US embassy cable - 04ACCRA2526

C O N F I D E N T I A L SECTION 01 OF 02 ACCRA 002526 
 
SIPDIS 
 
DEPARTMENT PLEASE PASS TO FAA NATIONAL HQ WASHINGTON FRED 
DRYDEN 
 
E.O. 12958: DECL: 12/21/2009 
TAGS: EAIR, GH 
SUBJECT: FAA REASSESSMENT OF GHANA: INITIAL READOUT 
 
 
Classified By: EconChief Chris Landberg for Reason 1.5 (d) 
 
1. (C) Summary.  FAA Safety Inspectors Fred Dryden and David 
Everett completed a three-day review of the Ghana Civil 
Aviation Authority (GCAA) on December 16.  FAA's 
representative for Sub-Saharan Africa, Ed Jones, and EconOff 
observed the process.  The team reviewed the new Civil 
Aviation Act, GCAA regulations, as well as certification and 
safety inspection processes for compliance with ICAO 
standards.  FAA in Washington will review their report and 
inform the Embassy of FAA's decision within 45 days.  There 
are three possible results:  FAA can immediately downgrade 
GCAA, allow GCAA to maintain Category I status, or 
temporarily downgrade GCAA, with the provision of time to 
come into compliance.  Post belives FAA's team will reccomend 
the third option.  If this is the case, it is likely to 
impact planned operations for the new national carrier, Ghana 
International Airways (GIA).  End Summary. 
 
2. (U) The recently passed Civil Aviation Act had a large 
impact on the assessment.  In their out-brief FAA team 
members described the law as both comprehensive and 
far-reaching.  Some provisions actually exceed FAA and ICAO 
standards.  The team was also impressed with the detailed 
regulations drafted in the short time since the new law's 
passage.  FAA found the GCAA staff to be professional, 
experienced and straightforward in their answers. 
 
3. (C) The team found deficiencies in staff training, record 
keeping, certification surveillance, and enforcement. 
However, the team also felt it was unfair to evaluate the 
GCAA unfavorably based on their compliance with laws that are 
no longer in force and oversight of an airline that no longer 
flies (Ghana Airways).  Team leader Fred Dryden said that if 
GCAA can apply and enforce the new law it could be a 
"world-class civil aviation authority" within six months. 
Dryden also felt many problems could be corrected before FAA 
makes a final assessment simply by universally implementing 
the new regulations and inspector handbook. 
 
4. (SBU) The FAA team will forward their assessment and a 
report to the FAA in Washington for review.  There are three 
possible outcomes: 
 
 -FAA finds that GCAA rules, regulations and oversight are so 
deficient that Ghana is downgraded to Category II status, 
banning direct flights from Ghana to the U.S. 
 
-FAA finds GCAA in full compliance and Ghana maintains their 
current Category I status. 
 
-GCAA is found in compliance in some areas and deficient in 
others.  GCAA is temporarily downgraded to Category II and 
given time to come into full compliance. 
 
Although the final decision will be made in Washington, the 
inspection team will probably recommend the third option, a 
sort of provisional status, giving GCAA time to implement new 
regulations. 
 
REASSESSMENT'S IMPACT ON GHANA INTERNATIONAL AIRWAYS (GIA) 
--------------------------------------------- ------------- 
5. (SBU) During the assessment GIA CEO Ralph Atkins and 
Country Director Kirk Heaton were in Accra to oversee the 
official registration of the new national carrier, Ghana 
International Airways (GIA).  Atkins and Heaton met with the 
EconOffs before departing on December 17.  Atkins is 
confident the GoG and GIA will deposit USD 7 million in 
start-up funds before December 31.  GIA filed an application 
with the GCAA this week for an Aircraft Licensing Agreement 
(ACL) and hope to move staff to Ghana in January.  They are 
seeking USD 50 million from other carriers and private 
investors for operating costs.  This will dilute the GIA-GoG 
stake in the new company to about 50 percent, split evenly 
between them.  Atkins hopes to have this done by the end of 
March 2005.  Operations should begin in June or July with a 
fleet of 7 aircraft, expanding to 13 in 2 years. 
 
6. (C) All of this is contingent upon Ghana's status with the 
FAA.  Even if FAA gives GCAA time to address its deficiencies 
no new flights will be scheduled until GCAA merits Category I 
status.  GIA will not be able to fly directly to the U.S. 
until that time.  This will probably not interfere with GIA's 
operations since GCAA could have Category I status before GIA 
begins operations in June or July of 2005.  It may, however, 
interfere with ticketing because GIA will need to start 
selling seats in April, which may be well before FAA can 
properly assess GCAA's progress.  Operations could be delayed 
further if GCAA moves slowly to grant GIA's license and 
operating certificates as new regulations and FAA's findings 
come on line. 
 
COMMENT 
------- 
7. (C) GCAA has the laws and people to be successful. 
Without the support of Government, however, it cannot move 
forward.  GCAA's inability to regulate Ghana Airways for 
political reasons was apparent during the assessment.  GCAA 
Director General Group Capt. Boachie retired recently, and 
the GoG has yet to name a permanent replacement.  A strong 
candidate with political clout could establish proper 
oversight of the new national carrier.  With the right 
leadership and support GCAA can use the next few months to 
properly position itself as a true regulator.  Post delivered 
this message to Roads and Transport Minister Anane on 
December 21.  FAA officials expressed an interest in 
providing technical assistance if funds can be found.  Post 
will work with GCAA and FAA to coordinate any possible 
assistance.  This could be the best way to help GCAA 
implement its new regulations and gain support within the 
GoG, without which GIA will be stillborn and we may see the 
end of the only existing direct route from West Africa to the 
U.S.  End Comment. 
YATES