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AIR TRANSPORT AACO
Whatever AACOrsquos executive committee was planning for this yearrsquos annual general meeting(AGM) their agenda has been torn asunder by two catastrophic events still gripping the airlineindustry
Malaysia Airlines cruelly bore the brunt of both disasters ndash the loss literally of MH370 in Marchand the shooting down of MH17 in July ndash but all aviation stakeholders now face the grave responsibilityof plugging safety gaps and improving regulatory protocols No region is more burdened with thiscollective duty than the Middle East whose fast-expanding airlines operate in the most volatile of neighbourhoods
At the same time though more familiar concerns still weigh heavily on the regionrsquos airlines InEuropean capitals increasingly protectionist measures are being called on to fight Gulf competition inArab capitals the 2004 Damascus Convention is falling well short of its promise to liberalise MiddleEastern skies
For Abdul Wahab Teffaha the long-standing secretary general of AACO cramming everything intothree days of meetings will be no easy task But one starting point for the discussions which begin onNovember 18 could be separating the commercial interests of AACOrsquos members from the overarchingresponsibilities of regional governments
ldquoWe cannot deny the sovereignty of countries to rule their airspace This is one of thefundamental pillars of the Chicago Conventionrdquo Teffaha said diving headfirst into the
Member airlines will have plenty on
their mind as the Arab Air Carriers
Organisation (AACO) convenes its
annual meeting in Dubai this November
Secretary general Abdul Wahab Teffaha
discusses the big issues with Martin Rivers
CORRIDORS OFUNCERTAINTY
Continued
on Page 22
AACOAIR TRANSPORT
22
debate over aviation security in conflict zonesldquoAirspace is part and parcel of the sovereignty of countriesrdquo
Although the precise circumstances of theMH17 disaster are contested by some there iswidespread acceptance that on July 17 theaircraft was downed by a surface-to-air missilefired from rebel-held territory in eastern Ukraine
MH17rsquos pilots were flying through a busycommercial air corridor not subject torestrictions operating in full compliance withinternational law and placing faith in the safetyassessments of Ukrainersquos aviation authorities Inhindsight their blind trust now seems misguidedAbout 10 military aircraft had been shot downover the preceding weeks and several Asian andEuropean carriers were already avoiding theregionrsquos airspace
Without seeking to apportion blame it isapparent that the regulatory protocols whichallowed MH17 to embark on its fateful journeywere not mature enough to heed these warningsigns That situation Teffaha said cannot beallowed to recur the bolts must be tightened
ldquoPerhaps ndash I donrsquot know for sure ndash but perhapsthis whole tragedy could have been avoidedrdquo hespeculated ldquoThere is no fool-proof solution butat least there are steps which stakeholders cantake to improve the situation and to minimise therisk of having such a tragedy happen again
Exchange of informationldquoGovernments are the ones that declare airspaceunsafe Associations like AACO will never beable to recommend that airlines use a certaincorridor or not However what associations cando is promote exchange of information
ldquoWhat we lack today is a mechanism toexchange information about the perception of threat and the level of risk that is viewed by oneairline Other airlines are entitled to have thatinformation in order to assess whether the threatis real or notrdquo
Calling for ldquosome sort of a central repositorythat would shoot out notices to airmen(NOTAMs) to all operatorsrdquo he endorsed effortsby the International Civil Aviation Organisation(ICAO) and the International Air TransportAssociation (IATA) to reform airspaceinformation sharing processes
Together with other industry groups ICAOand IATA have established a task force toinvestigate whether the current protocolswhereby airlines are essentially fed regurgitatedintelligence assessment by their domestic civilaviation authorities are fit for purpose
In the case of MH17 this existing frameworkresulted in the same air corridor being deemedsafe by Malaysia Airlines but dangerous by forexample British Airways Did Britainrsquosintelligence agencies know something theMalaysians did not ICAO and IATA mustanswer that question as they work towards amechanism that collects sanitises anddisseminates classified intelligence reports
ldquoAirlines need to have full visibility of theinformation coming from any source to be ableto determine the level of riskrdquo Teffaha reiteratedldquoI cannot say what kind of format this [newregulatory landscape] has to take Irsquom sure IATAis capable of doing this if they have the mandaterdquo
It may well be true that blindsided by theprospect of over-flight revenues Ukrainianauthorities threw caution to the wind and lefttheir airspace open despite the clear and presentdanger of missile attacks
Similar conflicts of interest could conceivablyarise in war-ravaged Middle Eastern nationsSuch concerns were likely to have motivated thedecision by Sir Tim Clark president of EmiratesAirline and chairman of this yearrsquos AGM toswiftly re-route his European flights away fromIraqi airspace in July
MH17 was struck by an advanced BUK missilesystem while flying at 33000 feet Could theultra-extremist terror group IS pose a comparablethreat to aircraft at cruising altitude
ldquoIraqi airspace is under the sovereignty of Iraqso Iraq must declare its airspace open or closedrdquoTeffaha responded ldquoFor all intents and purposesthey have not closed their airspace Some airlinesdecided on their own that they want to avoid itThatrsquos their decision AACO would not interferewith thatrdquo
Instead of worrying about governmentalprotocols that fall outside the industryrsquos purviewTeffaha is focusing on tangible actionablemeasures that will improve information sharingbetween airlines AACO therefore supportsICAO and IATA in their on-going efforts
Exchange of informationJust as the murder of 298 civilians in easternEurope has propelled the industry to act soanother human tragedy that befell MalaysiaAirlines this year is spurring calls for change
On March 8 during a routine flight from KualaLumpur Malaysia to Beijing China MH370seemingly disappeared into thin air Some 239passengers and crew all now presumed deadwere aboard the Boeing 777-200ER ndash the sameaircraft type that would later fall out of the sky inUkraine
Although ldquohuman interventionrdquo was initiallysuspected no wreckage has been found and thelocation of the oceanic crash site remainsdisputed The aircraft quite simply vanished
ldquoItrsquos extremely frustrating Itrsquos already been sixmonths and there is absolutely nothing to indicatewhat was the cause of thisdisappearancerdquo Teffaha sighedldquoUnless you believe in aliens or
It is apparent that the
regulatory protocols
which allowed MH17 to
embark on its fateful
journey were not mature
enough to heed these
warning signs That
situation cannot be
allowed to recur the bolts
must be tightened ABDUL WAHAB TEFFAHA
CONTINUED FROM PAGE 21
Continued
on Page 24
wwwlufthansa-technikcom787 More mobility for the world
Around the clock
No matter what
Our worldwide Total Component Support TCSreg for
your Boeing 787 The success of an aircraftrsquos daily
-
port when needed With decades of experience
spanning hundreds of aircraft Lufthansa Technikrsquos
component team has successfully established an
optimum supply process for 787 operatorsWher-
ever you need us we are happy to be of service
Lufthansa Technik AG marketingsaleslhtdlhde
Call us +49-40-5070-5553
AIR TRANSPORT
24
cross-dimensional universes then itrsquos reallyimportant we solve this mysteryrdquo
The investigation immediately focused on aseries of automatic pings broadcast by MH370 inits final hours Based on an experimental type of analysis by British satellite firm Inmarsatinvestigators were able to map two arcs ndashindicating the radius of possible crash sites ndash thatstretched from the aircraftrsquos last known locationto Kazakhstan in the north and the Indian Oceanin the south Further analysis of the satellitehandshake data appeared to rule out the northerntrajectory
At the time of writing the Australian TransportSafety Bureau the agency overseeing themultinational search effort voiced renewedoptimism that three-dimensional mapping of theseabed would eventually locate the doomed jetSearch vessels have been methodically scouring a23000 square mile primary area
But irrespective of these on-going efforts theloss of a wide-body aircraft carrying hundreds of passengers is an unforgivable stain on theindustryrsquos reputation In response ICAO andIATA have again set up a task force to evaluatemandatory real-time flight tracking solutions ndashsomething that AACO is throwing its weightbehind with one caveat
ldquoNowadays any individual can be trackedthrough his mobile phone so itrsquos really amazingthat this technology is not being used andenforced [in the airline industry]rdquo Teffaha saidldquoWe should not wait until governments agree onsomething I believe if we work together withgovernments other stakeholders manufacturersand technology providers we can move this at afaster pacerdquo
Competitive analysesDespite insisting that cost is no obstacle Teffahaurged IATA to conduct detailed competitiveanalyses of the more than 30 proposals it hasreceived from flight monitoring companiesIndustry-agreed standards must extend to a widerange of manufacturers he stressed in order toldquomake sure that certain stakeholders will not takeadvantage of the situationrdquo
ldquoMy heart goes out to the families of thedisappeared ones Just imagine being in theirshoesrdquo the secretary general added ldquoThis tragedyshould not be repeated and it should not beforgottenrdquo
Amid all the talk of catastrophic hull losses it iseasy to forget that AACO already had its handsfull with more mundane ndash but nonethelesspernicious ndash regulatory problems Europe asalways will feature prominently at the AGM
Global carriers scored a significant victory inApril when the European Union (EU) extendeduntil the end of 2016 the exemption of non-EUflights from its controversial emissions tradingsystem (ETS)
Brussels had previously ldquostopped the clockrdquo onoverseas implementation of the green tax in 2012buckling to threats of a global trade war The new
implementation date coincides with the deadlinefor IATA to finalise detail s of its own market-based carbon offsetting mechanism
But other worrying signs are emerging from thecontinent Last year the European Commissionpublished a consultation paper advocating theresurrection of Regulation 8682004 Thatlegislation was originally designed to shieldEuropean carriers from alleged ldquosubsidisationand unfair pricing practicesrdquo by foreign rivals butwas never implemented due to the difficulty of proving malpractice It could now make acomeback
ldquoWe see a lot of protectionist ideas in thisconsultation paper We have made our feelingsknown to the EUrdquo Teffaha said ldquoItrsquos not only theArab world which is concerned with thisconsultation paper
ldquoThese ideas would be putting the EU in a placewhere it will be confronting the sovereignty of other countries There is no legal entity in theworld that holds the moral high ground foraviation and can give itself the right to dictate toothers what to do We hope that these ideas donot become part of the revamped 868 I am surethat regulators will see reason not to create anunnecessary dispute with other countriesrdquo
A new investigation by the EuropeanCommission into foreign aviation investments ndashincluding Etihad Airwaysrsquo 33 stake inSwitzerlandrsquos Darwin Airline ndash also risksbecoming politicised Regulation 10082008prohibits foreign entities from wielding ldquoeffectivecontrolrdquo over EU air operators but defining suchcontrol is a subjective process
Economic role for aviationAnd traffic rights are yet another bugbear forAACO Teffaha dismissed EU complaints aboutcapacity dumping as grossly exaggerated notingthat Arab airlines account for less than 4 of overall seat capacity in Europe AccusingEuropean carriers of scapegoating Gulf rivals thesecretary general said their problems are ldquohome-grownrdquo and that conditions will improve if EUcapitals ldquoembrace an active economic role foraviation rather than taxing itrdquo
ldquoThe malaise in Europe is because of certainpolicies that are employed by governmentsrdquo hecontinued ldquoThe only thing Arab airlines aredoing is following in the footsteps of KLM AirFrance Swissair Lufthansa British Airways andmany many more They use their main base as ahub for international travel They created thatmodel and we are following in their footstepsrdquo
Likewise Europersquos success in creatingcontinent-wide open skies is another positiveexample for the Middle East to follow though onthis front expectations are muted Despite layingdown the framework for liberalisation in the Arabworld the 2004 Damascus Convention has yet tousher in significant change
The convention came into force in 2007 afterbeing ratified by eight states ndash Jordan LebanonMorocco Oman Palestine Syria Yemen and the
Abdul Wahab TeffahaAfter completing his postgraduate
studies in socioeconomic development
and political sociology Teffaha joined
AACO as an assistant tariff analyst and
gradually rose through the ranks to
become assistant secretary general in
1992
He was promoted to secretary general
in June 1996 and still serves the
association in this capacity today
Throughout his tenure at AACO
Teffaharsquos strategy has focused on the
delivery of specific measurable
attainable relevant and time-bound goals
for member airlines He has spearheaded
joint initiatives in the fields of
distribution ground handling fuel
training and maintenance
Teffaha also leads AACO on all industry-
related issues
CONTINUED FROM PAGE 22
AACO
25
UAE ndash but there have been few noteworthydevelopments ever since Bilateral restrictionsremain the norm in the Arab world particularlywhere local airlines are ill-equipped to fend off regional competition For this reason AACOmainly sees the convention as a ldquotemplaterdquo orldquomoral toolrdquo that can guide states along the pathof liberalisation
Teffaha praised those countries that have madeopen skies declarations singling out the UAEQatar Kuwait Oman and Bahrain Other states areexperimenting with measures that go beyond theconvention he noted citing Saudi Arabiarsquos decisionto allow foreign ownership of new operators
Regulatory reform is always a major theme atAACO annual meetings and this year will be nodifferent As the fastest-growing aviation marketon the planet the Middle East needs to ensurethat its processes and protocols are maturing instep with its traffic growth The benefits of deregulation liberalisation and harmonised airtraffic management must not be overlooked
But in a year dominated by two heart-wrenching wide-body disasters AACOrsquos 47thAGM will prioritise more urgent mattersPreventing any recurrence of MH17 and MH370is the highest form of respect the industry can payto the 537 victims
AVIATION SECURITY
ldquoIt is high time now that we have some kind of system for exchanging
information in real-time information which can enable airlines to decide by
themselves whether they want to fly over certain airspace or avoid it ndash
irrespective of their governmentsrsquo official positions The first step that was
taken by IATA and ICAO is definitely in the right direction but there needs to
be more industry-led movementrdquo
ARAB LIBERALISATION
ldquoThe Damascus Convention represents a moral obligation to states
[showing them] that this is where the region is heading We are much better
off trying to expand the potential of the region rather than laying down
obstacles to market access and strangling the market for short-term gain
The future is liberalisationrdquo
EUROPEAN RELATIONS
ldquoBeing neighbours the norm is to be cooperative There are hiccups of
course but I am sure that wisdom will prevail Europe and the Middle East
have a lot of things to exchange ndash we are exchanging cultures we are
exchanging trade ndash so there is more to gain from being close rather than
from employing short-sighted policies If the wings of the Middle Eastrsquos
expanding airlines are clipped how will that benefit Europerdquo
Teffaharsquos talking points
Cabin Crew Preparatory Course
Covering the following
Safety and emergency
procedures (SEP)
First aid
Introduction to
aviation security
Service excellence
Grooming
Interview skills
and techniques
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 CFM56-5B
CFM56-7 models of engines We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines besides our unparalleled
combination of ex p er ti s e an d
e x pe r i en ce on CFM56 -5A CF6-50
CF6-80 PW405641524158 putting
at your disposal an efficient MRO system
Airmotive Services
ACCL provides a comprehensiverange of cabin safety trainingprograms to meet the requirementsfor cabin crew professionals todayOur training programs are designedto ensure that continuous attentionis given to the safety of passengersand that all crew members areprepared to handle procedures andaddress unforeseen events
ACCL offers a combination oftheoretical and practical training whichis delivered by highly quali1047297edinstructors utilizing our onsite simulatorWe demonstrate and practice dooroperating procedures in normal ampemergency situations Decompressioncabin 1047297re and smoke
ACCL continually reviews aviationregulations and best practices toensure that our core curriculumremains current and our studentsremain informed
V i s i t u s w w w a c c l - u a e a e
E m a i l a d m i n a c c l - u a e a e
o r l i z a c c l - u a e a e
AACOAIR TRANSPORT
22
debate over aviation security in conflict zonesldquoAirspace is part and parcel of the sovereignty of countriesrdquo
Although the precise circumstances of theMH17 disaster are contested by some there iswidespread acceptance that on July 17 theaircraft was downed by a surface-to-air missilefired from rebel-held territory in eastern Ukraine
MH17rsquos pilots were flying through a busycommercial air corridor not subject torestrictions operating in full compliance withinternational law and placing faith in the safetyassessments of Ukrainersquos aviation authorities Inhindsight their blind trust now seems misguidedAbout 10 military aircraft had been shot downover the preceding weeks and several Asian andEuropean carriers were already avoiding theregionrsquos airspace
Without seeking to apportion blame it isapparent that the regulatory protocols whichallowed MH17 to embark on its fateful journeywere not mature enough to heed these warningsigns That situation Teffaha said cannot beallowed to recur the bolts must be tightened
ldquoPerhaps ndash I donrsquot know for sure ndash but perhapsthis whole tragedy could have been avoidedrdquo hespeculated ldquoThere is no fool-proof solution butat least there are steps which stakeholders cantake to improve the situation and to minimise therisk of having such a tragedy happen again
Exchange of informationldquoGovernments are the ones that declare airspaceunsafe Associations like AACO will never beable to recommend that airlines use a certaincorridor or not However what associations cando is promote exchange of information
ldquoWhat we lack today is a mechanism toexchange information about the perception of threat and the level of risk that is viewed by oneairline Other airlines are entitled to have thatinformation in order to assess whether the threatis real or notrdquo
Calling for ldquosome sort of a central repositorythat would shoot out notices to airmen(NOTAMs) to all operatorsrdquo he endorsed effortsby the International Civil Aviation Organisation(ICAO) and the International Air TransportAssociation (IATA) to reform airspaceinformation sharing processes
Together with other industry groups ICAOand IATA have established a task force toinvestigate whether the current protocolswhereby airlines are essentially fed regurgitatedintelligence assessment by their domestic civilaviation authorities are fit for purpose
In the case of MH17 this existing frameworkresulted in the same air corridor being deemedsafe by Malaysia Airlines but dangerous by forexample British Airways Did Britainrsquosintelligence agencies know something theMalaysians did not ICAO and IATA mustanswer that question as they work towards amechanism that collects sanitises anddisseminates classified intelligence reports
ldquoAirlines need to have full visibility of theinformation coming from any source to be ableto determine the level of riskrdquo Teffaha reiteratedldquoI cannot say what kind of format this [newregulatory landscape] has to take Irsquom sure IATAis capable of doing this if they have the mandaterdquo
It may well be true that blindsided by theprospect of over-flight revenues Ukrainianauthorities threw caution to the wind and lefttheir airspace open despite the clear and presentdanger of missile attacks
Similar conflicts of interest could conceivablyarise in war-ravaged Middle Eastern nationsSuch concerns were likely to have motivated thedecision by Sir Tim Clark president of EmiratesAirline and chairman of this yearrsquos AGM toswiftly re-route his European flights away fromIraqi airspace in July
MH17 was struck by an advanced BUK missilesystem while flying at 33000 feet Could theultra-extremist terror group IS pose a comparablethreat to aircraft at cruising altitude
ldquoIraqi airspace is under the sovereignty of Iraqso Iraq must declare its airspace open or closedrdquoTeffaha responded ldquoFor all intents and purposesthey have not closed their airspace Some airlinesdecided on their own that they want to avoid itThatrsquos their decision AACO would not interferewith thatrdquo
Instead of worrying about governmentalprotocols that fall outside the industryrsquos purviewTeffaha is focusing on tangible actionablemeasures that will improve information sharingbetween airlines AACO therefore supportsICAO and IATA in their on-going efforts
Exchange of informationJust as the murder of 298 civilians in easternEurope has propelled the industry to act soanother human tragedy that befell MalaysiaAirlines this year is spurring calls for change
On March 8 during a routine flight from KualaLumpur Malaysia to Beijing China MH370seemingly disappeared into thin air Some 239passengers and crew all now presumed deadwere aboard the Boeing 777-200ER ndash the sameaircraft type that would later fall out of the sky inUkraine
Although ldquohuman interventionrdquo was initiallysuspected no wreckage has been found and thelocation of the oceanic crash site remainsdisputed The aircraft quite simply vanished
ldquoItrsquos extremely frustrating Itrsquos already been sixmonths and there is absolutely nothing to indicatewhat was the cause of thisdisappearancerdquo Teffaha sighedldquoUnless you believe in aliens or
It is apparent that the
regulatory protocols
which allowed MH17 to
embark on its fateful
journey were not mature
enough to heed these
warning signs That
situation cannot be
allowed to recur the bolts
must be tightened ABDUL WAHAB TEFFAHA
CONTINUED FROM PAGE 21
Continued
on Page 24
wwwlufthansa-technikcom787 More mobility for the world
Around the clock
No matter what
Our worldwide Total Component Support TCSreg for
your Boeing 787 The success of an aircraftrsquos daily
-
port when needed With decades of experience
spanning hundreds of aircraft Lufthansa Technikrsquos
component team has successfully established an
optimum supply process for 787 operatorsWher-
ever you need us we are happy to be of service
Lufthansa Technik AG marketingsaleslhtdlhde
Call us +49-40-5070-5553
AIR TRANSPORT
24
cross-dimensional universes then itrsquos reallyimportant we solve this mysteryrdquo
The investigation immediately focused on aseries of automatic pings broadcast by MH370 inits final hours Based on an experimental type of analysis by British satellite firm Inmarsatinvestigators were able to map two arcs ndashindicating the radius of possible crash sites ndash thatstretched from the aircraftrsquos last known locationto Kazakhstan in the north and the Indian Oceanin the south Further analysis of the satellitehandshake data appeared to rule out the northerntrajectory
At the time of writing the Australian TransportSafety Bureau the agency overseeing themultinational search effort voiced renewedoptimism that three-dimensional mapping of theseabed would eventually locate the doomed jetSearch vessels have been methodically scouring a23000 square mile primary area
But irrespective of these on-going efforts theloss of a wide-body aircraft carrying hundreds of passengers is an unforgivable stain on theindustryrsquos reputation In response ICAO andIATA have again set up a task force to evaluatemandatory real-time flight tracking solutions ndashsomething that AACO is throwing its weightbehind with one caveat
ldquoNowadays any individual can be trackedthrough his mobile phone so itrsquos really amazingthat this technology is not being used andenforced [in the airline industry]rdquo Teffaha saidldquoWe should not wait until governments agree onsomething I believe if we work together withgovernments other stakeholders manufacturersand technology providers we can move this at afaster pacerdquo
Competitive analysesDespite insisting that cost is no obstacle Teffahaurged IATA to conduct detailed competitiveanalyses of the more than 30 proposals it hasreceived from flight monitoring companiesIndustry-agreed standards must extend to a widerange of manufacturers he stressed in order toldquomake sure that certain stakeholders will not takeadvantage of the situationrdquo
ldquoMy heart goes out to the families of thedisappeared ones Just imagine being in theirshoesrdquo the secretary general added ldquoThis tragedyshould not be repeated and it should not beforgottenrdquo
Amid all the talk of catastrophic hull losses it iseasy to forget that AACO already had its handsfull with more mundane ndash but nonethelesspernicious ndash regulatory problems Europe asalways will feature prominently at the AGM
Global carriers scored a significant victory inApril when the European Union (EU) extendeduntil the end of 2016 the exemption of non-EUflights from its controversial emissions tradingsystem (ETS)
Brussels had previously ldquostopped the clockrdquo onoverseas implementation of the green tax in 2012buckling to threats of a global trade war The new
implementation date coincides with the deadlinefor IATA to finalise detail s of its own market-based carbon offsetting mechanism
But other worrying signs are emerging from thecontinent Last year the European Commissionpublished a consultation paper advocating theresurrection of Regulation 8682004 Thatlegislation was originally designed to shieldEuropean carriers from alleged ldquosubsidisationand unfair pricing practicesrdquo by foreign rivals butwas never implemented due to the difficulty of proving malpractice It could now make acomeback
ldquoWe see a lot of protectionist ideas in thisconsultation paper We have made our feelingsknown to the EUrdquo Teffaha said ldquoItrsquos not only theArab world which is concerned with thisconsultation paper
ldquoThese ideas would be putting the EU in a placewhere it will be confronting the sovereignty of other countries There is no legal entity in theworld that holds the moral high ground foraviation and can give itself the right to dictate toothers what to do We hope that these ideas donot become part of the revamped 868 I am surethat regulators will see reason not to create anunnecessary dispute with other countriesrdquo
A new investigation by the EuropeanCommission into foreign aviation investments ndashincluding Etihad Airwaysrsquo 33 stake inSwitzerlandrsquos Darwin Airline ndash also risksbecoming politicised Regulation 10082008prohibits foreign entities from wielding ldquoeffectivecontrolrdquo over EU air operators but defining suchcontrol is a subjective process
Economic role for aviationAnd traffic rights are yet another bugbear forAACO Teffaha dismissed EU complaints aboutcapacity dumping as grossly exaggerated notingthat Arab airlines account for less than 4 of overall seat capacity in Europe AccusingEuropean carriers of scapegoating Gulf rivals thesecretary general said their problems are ldquohome-grownrdquo and that conditions will improve if EUcapitals ldquoembrace an active economic role foraviation rather than taxing itrdquo
ldquoThe malaise in Europe is because of certainpolicies that are employed by governmentsrdquo hecontinued ldquoThe only thing Arab airlines aredoing is following in the footsteps of KLM AirFrance Swissair Lufthansa British Airways andmany many more They use their main base as ahub for international travel They created thatmodel and we are following in their footstepsrdquo
Likewise Europersquos success in creatingcontinent-wide open skies is another positiveexample for the Middle East to follow though onthis front expectations are muted Despite layingdown the framework for liberalisation in the Arabworld the 2004 Damascus Convention has yet tousher in significant change
The convention came into force in 2007 afterbeing ratified by eight states ndash Jordan LebanonMorocco Oman Palestine Syria Yemen and the
Abdul Wahab TeffahaAfter completing his postgraduate
studies in socioeconomic development
and political sociology Teffaha joined
AACO as an assistant tariff analyst and
gradually rose through the ranks to
become assistant secretary general in
1992
He was promoted to secretary general
in June 1996 and still serves the
association in this capacity today
Throughout his tenure at AACO
Teffaharsquos strategy has focused on the
delivery of specific measurable
attainable relevant and time-bound goals
for member airlines He has spearheaded
joint initiatives in the fields of
distribution ground handling fuel
training and maintenance
Teffaha also leads AACO on all industry-
related issues
CONTINUED FROM PAGE 22
AACO
25
UAE ndash but there have been few noteworthydevelopments ever since Bilateral restrictionsremain the norm in the Arab world particularlywhere local airlines are ill-equipped to fend off regional competition For this reason AACOmainly sees the convention as a ldquotemplaterdquo orldquomoral toolrdquo that can guide states along the pathof liberalisation
Teffaha praised those countries that have madeopen skies declarations singling out the UAEQatar Kuwait Oman and Bahrain Other states areexperimenting with measures that go beyond theconvention he noted citing Saudi Arabiarsquos decisionto allow foreign ownership of new operators
Regulatory reform is always a major theme atAACO annual meetings and this year will be nodifferent As the fastest-growing aviation marketon the planet the Middle East needs to ensurethat its processes and protocols are maturing instep with its traffic growth The benefits of deregulation liberalisation and harmonised airtraffic management must not be overlooked
But in a year dominated by two heart-wrenching wide-body disasters AACOrsquos 47thAGM will prioritise more urgent mattersPreventing any recurrence of MH17 and MH370is the highest form of respect the industry can payto the 537 victims
AVIATION SECURITY
ldquoIt is high time now that we have some kind of system for exchanging
information in real-time information which can enable airlines to decide by
themselves whether they want to fly over certain airspace or avoid it ndash
irrespective of their governmentsrsquo official positions The first step that was
taken by IATA and ICAO is definitely in the right direction but there needs to
be more industry-led movementrdquo
ARAB LIBERALISATION
ldquoThe Damascus Convention represents a moral obligation to states
[showing them] that this is where the region is heading We are much better
off trying to expand the potential of the region rather than laying down
obstacles to market access and strangling the market for short-term gain
The future is liberalisationrdquo
EUROPEAN RELATIONS
ldquoBeing neighbours the norm is to be cooperative There are hiccups of
course but I am sure that wisdom will prevail Europe and the Middle East
have a lot of things to exchange ndash we are exchanging cultures we are
exchanging trade ndash so there is more to gain from being close rather than
from employing short-sighted policies If the wings of the Middle Eastrsquos
expanding airlines are clipped how will that benefit Europerdquo
Teffaharsquos talking points
Cabin Crew Preparatory Course
Covering the following
Safety and emergency
procedures (SEP)
First aid
Introduction to
aviation security
Service excellence
Grooming
Interview skills
and techniques
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 CFM56-5B
CFM56-7 models of engines We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines besides our unparalleled
combination of ex p er ti s e an d
e x pe r i en ce on CFM56 -5A CF6-50
CF6-80 PW405641524158 putting
at your disposal an efficient MRO system
Airmotive Services
ACCL provides a comprehensiverange of cabin safety trainingprograms to meet the requirementsfor cabin crew professionals todayOur training programs are designedto ensure that continuous attentionis given to the safety of passengersand that all crew members areprepared to handle procedures andaddress unforeseen events
ACCL offers a combination oftheoretical and practical training whichis delivered by highly quali1047297edinstructors utilizing our onsite simulatorWe demonstrate and practice dooroperating procedures in normal ampemergency situations Decompressioncabin 1047297re and smoke
ACCL continually reviews aviationregulations and best practices toensure that our core curriculumremains current and our studentsremain informed
V i s i t u s w w w a c c l - u a e a e
E m a i l a d m i n a c c l - u a e a e
o r l i z a c c l - u a e a e
wwwlufthansa-technikcom787 More mobility for the world
Around the clock
No matter what
Our worldwide Total Component Support TCSreg for
your Boeing 787 The success of an aircraftrsquos daily
-
port when needed With decades of experience
spanning hundreds of aircraft Lufthansa Technikrsquos
component team has successfully established an
optimum supply process for 787 operatorsWher-
ever you need us we are happy to be of service
Lufthansa Technik AG marketingsaleslhtdlhde
Call us +49-40-5070-5553
AIR TRANSPORT
24
cross-dimensional universes then itrsquos reallyimportant we solve this mysteryrdquo
The investigation immediately focused on aseries of automatic pings broadcast by MH370 inits final hours Based on an experimental type of analysis by British satellite firm Inmarsatinvestigators were able to map two arcs ndashindicating the radius of possible crash sites ndash thatstretched from the aircraftrsquos last known locationto Kazakhstan in the north and the Indian Oceanin the south Further analysis of the satellitehandshake data appeared to rule out the northerntrajectory
At the time of writing the Australian TransportSafety Bureau the agency overseeing themultinational search effort voiced renewedoptimism that three-dimensional mapping of theseabed would eventually locate the doomed jetSearch vessels have been methodically scouring a23000 square mile primary area
But irrespective of these on-going efforts theloss of a wide-body aircraft carrying hundreds of passengers is an unforgivable stain on theindustryrsquos reputation In response ICAO andIATA have again set up a task force to evaluatemandatory real-time flight tracking solutions ndashsomething that AACO is throwing its weightbehind with one caveat
ldquoNowadays any individual can be trackedthrough his mobile phone so itrsquos really amazingthat this technology is not being used andenforced [in the airline industry]rdquo Teffaha saidldquoWe should not wait until governments agree onsomething I believe if we work together withgovernments other stakeholders manufacturersand technology providers we can move this at afaster pacerdquo
Competitive analysesDespite insisting that cost is no obstacle Teffahaurged IATA to conduct detailed competitiveanalyses of the more than 30 proposals it hasreceived from flight monitoring companiesIndustry-agreed standards must extend to a widerange of manufacturers he stressed in order toldquomake sure that certain stakeholders will not takeadvantage of the situationrdquo
ldquoMy heart goes out to the families of thedisappeared ones Just imagine being in theirshoesrdquo the secretary general added ldquoThis tragedyshould not be repeated and it should not beforgottenrdquo
Amid all the talk of catastrophic hull losses it iseasy to forget that AACO already had its handsfull with more mundane ndash but nonethelesspernicious ndash regulatory problems Europe asalways will feature prominently at the AGM
Global carriers scored a significant victory inApril when the European Union (EU) extendeduntil the end of 2016 the exemption of non-EUflights from its controversial emissions tradingsystem (ETS)
Brussels had previously ldquostopped the clockrdquo onoverseas implementation of the green tax in 2012buckling to threats of a global trade war The new
implementation date coincides with the deadlinefor IATA to finalise detail s of its own market-based carbon offsetting mechanism
But other worrying signs are emerging from thecontinent Last year the European Commissionpublished a consultation paper advocating theresurrection of Regulation 8682004 Thatlegislation was originally designed to shieldEuropean carriers from alleged ldquosubsidisationand unfair pricing practicesrdquo by foreign rivals butwas never implemented due to the difficulty of proving malpractice It could now make acomeback
ldquoWe see a lot of protectionist ideas in thisconsultation paper We have made our feelingsknown to the EUrdquo Teffaha said ldquoItrsquos not only theArab world which is concerned with thisconsultation paper
ldquoThese ideas would be putting the EU in a placewhere it will be confronting the sovereignty of other countries There is no legal entity in theworld that holds the moral high ground foraviation and can give itself the right to dictate toothers what to do We hope that these ideas donot become part of the revamped 868 I am surethat regulators will see reason not to create anunnecessary dispute with other countriesrdquo
A new investigation by the EuropeanCommission into foreign aviation investments ndashincluding Etihad Airwaysrsquo 33 stake inSwitzerlandrsquos Darwin Airline ndash also risksbecoming politicised Regulation 10082008prohibits foreign entities from wielding ldquoeffectivecontrolrdquo over EU air operators but defining suchcontrol is a subjective process
Economic role for aviationAnd traffic rights are yet another bugbear forAACO Teffaha dismissed EU complaints aboutcapacity dumping as grossly exaggerated notingthat Arab airlines account for less than 4 of overall seat capacity in Europe AccusingEuropean carriers of scapegoating Gulf rivals thesecretary general said their problems are ldquohome-grownrdquo and that conditions will improve if EUcapitals ldquoembrace an active economic role foraviation rather than taxing itrdquo
ldquoThe malaise in Europe is because of certainpolicies that are employed by governmentsrdquo hecontinued ldquoThe only thing Arab airlines aredoing is following in the footsteps of KLM AirFrance Swissair Lufthansa British Airways andmany many more They use their main base as ahub for international travel They created thatmodel and we are following in their footstepsrdquo
Likewise Europersquos success in creatingcontinent-wide open skies is another positiveexample for the Middle East to follow though onthis front expectations are muted Despite layingdown the framework for liberalisation in the Arabworld the 2004 Damascus Convention has yet tousher in significant change
The convention came into force in 2007 afterbeing ratified by eight states ndash Jordan LebanonMorocco Oman Palestine Syria Yemen and the
Abdul Wahab TeffahaAfter completing his postgraduate
studies in socioeconomic development
and political sociology Teffaha joined
AACO as an assistant tariff analyst and
gradually rose through the ranks to
become assistant secretary general in
1992
He was promoted to secretary general
in June 1996 and still serves the
association in this capacity today
Throughout his tenure at AACO
Teffaharsquos strategy has focused on the
delivery of specific measurable
attainable relevant and time-bound goals
for member airlines He has spearheaded
joint initiatives in the fields of
distribution ground handling fuel
training and maintenance
Teffaha also leads AACO on all industry-
related issues
CONTINUED FROM PAGE 22
AACO
25
UAE ndash but there have been few noteworthydevelopments ever since Bilateral restrictionsremain the norm in the Arab world particularlywhere local airlines are ill-equipped to fend off regional competition For this reason AACOmainly sees the convention as a ldquotemplaterdquo orldquomoral toolrdquo that can guide states along the pathof liberalisation
Teffaha praised those countries that have madeopen skies declarations singling out the UAEQatar Kuwait Oman and Bahrain Other states areexperimenting with measures that go beyond theconvention he noted citing Saudi Arabiarsquos decisionto allow foreign ownership of new operators
Regulatory reform is always a major theme atAACO annual meetings and this year will be nodifferent As the fastest-growing aviation marketon the planet the Middle East needs to ensurethat its processes and protocols are maturing instep with its traffic growth The benefits of deregulation liberalisation and harmonised airtraffic management must not be overlooked
But in a year dominated by two heart-wrenching wide-body disasters AACOrsquos 47thAGM will prioritise more urgent mattersPreventing any recurrence of MH17 and MH370is the highest form of respect the industry can payto the 537 victims
AVIATION SECURITY
ldquoIt is high time now that we have some kind of system for exchanging
information in real-time information which can enable airlines to decide by
themselves whether they want to fly over certain airspace or avoid it ndash
irrespective of their governmentsrsquo official positions The first step that was
taken by IATA and ICAO is definitely in the right direction but there needs to
be more industry-led movementrdquo
ARAB LIBERALISATION
ldquoThe Damascus Convention represents a moral obligation to states
[showing them] that this is where the region is heading We are much better
off trying to expand the potential of the region rather than laying down
obstacles to market access and strangling the market for short-term gain
The future is liberalisationrdquo
EUROPEAN RELATIONS
ldquoBeing neighbours the norm is to be cooperative There are hiccups of
course but I am sure that wisdom will prevail Europe and the Middle East
have a lot of things to exchange ndash we are exchanging cultures we are
exchanging trade ndash so there is more to gain from being close rather than
from employing short-sighted policies If the wings of the Middle Eastrsquos
expanding airlines are clipped how will that benefit Europerdquo
Teffaharsquos talking points
Cabin Crew Preparatory Course
Covering the following
Safety and emergency
procedures (SEP)
First aid
Introduction to
aviation security
Service excellence
Grooming
Interview skills
and techniques
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 CFM56-5B
CFM56-7 models of engines We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines besides our unparalleled
combination of ex p er ti s e an d
e x pe r i en ce on CFM56 -5A CF6-50
CF6-80 PW405641524158 putting
at your disposal an efficient MRO system
Airmotive Services
ACCL provides a comprehensiverange of cabin safety trainingprograms to meet the requirementsfor cabin crew professionals todayOur training programs are designedto ensure that continuous attentionis given to the safety of passengersand that all crew members areprepared to handle procedures andaddress unforeseen events
ACCL offers a combination oftheoretical and practical training whichis delivered by highly quali1047297edinstructors utilizing our onsite simulatorWe demonstrate and practice dooroperating procedures in normal ampemergency situations Decompressioncabin 1047297re and smoke
ACCL continually reviews aviationregulations and best practices toensure that our core curriculumremains current and our studentsremain informed
V i s i t u s w w w a c c l - u a e a e
E m a i l a d m i n a c c l - u a e a e
o r l i z a c c l - u a e a e
AIR TRANSPORT
24
cross-dimensional universes then itrsquos reallyimportant we solve this mysteryrdquo
The investigation immediately focused on aseries of automatic pings broadcast by MH370 inits final hours Based on an experimental type of analysis by British satellite firm Inmarsatinvestigators were able to map two arcs ndashindicating the radius of possible crash sites ndash thatstretched from the aircraftrsquos last known locationto Kazakhstan in the north and the Indian Oceanin the south Further analysis of the satellitehandshake data appeared to rule out the northerntrajectory
At the time of writing the Australian TransportSafety Bureau the agency overseeing themultinational search effort voiced renewedoptimism that three-dimensional mapping of theseabed would eventually locate the doomed jetSearch vessels have been methodically scouring a23000 square mile primary area
But irrespective of these on-going efforts theloss of a wide-body aircraft carrying hundreds of passengers is an unforgivable stain on theindustryrsquos reputation In response ICAO andIATA have again set up a task force to evaluatemandatory real-time flight tracking solutions ndashsomething that AACO is throwing its weightbehind with one caveat
ldquoNowadays any individual can be trackedthrough his mobile phone so itrsquos really amazingthat this technology is not being used andenforced [in the airline industry]rdquo Teffaha saidldquoWe should not wait until governments agree onsomething I believe if we work together withgovernments other stakeholders manufacturersand technology providers we can move this at afaster pacerdquo
Competitive analysesDespite insisting that cost is no obstacle Teffahaurged IATA to conduct detailed competitiveanalyses of the more than 30 proposals it hasreceived from flight monitoring companiesIndustry-agreed standards must extend to a widerange of manufacturers he stressed in order toldquomake sure that certain stakeholders will not takeadvantage of the situationrdquo
ldquoMy heart goes out to the families of thedisappeared ones Just imagine being in theirshoesrdquo the secretary general added ldquoThis tragedyshould not be repeated and it should not beforgottenrdquo
Amid all the talk of catastrophic hull losses it iseasy to forget that AACO already had its handsfull with more mundane ndash but nonethelesspernicious ndash regulatory problems Europe asalways will feature prominently at the AGM
Global carriers scored a significant victory inApril when the European Union (EU) extendeduntil the end of 2016 the exemption of non-EUflights from its controversial emissions tradingsystem (ETS)
Brussels had previously ldquostopped the clockrdquo onoverseas implementation of the green tax in 2012buckling to threats of a global trade war The new
implementation date coincides with the deadlinefor IATA to finalise detail s of its own market-based carbon offsetting mechanism
But other worrying signs are emerging from thecontinent Last year the European Commissionpublished a consultation paper advocating theresurrection of Regulation 8682004 Thatlegislation was originally designed to shieldEuropean carriers from alleged ldquosubsidisationand unfair pricing practicesrdquo by foreign rivals butwas never implemented due to the difficulty of proving malpractice It could now make acomeback
ldquoWe see a lot of protectionist ideas in thisconsultation paper We have made our feelingsknown to the EUrdquo Teffaha said ldquoItrsquos not only theArab world which is concerned with thisconsultation paper
ldquoThese ideas would be putting the EU in a placewhere it will be confronting the sovereignty of other countries There is no legal entity in theworld that holds the moral high ground foraviation and can give itself the right to dictate toothers what to do We hope that these ideas donot become part of the revamped 868 I am surethat regulators will see reason not to create anunnecessary dispute with other countriesrdquo
A new investigation by the EuropeanCommission into foreign aviation investments ndashincluding Etihad Airwaysrsquo 33 stake inSwitzerlandrsquos Darwin Airline ndash also risksbecoming politicised Regulation 10082008prohibits foreign entities from wielding ldquoeffectivecontrolrdquo over EU air operators but defining suchcontrol is a subjective process
Economic role for aviationAnd traffic rights are yet another bugbear forAACO Teffaha dismissed EU complaints aboutcapacity dumping as grossly exaggerated notingthat Arab airlines account for less than 4 of overall seat capacity in Europe AccusingEuropean carriers of scapegoating Gulf rivals thesecretary general said their problems are ldquohome-grownrdquo and that conditions will improve if EUcapitals ldquoembrace an active economic role foraviation rather than taxing itrdquo
ldquoThe malaise in Europe is because of certainpolicies that are employed by governmentsrdquo hecontinued ldquoThe only thing Arab airlines aredoing is following in the footsteps of KLM AirFrance Swissair Lufthansa British Airways andmany many more They use their main base as ahub for international travel They created thatmodel and we are following in their footstepsrdquo
Likewise Europersquos success in creatingcontinent-wide open skies is another positiveexample for the Middle East to follow though onthis front expectations are muted Despite layingdown the framework for liberalisation in the Arabworld the 2004 Damascus Convention has yet tousher in significant change
The convention came into force in 2007 afterbeing ratified by eight states ndash Jordan LebanonMorocco Oman Palestine Syria Yemen and the
Abdul Wahab TeffahaAfter completing his postgraduate
studies in socioeconomic development
and political sociology Teffaha joined
AACO as an assistant tariff analyst and
gradually rose through the ranks to
become assistant secretary general in
1992
He was promoted to secretary general
in June 1996 and still serves the
association in this capacity today
Throughout his tenure at AACO
Teffaharsquos strategy has focused on the
delivery of specific measurable
attainable relevant and time-bound goals
for member airlines He has spearheaded
joint initiatives in the fields of
distribution ground handling fuel
training and maintenance
Teffaha also leads AACO on all industry-
related issues
CONTINUED FROM PAGE 22
AACO
25
UAE ndash but there have been few noteworthydevelopments ever since Bilateral restrictionsremain the norm in the Arab world particularlywhere local airlines are ill-equipped to fend off regional competition For this reason AACOmainly sees the convention as a ldquotemplaterdquo orldquomoral toolrdquo that can guide states along the pathof liberalisation
Teffaha praised those countries that have madeopen skies declarations singling out the UAEQatar Kuwait Oman and Bahrain Other states areexperimenting with measures that go beyond theconvention he noted citing Saudi Arabiarsquos decisionto allow foreign ownership of new operators
Regulatory reform is always a major theme atAACO annual meetings and this year will be nodifferent As the fastest-growing aviation marketon the planet the Middle East needs to ensurethat its processes and protocols are maturing instep with its traffic growth The benefits of deregulation liberalisation and harmonised airtraffic management must not be overlooked
But in a year dominated by two heart-wrenching wide-body disasters AACOrsquos 47thAGM will prioritise more urgent mattersPreventing any recurrence of MH17 and MH370is the highest form of respect the industry can payto the 537 victims
AVIATION SECURITY
ldquoIt is high time now that we have some kind of system for exchanging
information in real-time information which can enable airlines to decide by
themselves whether they want to fly over certain airspace or avoid it ndash
irrespective of their governmentsrsquo official positions The first step that was
taken by IATA and ICAO is definitely in the right direction but there needs to
be more industry-led movementrdquo
ARAB LIBERALISATION
ldquoThe Damascus Convention represents a moral obligation to states
[showing them] that this is where the region is heading We are much better
off trying to expand the potential of the region rather than laying down
obstacles to market access and strangling the market for short-term gain
The future is liberalisationrdquo
EUROPEAN RELATIONS
ldquoBeing neighbours the norm is to be cooperative There are hiccups of
course but I am sure that wisdom will prevail Europe and the Middle East
have a lot of things to exchange ndash we are exchanging cultures we are
exchanging trade ndash so there is more to gain from being close rather than
from employing short-sighted policies If the wings of the Middle Eastrsquos
expanding airlines are clipped how will that benefit Europerdquo
Teffaharsquos talking points
Cabin Crew Preparatory Course
Covering the following
Safety and emergency
procedures (SEP)
First aid
Introduction to
aviation security
Service excellence
Grooming
Interview skills
and techniques
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 CFM56-5B
CFM56-7 models of engines We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines besides our unparalleled
combination of ex p er ti s e an d
e x pe r i en ce on CFM56 -5A CF6-50
CF6-80 PW405641524158 putting
at your disposal an efficient MRO system
Airmotive Services
ACCL provides a comprehensiverange of cabin safety trainingprograms to meet the requirementsfor cabin crew professionals todayOur training programs are designedto ensure that continuous attentionis given to the safety of passengersand that all crew members areprepared to handle procedures andaddress unforeseen events
ACCL offers a combination oftheoretical and practical training whichis delivered by highly quali1047297edinstructors utilizing our onsite simulatorWe demonstrate and practice dooroperating procedures in normal ampemergency situations Decompressioncabin 1047297re and smoke
ACCL continually reviews aviationregulations and best practices toensure that our core curriculumremains current and our studentsremain informed
V i s i t u s w w w a c c l - u a e a e
E m a i l a d m i n a c c l - u a e a e
o r l i z a c c l - u a e a e
AACO
25
UAE ndash but there have been few noteworthydevelopments ever since Bilateral restrictionsremain the norm in the Arab world particularlywhere local airlines are ill-equipped to fend off regional competition For this reason AACOmainly sees the convention as a ldquotemplaterdquo orldquomoral toolrdquo that can guide states along the pathof liberalisation
Teffaha praised those countries that have madeopen skies declarations singling out the UAEQatar Kuwait Oman and Bahrain Other states areexperimenting with measures that go beyond theconvention he noted citing Saudi Arabiarsquos decisionto allow foreign ownership of new operators
Regulatory reform is always a major theme atAACO annual meetings and this year will be nodifferent As the fastest-growing aviation marketon the planet the Middle East needs to ensurethat its processes and protocols are maturing instep with its traffic growth The benefits of deregulation liberalisation and harmonised airtraffic management must not be overlooked
But in a year dominated by two heart-wrenching wide-body disasters AACOrsquos 47thAGM will prioritise more urgent mattersPreventing any recurrence of MH17 and MH370is the highest form of respect the industry can payto the 537 victims
AVIATION SECURITY
ldquoIt is high time now that we have some kind of system for exchanging
information in real-time information which can enable airlines to decide by
themselves whether they want to fly over certain airspace or avoid it ndash
irrespective of their governmentsrsquo official positions The first step that was
taken by IATA and ICAO is definitely in the right direction but there needs to
be more industry-led movementrdquo
ARAB LIBERALISATION
ldquoThe Damascus Convention represents a moral obligation to states
[showing them] that this is where the region is heading We are much better
off trying to expand the potential of the region rather than laying down
obstacles to market access and strangling the market for short-term gain
The future is liberalisationrdquo
EUROPEAN RELATIONS
ldquoBeing neighbours the norm is to be cooperative There are hiccups of
course but I am sure that wisdom will prevail Europe and the Middle East
have a lot of things to exchange ndash we are exchanging cultures we are
exchanging trade ndash so there is more to gain from being close rather than
from employing short-sighted policies If the wings of the Middle Eastrsquos
expanding airlines are clipped how will that benefit Europerdquo
Teffaharsquos talking points
Cabin Crew Preparatory Course
Covering the following
Safety and emergency
procedures (SEP)
First aid
Introduction to
aviation security
Service excellence
Grooming
Interview skills
and techniques
ACCL offers a comprehensive range of
engine repair facilities including Engine
Maintenance for CFM56-3 CFM56-5B
CFM56-7 models of engines We also
offer cost-effective and efficient
maintenance of IAE V2500 and CF6-80
engines besides our unparalleled
combination of ex p er ti s e an d
e x pe r i en ce on CFM56 -5A CF6-50
CF6-80 PW405641524158 putting
at your disposal an efficient MRO system
Airmotive Services
ACCL provides a comprehensiverange of cabin safety trainingprograms to meet the requirementsfor cabin crew professionals todayOur training programs are designedto ensure that continuous attentionis given to the safety of passengersand that all crew members areprepared to handle procedures andaddress unforeseen events
ACCL offers a combination oftheoretical and practical training whichis delivered by highly quali1047297edinstructors utilizing our onsite simulatorWe demonstrate and practice dooroperating procedures in normal ampemergency situations Decompressioncabin 1047297re and smoke
ACCL continually reviews aviationregulations and best practices toensure that our core curriculumremains current and our studentsremain informed
V i s i t u s w w w a c c l - u a e a e
E m a i l a d m i n a c c l - u a e a e
o r l i z a c c l - u a e a e
