.1 Primary aviation legislation and civil aviation regulations

4.1.1 a) Action proposed by State With respect to the need to amend the Act, the GCAAindicated that it has made the necessary amendments to the newly developed Actand has submitted it to the Department of State for Works, Communications andInformation in the form of a civil aviation bill. Information received on15 June 1999 indicated that the bill will be placed before the National Assemblywhich is currently in session. The bill is expected to be passed during the sessionending December 1999.

b) Validation of action proposed. The GCAA has drafted a new Act, which hasalready passed through the preparatory process and is expected to be enacted inFebruary 2003. The provisions of the new Act give appropriate authority to theDirector General of the GCAA to administer civil aviation in the Gambia and toissue appropriate regulations and procedures in accordance with ICAO provisions.The procedure for the amendment of all Gambian laws, including the Act, is clearlyspecified in the Gambian Constitution, and the GCAA has established a process toinitiate the amendment of the Act. The preparation of draft regulations for theamendment of the Act is part of the responsibilities of the FSSD, as well as theirsubmission through the formal implementation process established by the GCAA.The Gambia ratified Article 83 bis of the Chicago Convention; however, the Act hasnot yet been amended to clearly specify the possibility of the transfer or acceptanceof the State of Registry tasks and functions and also the recognition of certificatesof airworthiness and personnel licences issued or renewed by the State of theOperator. The GCAA has not yet entered into any agreement on the transfer offunctions and responsibilities with other States. The Gambia expects to comply withICAO recommendation by 30 June 2003. The ICAO recommendation remains open.

4.1.2 a) Action proposed by State. With respect to the need to ensure that the GCARs arein compliance with ICAO SARPs, the GCAA indicated that the GCARs wereofficially published in The Gambia Gazette of 4 May 1999 as Legal Notice No. 3of 1999.

b) Validation of action proposed. The GCAA has reviewed its civil aviationregulations since the audit carried out by ICAO in March 1999, to ensure their

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compliance with ICAO provisions, and a new set of GCARs was issued inJuly 1999. Furthermore, a new draft Act and GCARs have been recently drafted.These regulations are based on the model regulations developed by ICAO andadapted to the civil aviation needs in the Gambia. Their formal implementation ispending to the formal adoption of the Act by the Gambian Parliament. To takeadvantage of the new drafted GCARs, as they offer more accurate provisions toconduct safety oversight activities in the Gambia, a Director General order allowsfor their use as reference and guidance to carry out routine safety oversight tasks.An internal procedure provides for the timely implementation of SARPsamendments and identification of potential differences to be notified to ICAO. TheGCAA expects to notify ICAO of the differences between the national regulationsand the ICAO SARPs after the formal adoption of the new legislative frameworkand lastly by 30 June 2003. The ICAO recommendation remains open.

4.2 Organization of civil aviation

4.2.1 a) Action proposed by State. With respect to the need to improve the workingconditions of the GCAA staff and establish a technical library, the GCAA indicatedthat new premises will be added to the existing one to satisfy the need. Theconstruction project is expected to be completed at the end of 1999.

b) Validation of action proposed. The FSSD has been relocated to new premisesproviding more office rooms and an appropriately equipped central library managedby a trained librarian. The GCAA inspectors have received adequate training andhave been provided with better working conditions, including clear organizationalstructure and technical functions, a detailed work procedures handbook, effectiveaccess to technical documentation, adequate equipment support and transportfacilities. The ICAO recommendation has been complied with.

4.3 Personnel licensing and training

4.3.1 a) Action proposed by State. With respect to the establishment of an adequatepersonnel licensing section, the GCAA indicated that, with the help of the GhanaCAA, under the MOU signed between both States, an appropriate personnellicensing section will be established shortly. One of the trainees for the personnellicensing section has returned from training and will receive tutelage under theMOU through on-the-job training (OJT) with the Ghana CAA. The section will beready to undertake the responsibilities associated with personnel licensing by31 July 1999. Furthermore, the GCAA indicated that it will procure the appropriatestationary for the issuance of Gambian professional licences (commercial pilotlicence, airline transport pilot licence, flight engineer, aircraft maintenance engineer,etc.) as well as private pilot licences by 31 October 1999, and a system will beprogressively developed and provisions will be made for the licensing of operationofficers/dispatch officers by 30 June 2000. Provisions will also be made for cabincrew certificates.

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b) Validation of action proposed. The GCAA has reviewed its organizationalstructure and has established the Personnel Licensing Office within the FSSD. TheGCAA plans to upgrade the office to a personnel licensing division. This office isadequately staffed with three well-trained officers assisted by two secretaries. Thejob description and the office structure clearly indicate the tasks, functions andresponsibilities of the Personnel Licensing Office in processing and issuing licencesand ratings. The GCAA has assigned a computer to personnel licensing matters andestablished a database containing relevant information on Gambian licence holders,and all licences are processed and monitored electronically. The ICAOrecommendation has been complied with.

4.3.2 a) Action proposed by State. With respect to the need to develop regulations relatedto the validity of licences and ratings, the GCAA indicated that medicalrequirements for the validity of licences will be issued in the form of an informationcircular by 31 July 1999 and that medical requirements in the Inspector’s Handbookwill be expanded to include all the provisions contained in Annex 1, Chapter 6 andembodied in the GCARs by 30 June 2001.

b) Validation of action proposed. The Gambian licences are issued for a period of tenyears, and the regulations relating to their validity have been recently introduced bya Director General order which takes into consideration medical fitness requirementsfor each type of licence and the requirements for proficiency checks for flight crewmembers to be performed twice a year. The ICAO recommendation has beencomplied with.

4.3.3 a) Action proposed by State. Concerning the need to develop procedures to ensurethe maintenance of competency of licensed personnel, the GCAA indicated thatthese procedures have been introduced by regulation 22 (3) (d), Schedule 8, Part C,and Schedule 9, Part B, as well as Volume VII, Chapter 3 of the Inspector’sHandbook.

b) Validation of action proposed. The GCARs now specify the requirementsconcerning the maintenance of competency of flight crew members. Flight crewmembers are required to perform a proficiency check every six months, in additionto recurrent training on dangerous goods matters in conformance with ICAOAnnex 6, Part I. These requirements also constitute part of the documents that flightcrew members have to provide to the GCAA for the renewal of their licences. TheICAO recommendation has been complied with.

4.3.4 a) Action proposed by State. Concerning the need for the GCAA to establishprocedures detailing how expired licence and rating privileges could bere-established, the GCAA indicated that the requirements for re-establishing expiredlicences and ratings will be expanded, on the basis of the guidance materialcontained in ICAO Doc 9379, Chapter 4, and incorporated in the Inspector’sHandbook by 31 October 1999.

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b) Validation of action proposed. The GCAA has developed procedures for there-establishment of the privileges of Gambian licences and ratings once expired.Gambian licence holders are now required to perform a competency check carriedout by a designated examiner in a flight simulator approved by the GCAA. TheGCAA keeps the results of these checks in each individual file and has alsoestablished an annual surveillance programme of the designated examiners.Furthermore, a GCAA personnel licensing officer systematically supervises the typeratings examinations when they are conducted. The ICAO recommendation has beencomplied with.

4.3.5 a) Action proposed by State. Concerning the need to establish procedures on how toamend the regulations relating to personnel licensing, the GCAA indicated that aprocedure will be developed and incorporated in the Inspector’s Handbook by31 October 1999.

b) Validation of action proposed. Provisions have been introduced in the Act givingthe Director General the authority to introduce the ICAO provisions into theregulations. Furthermore, internal procedures have been developed by the GCAAwhich specify the process of introduction of any new amendments to the regulations.The ICAO recommendation has been complied with.

4.3.6 a) Action proposed by State. Concerning the need for the GCAA to developrequirements and procedures for the appointment of examiners for the purpose ofpreparing, conducting and correcting written examinations, the GCAA indicated thatdesignated examiners will be appointed to ensure that each holder of an AOCcomplies with training and testing requirements as established in GCAR 114.

b) Validation of action proposed. The GCAA has established by regulations therequirements and minimum qualifications for the designation of theoretical andpractical examiners. The written and oral examinations for the issuance of licencesare usually prepared, conducted and corrected by personnel licensing officers. Typerating examinations are usually prepared, conducted and corrected by designatedforeign examiners, and a personnel licensing officer assists systematically during theexaminations. However, despite the efforts deployed by the GCAA to ensureconsistency of such examinations, the GCAA does not employ aninstructor/examiner qualified to supervise the technical conduct of the practicalexaminations and is totally dependant on the structure and the system provided byforeign training centres where Gambian licence holders are trained and tested.Furthermore, the authority of the GCAA on these designated foreign examiners islimited, since they report to their own authorities, which limits the actions of theGCAA mainly in surveillance and enforcement aspects. The ICAO recommendationremains open.

4.3.7 a) Action proposed by State. Concerning the need to develop procedures andrequirements for the validation of licences issued by other Contracting States, theGCAA indicated that these provisions have been developed and are contained in the

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Inspector’s Handbook, Part G, Chapter 3, Volume VII, as well as in the GCARs of1999, Regulation 23. The procedures and requirements to ascertain the validity ofsuch licences have been established and will be expanded to include all theprovisions in Annex 1 and ICAO Doc 9379 and will be issued in the form of acircular by 31 December 1999. The procedures and requirements to be developedwill also be published in the Aeronautical Information Publication (AIP) by30 June 2000.

b) Validation of action proposed. The GCAA has established requirements andprocedures for the validation of licences issued by other Contracting States. TheGCAA currently issues personnel licences on the basis of valid licences issued byother Contracting States, which are supplemented by additional examinations thatthe applicant must complete. The systematic confirmation of all relevant informationand privileges of the valid licence is carried out by personnel licensing officers priorto the issuance or validation of the licence, including contact with the State havingissued the original licence. The GCAA does not issue a Gambian licence or validatea licence when the original licence does not comply with ICAO Annex 1 provisions.However, these requirements and procedures are not yet published in the GambianAIP as required by the provisions of Annex 15. The GCAA expects to comply withICAO recommendation by 30 June 2003. The ICAO recommendation remains open.

4.3.8 a) Action proposed by State. Concerning the need for the GCAA to developprocedures and requirements for the issuance of civilian licences and ratings on thebasis of military flight experience and qualifications, the GCAA indicated that theseprovisions are now contained in the Inspector’s Handbook (Volume VII, Chapter 3,Section E) and will be published in the AIP by the year 2000.

b) Validation of action proposed. The GCARs clearly specify that the Gambia doesnot convert military licences to civilian licences. No licences have been convertedin the past. The ICAO recommendation has been complied with.

4.3.9 a) Action proposed by State. Concerning the need for the GCAA to developprocedures and requirements for the appointment of designated flight examiners, theGCAA indicated that these requirements have now been established underGCAR 114, and Volume VI, Chapter 2 of the Inspector’s Handbook. Qualificationsare established in GCAR 114 and Schedule 9, Part B of the GCARs.

b) Validation of action proposed. The GCAA does not conduct its own flight andpractical tests for licences and ratings. According to the system presently establishedby the GCAA, the Gambia only issues Gambian licences, on the basis of licencesissued by other Contracting States, or validates them, and it does not have thecapability to conduct practical examinations. Concerning the type-ratingexaminations, the GCAA has established by regulations criteria for the designationof examiners employed by training centres located abroad, and these examinationsand test are systematically supervised by a personnel licensing officer from theGCAA. Each examiner is designated for one year and by the State where the

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training centre is located. Despite the large efforts of the personnel licensing officersto ensure adequate surveillance of the type-rating examinations, the GCAA does nothave full control and authority over the conduct of these examinations. Furthermore,it does not employ an experienced examiner to ensure the control of the flight andtype-rating examinations when they are being carried out, as well as themaintenance of qualifications and proficiency of the designated examiners employedby training centres located abroad. Moreover, the GCAA has not developedguidelines for the examiners to ensure consistency and reliability of theexaminations carried out on its behalf and only accepts the use of their ownguidelines provided by their respective organization. The ICAO recommendationremains open.

4.3.10 a) Action proposed by State. Concerning the need for the GCAA to developrequirements for the evaluation of medical reports, the GCAA indicated that it is thepractice for authorized medical examiners to submit all medical reports to theGCAA as provided in the Inspector’s Handbook, Volume VII, Chapter 4.Paragraph 14 of the medical form requires the applicant to sign a declaration to theeffect that false declaration renders him or her guilty of a criminal offence.Regulation 69(1) of the GCARs of 1999 deals with offences relating to falserepresentation. Furthermore, the GCAA indicated that it will establish a medicalboard for the purpose of reviewing medical reports where the prescribed medicalstandards are not fully met, as well as the necessary conditions for the guidance ofthe medical board, by 30 November 1999.

b) Validation of action proposed. As part of their obligations, designated medicalexaminers are responsible for the evaluation of medical examination reports andtheir submission to the GCAA. An application form provided to the applicants fora medical examination highlights their responsibility concerning the authenticity ofthe information provided to the medical examiner and also the consequences of falsedeclarations. The Act contains actions that might be taken by the GCAA againstfalse declarations. Concerning the establishment of certain circumstances underwhich a medical examination might be deferred, the GCAA considers that a medicalexamination should be passed without delay when it is due, which is clearlyspecified on the Gambia flight crew licences. The GCAA has not yet established asystem for the issuance of medical assessments in cases when the medical standardsprescribed in its regulations in line with Annex 1, Chapter 6 are not fully met. TheGCAA has not yet established a medical board in order to assist the GCAA inevaluating medical reports submitted by the medical examiners and also to giveadvice for appropriate decision concerning the issuance of waivers or authorizationsin cases when medical standards are not fully met. The ICAO recommendationremains open.

4.3.11 a) Action proposed by State. With respect to the need for the GCAA to ensure thatdesignated medical examiners are appropriately trained in aviation medicine, theGCAA indicated that, since 1995, two medical examiners have been sponsored foran extensive training in aviation medicine and have been designated to conduct

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medical examinations for the fitness of applicants for licences and ratings.Furthermore, familiarization flights and visits for designated medical examiners willbe arranged within six months of acceptance of the AIP for them to observe andacquaint themselves with the environments in which licence holders carry out theirduties. Moreover, a medical board comprising physicians experienced in the practiceof aviation medicine will be established by 31 March 2000 to assist in the evaluationof medical reports submitted to the GCAA.

b) Validation of action proposed. The assessment of the medical fitness of Gambianlicence holders is carried out by designated medical examiners in Banjul or abroad,which are already designated by a foreign authority. After a medical examinationhas been performed, a medical certificate is directly issued by the medical examiner,and a report of medical fitness must be sent to the GCAA. A procedure andrequirements for the designation of medical examiners have been established by theGCAA, which includes a requirement for the designated medical examiners to havea background in aviation medicine. However, their designation does not contain thescope of authority given to them in terms of classes of medical assessment andissuance of waiver, and the issuance of waivers rests actually with the GCAA. TheGCAA carry out an annual routine inspection of all medical examiners locatedabroad by its personnel licensing officers. However, the GCAA does not employ amedical adviser to conduct these inspections and ensure consistency and reliabilityof the medical equipment used by the designated medical examiners. The ICAOrecommendation remains open.

4.3.12 a) Action proposed by State. With respect to the lack of established procedures toinform applicants of the requirements for the various licences and ratings, theGCAA indicated that requirements for licences are provided in Regulation 22 andSchedule 8, Part A of the GCARs of 1999 and that the GCAA has developedappropriate application forms for licences which solicit information relating to age,knowledge, experience, skills and medical fitness from the applicant.

b) Validation of action proposed. The GCAA has established a set of applicationforms to inform the applicants of the requirements for the Gambian licences andratings. These new application forms require the applicant to provide all relevantinformation concerning age, knowledge, experience, skills and medical fitness. TheICAO recommendation has been complied with.

4.3.13 a) Action proposed by State. Concerning the need for the GCAA to developprocedures for processing applications, evaluating experience and checkingexamination results in order to establish whether applicants have fulfilled therequirements for the issuance of licences and ratings, the GCAA indicated that aconsultation process with the industry will be started by December 1999 in order toestablish relevant procedures as well as procedures for appealing GCAAenforcement actions. The procedures, once established, will be published as aninformation circular by 30 June 2000 and will be incorporated in the overallamendments to the GCARs by the year 2001.

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b) Validation of action proposed. The GCAA Inspector’s Handbook contains theprocedure for processing applications for licences and ratings as well as theresponsibilities of personnel licensing officers for the evaluation of the content ofthe applications before the issuance or renewal of a licence. Areas reviewed are theevaluation of the experience, competency, recency and medical examination of theapplicant. The appeal process is provided in the Act, and the procedure is alsodescribed in GCARs. The ICAO recommendation has been complied with.

4.3.14 a) Action proposed by State. Concerning the need for the GCAA to establish a systemfor closing personnel files and records, archiving closed files and ensuring theirsecurity, the GCAA indicated that such a system has already been established andthe Inspector’s Handbook has been amended accordingly.

b) Validation of action proposed. The GCAA has established an appropriate andsecured system for closing and archiving personnel files. The Inspector’s Handbook,Chapter 3, Volume II outlines the system, which consists of an initial preparationof a file for each Gambian licence holder. This file contains presently all theinformation concerning the licence holder, such as experience, qualifications,recency, competency, application forms filed by the applicant and administrativecorrespondence. These records are contained in a secured file cabinet located in thePersonnel Licensing Office, and limited access is provided. Furthermore, all relevantinformation is stored in a computer dedicated only to personnel licensing. The ICAOrecommendation has been complied with.

4.3.15 a) Action proposed by State. With respect to the need to ensure that all licencesissued by the GCAA conform to the specifications provided for in Annex 1,Chapter 5, the GCAA indicated that, presently, the GCAA does not issue licencesand that a licensing system has been put in place for the issuance of licences to bebased on specifications of ICAO Annex 1, Chapter 5. The GCAA also indicated thatit is in the process of procuring licence covers and the appropriate securitystationary. Office equipment is also in place, and computer software has beeninstalled. The GCAA indicated that the system is expected to become fullyoperational by 31 December 1999.

b) Validation of action proposed. The GCAA has established a new system to processthe issuance of all licences electronically. All licences issued by the GCAA nowcomply with the specifications provided for in Annex 1. The ICAO recommendationhas been complied with.

4.3.16 a) Action proposed by State. Concerning the need for the GCAA to establish a systemfor the certification and inspection of aviation training centres, the GCAA indicatedthat there are currently no such training centres in the Gambia. However, a systemfor the certification of such training centres has been established in the Inspector’sHandbook, Volume VII, Chapter 2. Furthermore, the GCAA indicated that it willdevelop a system for the assessment of the quality of training received in foreigntraining centres by 31 June 2000.

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b) Validation of action proposed. Currently, no aviation training centres have beenestablished in the Gambia, and Gambian nationals receive their training in foreigntraining centres. The GCAA has established a system for the approval of thesetraining centres and also for the designation of instructors to conduct training ofGambian licence holders. The GCARs, Chapter 7 require prior authorization oftraining centres were Gambian licence holders may carry out their training. A priorinspection is carried out for the assessment of facilities of the training centreaccording to the procedures contained in the GCAA Inspector’s Handbook. Initialinspections of foreign training centres are coordinated with the CAA of the Statewhere the training centre is located in order to coordinate the inspection and assessthe certification of the training centre by its own authority, as well as its continuingsurveillance. The Inspector’s Handbook, Chapter 7 contains the criteria for thedesignation, minimum qualifications and competency for being appointed as aninstructor. The GCAA is attempting to ensure the quality of the training providedto flight crew members by these training centres; however, it has not yet establisheda method for the assessment of the quality of training received by Gambian licenceholders and Gambian citizens in foreign training centres. Furthermore, the GCAAdoes not employ an experienced instructor/examiner to carry out this assessment andanalysis of the quality of training provided for flight and cabin crew members. TheICAO recommendation remains open.

4.3.17 a) Action proposed by State. With respect to the establishment of procedures andrequirements for the issuance of Gambian licences and ratings on the basis oflicences and ratings issued by other Contracting States, the GCAA indicated thatthese procedures are being established and will be implemented by an informationcircular by 31 July 1999, including the system for the verification of the authenticityof documents presented by applicants.

b) Validation of action proposed. The GCAA has established requirements andprocedures for the processing and issuance of Gambian licences and ratings on thebasis of licences issued by other Contracting States, which includes the completionof an application form by the applicant with the relevant information. Theprocedures require the personnel licensing officer to contact the CAA of the Statewhich has issued the original licence to ensure its authenticity and validity, as wellas its compliance with Annex 1. The validity of the foreign licence needs to beestablished before the application for a Gambian licence, and the GCAA does notissue a validation if the original licence does not comply with Annex 1 requirements.Additional examinations may be conducted as required by the GCAA, and anaviation law examination is carried out. However, the GCAA has not yet publishedthese requirements in its national AIP. The ICAO recommendation remains open.

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4.4 Aircraft operations certification and supervision

4.4.1 a) Action proposed by State. Concerning the need for the GCAA to establish a systemto ensure the compliance of all AOC holders to the GCARs, the GCAA indicatedthat, as a matter of policy, it will carry out the re-certification of all its operators onthe basis of the newly promulgated GCARs. Re-certification of operators is expectedto start on 1 August 1999 following the publication of the new GCARs.

b) Validation of action proposed. The GCAA has established a system for thecertification and continued surveillance of air operators consisting of newregulations, comprehensive procedures and a new operations division within theFSSD which is in charge of the certification and surveillance of air operators. TheGCAA has recruited an additional flight operations inspector and providedappropriate training to the existing technical staff. The GCARs require the operatorto hold a valid AOC and establishes a certification process, which is divided intofive steps, whereby both operations and airworthiness inspectors are involved in theacceptance, assessment and approval of operators’ procedures and manuals, such asthe operations manual, MEL, training programme, training manual and maintenancecontrol manual. A demonstration phase allows the GCAA inspectors to assess thecapability of the operator in aircraft operations and maintenance matters. The GCAAhas developed a formal inspector handbook for the certification and surveillance ofaircraft operations. Furthermore, two pamphlets and a set of forms have beendeveloped, which contain all information relating to these processes. Surveillanceactivities include regular and comprehensive follow-up inspections of air operatorfacilities, station facilities, base of operations, aircraft files and documentation, crewscheduling, flight planning and dispatching, as well as records of training carried outby crew members employed by AOC holders. Moreover, the GCAA has launcheda programme of ramp inspections of all operators and aircraft transiting throughBanjul International Airport. The GCAA has established an in-flight inspectionsprogramme for its operators; however, it does not employ an experienced pilot asflight operations inspector to carry out en-route inspections of Gambian AOCholders. These inspections are presently carried out, on behalf of the GCAA, byGhanaian flight operations inspectors under an agreement between Ghana andGambia CAAs. The GCAA does not delegate any tasks or functions related to theinspection or surveillance of its operators, such as routine en-route inspections,competency checks and instruments ratings checks. The appropriate delegation ofsome of these functions and tasks would improve the continuing surveillance of theoperators, mainly in the maintenance of crew competency. The role of the GCAAwith respect to enforcement actions is specified in the Act of 1999 as well as in thenew Act and the GCARs. The procedures to be followed in case where deficienciesare found are clearly defined and may consist of a recommendation, or even thesuspension of privileges relating to a licence or certificate, depending on theviolation. The GCAA is seeking to improve its own capability in the process ofcertification and surveillance of operators, with respect to the evaluation and controlof flight crew competency and training programmes as well as in-flight inspections,by recruiting an experience pilot instructor/examiner in addition to more intensive

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in-flight training to be provided to the existing operations inspectors. The GCAAexpects to comply with ICAO recommendation by 31 December 2003. The ICAOrecommendation remains open.

4.4.2 a) Action proposed by State. With respect to the content of the operations manual, theGCAA indicated that a circular will be issued to all operators requesting them tocomply with Annex 6 requirements, such as accident prevention and a flight safetyprogramme, training manuals and training related to the safe transport of dangerousgoods by air, security and human performance, and that the revised items publishedin the information circular will be incorporated in the Inspector’s Handbook by 30June 2000.

b) Validation of action proposed. The GCARs require that operators prepare anoperations manual in conformance with the provisions of ICAO Annex 6, Part I andprovide an updated copy to the GCAA, including revisions. However, the mostrecent ICAO amendments to Annex 6, Part I, relating to the content of the operator’soperations manual, have not yet been introduced in the GCARs and are still pendingto the formal adoption of the Act and the new GCARs. The GCAA expects tocomply with the ICAO recommendation by 30 June 2003. The ICAOrecommendation remains open.

4.4.3 a) Action proposed by State. With respect to the development of procedures relatedto the approval of specific aircraft equipment and operations procedures, the GCAAindicated that, with the help of Ghana CAA under an MOU signed between the twoStates, the GCAA will develop the appropriate processes and documentation as wellas a system for the recording of such approvals in the Inspector's Handbook by31 December 1999.

b) Validation of action proposed. The GCAA has developed appropriate processes,regulations and procedures for the issuance of approvals to conduct some specialoperations listed by the GCARs, such as extended twin-engine operation (ETOPS)and precision approach (Category (CAT) II and CAT III). With respect to ETOPS,the GCARs establish a threshold time beyond which the twin-engine operationsneed to be approved by the GCAA, and a process for the certification of theseoperations is already established by the GCAA including the coordination of tasksbetween the three divisions of the FSSD (Operations, Licensing and Airworthiness).In practice, the GCAA has not yet exercised its ability to issue such approvals to anoperator and to evaluate all the tasks related to the surveillance of off-shoreoperations and grant the necessary approvals and authorizations, and finally toestablish a comprehensive system to record all approvals, permissions, variationsand exemptions allowed by the GCARs. The ICAO recommendation remains open.

4.4.4 a) Action proposed by State. With respect to the surveillance of aircraft leasingoperations, the GCAA indicated that the frequency of surveillance will be increased,and in some cases, inspectors may be attached to the operator for a given period.Furthermore, the Gambia will ensure the ratification of Article 83 bis by

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31 December 1999, which should allow for the transfer of some or all surveillancetasks.

b) Validation of action proposed. The GCARs require all Gambian AOC holders toreceive prior approval by the GCAA for all leasing arrangements. A system has beenestablished which now includes requirements, procedures and assessment of theoperators’ methods and documentation before granting approval of leasingarrangements. Operations specifications are now issued by the GCAA which specifythe responsibilities of the operators in the areas of crew licensing and training, flightplanning and conducting, aircraft maintenance and airworthiness when the leasingarrangements are acceptable. During routine or scheduled inspections, the GCAAinspectors pay special attention to the control of the files and documents concerningleasing operations. The ICAO recommendation has been complied with.

4.5 Airworthiness of aircraft

4.5.1 a) Action proposed by State. With respect to the need for the GCAA to develop asystem to receive information on faults, malfunctions and defect reporting, theGCAA indicated that a notice to operators on the Service Difficulty ReportingSystem (SDRS) will be published as an airworthiness notice by 30 June 1999 andthat such a system will also be described in the Air Transport Operators Inspector’sHandbook and the Airworthiness Inspector’s Handbook by 31 December 1999.Furthermore, the contents reflected on this subject will be made part of therequirements of the GCARs by 31 December 2001.

b) Validation of action proposed. The GCAA has developed a system implementingthe overhaul continuing airworthiness requirements applicable to Gambianregistered aircraft, the transmission of faults and defects to the organizationresponsible for the type design of the aircraft, and also the mandatory reporting ofdefects to the GCAA. The reporting requirements have been included in the GCARs,Section 5.5.1, and the procedures and guidance material have been included in theAirworthiness Inspector’s Handbook (GCAA Order No. 4), supported by a servicereporting form (FSS-AIR-FORM 025). The ICAO recommendation has beencomplied with.

4.5.2 a) Action proposed by State. With respect to the need for the GCAA to develop acomprehensive airworthiness code, the GCAA indicated its intention to adopt theJoint Aviation Requirements (JARs) as its national airworthiness code and that anorder has already been placed for all of the relevant JAR documents dealing with theairworthiness code. The GCAA expects to receive the materials by May 1999 andprogressively implement the entire system in order to convert the current licences,approvals and certificates, and to ensure continued airworthiness of aircraft on itsregister on this basis by 31 December 2001.

b) Validation of action proposed. The GCAA started implementing its action plan byinitially preparing for the adoption of the JAR airworthiness code. However, after

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careful consideration, the GCAA decided to start developing its own airworthinesscode, since it is not a manufacturing State and does not validate type certificatesissued by other Contracting States but only recognizes type certificates issued by theUnited States Federal Aviation Administration (FAA) and the United Kingdom CivilAviation Authority (UK CAA). The GCAA has developed airworthiness regulationsbased on the ICAO model regulations and supplemented by the incorporation ofImplementing Standards based on ICAO guidance material and FAA and UK CAApractices. The regulations specify that the Gambia does not validate, but onlyaccepts, type certificates issued by these two States. Furthermore, the GCAA hasissued a notice that supports the regulations stating that only aircraft which havebeen issued a UK CAA or FAA type certificate are permitted to be operated incommercial operations in the Gambia. In all cases, the applicant for a Gambiancertificate of airworthiness must show compliance with the appropriate originalairworthiness code. The GCARs require noise certification as per ICAO Annex 16,and the FSSD does not validate but grants its own noise-level certificates. Thedevelopment and the implementation of the Gambia airworthiness code system arestill ongoing. The GCAA expects to comply with ICAO recommendation by the endof December 2003. The ICAO recommendation remains open.

4.5.3 a) Action proposed by State. With respect to the need for the GCAA to developrequirements for the approval of modifications and major repairs, the GCAAindicated that the requirements will be developed and that the GCAA is studyingairworthiness requirements for the approval of modifications and major repairs tobe completed by 31 July 1999. The GCAA expects to issue these requirements by30 June 2000.

b) Validation of action proposed. The GCAA has developed requirements for theapproval of aircraft modifications and repairs, which are included in the GCARs,Sections 5.7.1.1 and 5.0.8.1, and specific procedures are now contained in theAirworthiness Inspector's Handbook (GCAA Order No. 4). Furthermore, AMOs arerequired to submit and obtain a prior approval for major modifications and repairs.Since the GCAA only recognizes the type certificates issued by the UK CAA or theFAA, the GCAA only recognizes modifications approved by these two civil aviationauthorities prior to issuing its own approval. The review of various aircraft files alsoindicated a close coordination between the GCAA and the UK CAA and FAA whenapproving major modifications. The ICAO recommendation has been compliedwith.

4.5.4 a) Action proposed by State. With respect to the lack of implementation of therequirements for mass and balance re-weighing, the GCAA indicated that operators’attention will be drawn, by June 1999, to mass and balance requirements forre-weighing to be accomplished once major repairs or modifications have beencarried out, or when there is a significant change in the basic weight of the aircraft,or when a certificate of airworthiness is validated. The GCAA also indicated that,by 31 August 1999, it will have this present regulation re-written and that, by30 June 2001, it will amend the GCARs to incorporate the above requirements.

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b) Validation of action proposed. The Gambia has implemented the requirements forperiodic aircraft mass and balance reporting to be carried out each thirty-six months,or at the time of renewal of the certificate of airworthiness, or as required after majormodifications (GCARs, Section 8.6.2.1.7 refers). The accuracy and calibration statusof the mass and balance equipment is also required to be verified by the operatorsas outlined in GCAA Order No. 4. The ICAO recommendation has been compliedwith.

4.5.5 a) Action proposed by State. With respect to the need for the GCAA to assessmandatory airworthiness information issued by the organization responsible of theaircraft design, the GCAA indicated that an immediate follow-up on airworthinessdirectives compliance status will be carried out and that compliance with repetitiveairworthiness directives will be monitored during routine surveillance inspections.

b) Validation of action proposed. The GCAA has implemented a system for theadoption of the continuing airworthiness information from the State of Design andhas developed requirements (GCARs, Section 5.4.1.9 refers) and applicableprocedures (Airworthiness Inspector’s Handbook (GCAA Order No. 4). Operatorsand owners of the Gambian registered aircraft are now required to subscribe toreceive the information directly from the manufacturer of the aeronautical productor the State of Design. Currently, the GCAA is subscribed to receive continuingairworthiness information directly from the aircraft manufacturer and the State ofDesign. Compliance of operators concerning repetitive airworthiness directivesinspections is also verified by the GCAA by the following means: spot checks, usingthe monthly reports prepared by the operators and AMOs; scheduled inspectionscarried out within the continued surveillance by the GCAA; and annual inspectionsfor the renewal of AMO approvals or the renewal of the certificate of airworthiness.A follow-up on implementation of any airworthiness directives for each individualaircraft is carried out directly by the airworthiness inspectors using the specificaircraft file. The ICAO recommendation has been complied with.

4.5.6 a) Action proposed by State. With respect to the need for the GCAA to require thatmaintenance procedures manuals be submitted to the State Authority and reviewedprior to the certification of an AMO, the GCAA indicated that a notice will be issuedby May 1999 to all maintenance organizations looking after Gambian registeredaircraft requiring them to resubmit their maintenance organizations’ proceduresmanuals for review and approval. The GCAA also indicated that all AMOs will bere-certified by 31 August 2001.

b) Validation of action proposed. The GCAA has established a system for theapproval of AMOs comprising regulations, approval and surveillance procedures,and an annual surveillance programme of these organizations. Requirements forsubmitting a maintenance procedures manual to the GCAA for approval arecontained in the GCARs, Section 6.2.1.1, and the requirements for the necessaryfacilities, record keeping and availability of technical data are contained inSections 6.5.1.7 and 6.5.1.8. Procedures and guidance to issue an AMO approval,

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review the maintenance procedures manual and carry out AMO surveillance aredetailed in the Implementing Standards and the Airworthiness Inspector’s Handbook(GCAA Order No.4), which are supported by form FSS-AMO-AP 001. An AMOapproval is granted on an annual basis, and the AMOs are required to send theGCAA a monthly status report of the maintenance work carried out. For thecontinuing surveillance of maintenance organizations approved by other States, theGCAA conducts its own monitoring and frequent inspections of these organizationsand reviews the results of inspections carried out by the foreign authority where theAMO is located. The ICAO recommendation has been complied with.

4.5.7 a) Action proposed by State. With respect to the need to establish criteria for thedesignation of personnel authorized to sign an maintenance release, the GCAAindicated that, by 15 May 1999, operators will be informed about the adoption ofJAR-145 as part of the GCARs for this area and that the requirements for certifyingstaff to release aircraft above 5 700 kg will be based on JAR-145. The finalimplementation of the action plan relating to this aspect is expected by the end ofJune 2004.

b) Validation of action proposed. The GCAA has incorporated the requirements forthe certification of air operators and AMOs in the GCARs, Parts 6 and 9. Operatorsare required to establish a maintenance control manual, and both operators andAMOs are required to establish procedures and criteria for the designation oftechnical staff authorized to sign a maintenance release. The GCAA has alsoincorporated the Implementing Standards in the GCARs, Part 6, and procedures arecontained in the Airworthiness Inspector’s Handbook (GCAA Order No. 4),including methods and minimum qualifications for the certification of thesedesignated personnel. The ICAO recommendation has been complied with.

4.5.8 a) Action proposed by State. Concerning the need for the GCAA to carry outcontinuing surveillance of AMOs, the GCAA indicated that, by 30 November 1999,the operations and airworthiness handbooks will be amended to include inspectionsof maintenance organizations at least three times a year and that, by June 2001, theGCARs will also be amended accordingly.

b) Validation of action proposed. Part 6 of the GCARs contains detailed requirementsfor the issuance of approvals of maintenance organizations and the general operatingrules of an AMO. The whole process, including the designation of an accountablemanager, specific operating provisions, certification, housing and facilities' reviewand independent quality system requirements, is detailed in the GCARs, Section6.3.1. The Airworthiness Inspector’s Handbook (GCAA Order No. 4) and the AMOinspection form FSS-AIR-002 and checklists provide the work procedures. Anairworthiness of aircraft status report is sent by the operator to the GCAA on amonthly basis, and the operator also provides a certificate of maintenance reviewdetailing the maintenance tasks carried out during the month. An annual scheduleof inspections is formally approved by the Director General and distributed tooperators. In addition to these scheduled inspections, spot controls and inspections

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are also carried out for the annual renewal of certificates and approvals of the AMO.Concerning the enforcement aspects, operators are advised by the GCAA in case thata recommendation or remedial action is needed, and a follow-up action is carried outby the GCAA, which may lead to the suspension, limitation or revocation of thecertificate, licence or approval, depending on the violation. The ICAOrecommendation has been complied with.

4.5.9 a) Action proposed by State. Concerning the need for the GCAA to developregulatory requirements and procedures for the approval of operators’ maintenancereliability programmes, the GCAA indicated that provisions will be inserted in theGCARs requiring operators to establish, for approval by the GCAA, an on-goingcondition monitoring and reliability programme descriptions for aircraft systems,components and powerplants. The GCAA further indicated that, by30 November 1999, the necessary procedures will be reflected in the operations andairworthiness handbooks and circulated to the operators. Furthermore, operators willbe notified, by the end of February 2000, about the regulatory requirements for theestablishment of a reliability and condition monitoring programme, descriptions foraircraft systems components and powerplant to be approved by the GCAA.

b) Validation of action proposed. Section 9.4.1.12 of the GCARs requires operatorsto establish a maintenance reliability programme, and the Airworthiness Inspector’sHandbook (GCAA Order No. 4) contains provisions for the monitoring proceduresof maintenance reliability programmes established by operators. The GCAA has alsoestablished and implemented a training programme for the airworthiness inspectorsfor these tasks. Currently, air operators in the Gambia are operating a small fleet ofaircraft that are not using a reliability centered maintenance approach and, therefore,are not required to establish a complex reliability programme but to use a proactivesystem established in their maintenance control manuals and maintenanceprogramme for scheduling and monitoring the status of aircraft components, whichis also approved and monitored by the GCAA. The ICAO recommendation has beencomplied with.

4.5.10 a) Action proposed by State. With respect to the need for the GCAA to developrequirements for continuing structural integrity programmes and maintenanceprogramme escalations, the GCAA indicated that operators will be immediatelynotified, through a notice, of the requirement to consult the GCAA before theextension of maintenance action/tasks and intervals, continuing structural integrity,procedure for changes or deviation and condition monitoring and reliabilityprogramme descriptions for aircraft systems, components and powerplants and thatthe GCAA will conduct an inspection on this by 30 September 1999. Furthermore,a follow-up inspection on records held at maintenance bases will be conductedduring and when both certificate of airworthiness inspections and C checks are due,to verify whether operators are escalating maintenance intervals in violation of theregulations.

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b) Validation of action proposed. Section 9.4.1.12 of the GCARs contains therequirements for the approval of maintenance programmes as well as requirementsconcerning continuing structural integrity programme. The GCAA has developedprocedures for granting escalations in the Implementing Standards and in theAirworthiness Inspector’s Handbook (GCAA Order No. 4), in addition to theirintroduction in the specific operating provisions for the AOC holder. Wheninspections are carried out by foreign maintenance organizations, the GCAAmonitors the status of aircraft airworthiness by receiving a monthly report detailingall tasks and maintenance performed on each aircraft. All maintenance programmesapproved for the Gambian registered aircraft include a corrosion prevention controlprogramme, if applicable. The ICAO recommendation has been complied with.

4.5.11 a) Action proposed by State. With respect to the requirements for operators toestablish a MEL approved by the GCAA, the GCAA indicated that, by31 October 1999, it will order the master minimum equipment list (MMEL) ofaircraft from manufacturers and that, by 30 June 2000, it will develop regulations toinclude requirements for the use of the updated amendment version of the MMEL.

b) Validation of action proposed. The Gambian AOC holders are required byregulations (GCARs, Section 9.3.1.12 refers) to prepare a MEL based on theMMEL. Operators are also required to establish, during the certification process,procedures for deferred defects in their maintenance control manual, and these arealso included as part of the specific operating provisions in the certification package.Furthermore, the GCAA requires operators to define deferred defects procedures formaintenance record keeping. The Airworthiness Inspector’s Handbook (GCAAOrder No. 4) contains guidance for the approval of MELs as part of the airoperators’ certification and surveillance process. The technical library of the GCAAcontains the MMEL and approved MELs. The ICAO recommendation has beencomplied with.

4.5.12 a) Action proposed by State. With respect to the surveillance of off-shore operators,the GCAA indicated that, starting July 1999, the re-certification process for all airoperators for the issuance of new AOCs will be carried out. The GCAA alsoindicated that it has now sent two of its aviation safety inspectors to the off-shoreoperator to check aircraft technical records and conduct a detailed inspection. Allpublic transport aircraft operators will be notified about the decision to set up are-certification team by 30 June 1999.

b) Validation of action proposed. The GCAA has reviewed the GCARs applicable toairworthiness and maintenance of aircraft and has introduced additional requirementsin the operators’ maintenance programmes. Air operators are now required todemonstrate their capacity in various areas, and when the GCAA is satisfied, itissues authorizations in terms of specific operating provisions attached to the AOCs.All the relevant information regarding the continuing airworthiness of aircraft is nowkept by the GCAA in the technical library and monitored by the airworthinessinspectors, including the structural integrity programme. As the Gambia has chosen

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to issue its own certificate of airworthiness instead of validating those issued byother States, the GCAA has established guidance relating to tasks to be carried out,as well as detailed procedures, inspections forms and checklists. These proceduresrequire the airworthiness inspectors to abide more efficiently to the GCARs,Sections 5.5.1.2, 5.5.1.3 and 9.4.1.3 for the requirements relating to the issuing andrenewal of the certificate of airworthiness, and the GCARs, Section 5.4.1.8 alsorequires the applicant for a certificate of airworthiness to provide a proof ofcompliance with the appropriate airworthiness requirements. The aircraft registrationis carried out in accordance with ICAO Annex 7, and the aircraft history and detailsare properly recorded on hard and soft copies. The GCAA also launched the re-certification of all the Gambian AOC holders and aircraft maintenance organizationson the basis of the new GCARs and associated Implementing Standards. The GCAAhas resumed better control over the certification and continued surveillance ofGambia-licensed engineers, as well as the continuing airworthiness status of aircraftthrough more frequent inspections, including abroad for off-shore operations, andalso by requiring operators to show compliance of the control of maintenance oftheir fleet to the GCARs and to keep records as per ICAO SARPs. The ICAOrecommendation has been complied with.

4.5.13 a) Action proposed by State. Concerning the need for the GCAA to establish acomprehensive technical library, the GCAA indicated that, by 31 October 1999, itwill start building new premises for the GCAA within which there shall be atechnical library for the FSSD to house the described technical documents solely forsafety oversight surveillance activities. The GCAA also indicated that immediatelyafter the ICAO audit in March 1999, orders were placed for purchases of theidentified documents and that a technical librarian will be employed and trained by30 June 2000 to manage the library.

b) Validation of action proposed. The GCAA has relocated the FSSD into newpremises inside the Banjul International Airport. A central library has beenestablished and is managed by a well-trained librarian, who has also the authorityto order and acquire all relevant and necessary documentation from ICAO, theInternational Air Transport Association (IATA) and the industry. This library is alsofurnished with the relevant Gambia civil aviation laws and regulations, currentICAO documentation, all the design organizations documentation, as well asoperators and aircraft maintenance organizations manuals, such as operationsmanuals, maintenance programmes for different aircraft and maintenance proceduresmanuals. The aviation safety inspectors are issued a full set of ICAO Annexes andmay access the manufacturers material with a CD-ROM or directly on the Internet.The ICAO recommendation has been complied with.

4.5.14 a) Action proposed by State. With respect to the need for the GCAA to revise itsregulations relating to airworthiness, the GCAA indicated that, by 31 October 1999,the short-falls in the regulations will be prepared by the GCAA.

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b) Validation of action proposed. The GCAA has drafted new regulations applicableto airworthiness, and all issues listed in the ICAO recommendation related toairworthiness of aircraft have now been addressed and included in the new GCARs.Furthermore, most of the issues of the recommendation have been addressed by aDirector General order and supplemented by relevant detailed procedures in theAirworthiness Inspector’s Handbook (GCAA Order No. 4), ImplementingStandards, inspections forms and checklists. However, the formal implementationof the new regulations is pending to the adoption of the new Act by the Parliament.Although few of these new drafted regulations are not yet supported by writtenprocedures, the development of procedures is still ongoing and should be finalizedafter the final adoption of the legislative framework. In fact, some of therequirements are already applied as industry practice. The GCAA has established asystem for the follow-up of sub-contracted work, which is monitored through thequality assurance programme of the operator and required as part of the air operatordemonstrated capabilities in the certification process. The required inspectors’minimum qualifications, skills, academic and experience requirements are found inthe Schemes of Services Handbook, along with the job specifications and trainingprogramme for career development. Each personnel file contains a summary of thehistory of the training undergone, including initial, recurrent and specializedtraining, such as aircraft type training courses. As such, only airworthinessinspectors among the technical staff of the FSSD are entitled to issue and sign aflight permit. The GCARs require that an accident investigation be carried out inaccordance with ICAO Annex 13, and the GCAA has trained its personnel to theinvestigations techniques. However, internal procedures have not yet beenelaborated to provide guidance and organizational procedures to the accidentinvestigation commission. The ICAO recommendation remains open.

5. UPDATE ON DEPARTURES FROM ICAO SARPs

During the audit follow-up mission, an updated list on the status of implementation anddifferences existing between the national regulations and Annexes 1, 6 and 8 SARPs and/or SARPs notimplemented was not provided to the audit follow-up team. As such, the Gambia is urged to conduct athorough review of its national legislation and regulations and to notify ICAO of any differences as requiredunder Article 38 of the Chicago Convention.

6. AUDIT FINDINGS AND DIFFERENCES DATABASE (AFDD)

6.1 The general objective of the AFDD is to assist States in identifying the elements that needattention in the implementation of the proposed corrective action plan. The information is also intended toassist States in establishing a priority of actions to be taken to resolve safety concerns identified by the audits.The appendix to this report contains a graphic representation of the lack of effective implementation of thecritical elements of safety oversight (ICAO Doc 9734 refers) in the Gambia and at a global level. The graphicrepresentation of the State level depicts the situation during the initial audit and the situation at the time ofthe audit follow-up mission. The graphic representation will enable the Gambia to prioritize the necessary

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corrective actions and to identify assistance requirements based on its personnel, technical and financialcapabilities in consideration of its safety oversight obligations.

6.2 As indicated in paragraph 1.2 above, the scope of the audit follow-up mission was limitedto validating the progress made in the implementation of the State’s corrective action plan and did notconstitute an audit as described in ICAO Doc 9735. The graphic representation of the situation in the Stateat the time of the audit follow-up mission, as contained in the appendix to this report, is similarly limited toreflecting the progress made in implementing the ICAO recommendations made during the initial audit anddoes not purport to depict a current comprehensive evaluation of all aspects of a State’s safety oversightsystem. Considering the mandate for ICAO audit follow-up missions and the time available to conduct suchmissions, it is possible that some safety concerns may exist in the State which are not covered in this reportor reflected in the appendix.

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SUMMARY REPORT ON THE SAFETY OVERSIGHT...

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