Amoako’s first priority, of course, is Ghana’s airspace, especially as the aim is to make the country an aviation hub for West Africa and beyond.

The overall strategy dovetails with ICAO’s Global Air Navigation Plan (GANP) and all strategic management decisions are taken with this in mind. Any deviations cater to Ghana’s situational demands. Ghana also has an air traffic management (ATM) master plan that sets out how ATM planning should be done over the short to long term. A crucial element is the ongoing decoupling process of the regulatory function (Ghana CAA) from the ANSP. The aim to enhance the effectiveness and efficiency of the complete ATM service.

As with Africa as whole, Amoako notes the viability of Ghana’s plans. There is expertise on the continent and a willingness to provide safe and efficient skies. But many ANSPs do need help to get there, from training to funding to the correct regulatory framework that promotes the need for collaboration.

“And it starts with the training of key frontline personnel and then attracting them to stay in their jobs for a notable period of time,” Amoako concludes.

Ghana’s ATM strategy

Most technologies available enhance safety but Amoako highlights some principal developments needed in Africa, including automatic dependent surveillance – broadcast (ADS-B), collision avoidance systems, runway safety technologies, and ATM safety nets. The complementary nature of these systems makes prioritising difficult, but a reliable communication system is the platform on which they all stand.

Equally vital are tools that cater for ever-increasing traffic that can help ANSPs plan for peak times and cope during extraordinary times and events.

CANSO’s Mombasa ATFM (Air Traffic Flow Management) Roadmap is a fundamental driver in this respect. The initiative is a pillar of harmonised operations in Africa and a vital step towards a seamless African sky.

And the association can play an even bigger role, says Amoako. Assistance with training is a priority as this will help bridge the knowledge gap, especially in safety-related activities. This could take the form of interactive workshops among member states or forums where members can share their experiences and best practices. CANSO can also facilitate collaboration with certified aviation institutions to increase training availability in the African region.

Most importantly, CANSO is actively engaged in bringing African ANSPs together to promote safety. The association’s various programmes and guidance are a transparent methodology for potential collaboration. Gap analysis findings could be made clear, for example, allowing ANSPs to work together to mitigate overall risk.

Amoako suggests an advisory role too so that ANSPs have support in their technology choices and implementation. Again, there is a complementary feature to such support, where all aspects – from training through to technology implementation – need to be aligned. CANSO’s expertise in this holistic approach would prove beneficial to the organisation and safety of the continent’s skies, Amoako insists.

Important technologies

Safety in African skies has advanced enormously but, as is always the case in aviation, the pursuit of further developments continues.

Several areas of improvement need to be highlighted, according to William Amoako, Safety, Standards, Quality Assurance (SSQA) Manager at Ghana Civil Aviation Authority, from training through to the acquisition of the latest technologies.

In terms of staffing levels and competencies, African ANSPs have long suffered from a “brain drain” as qualified personnel leave to pursue more lucrative offers in other regions. Training budgets – to increase capacity and improve skills levels – and staff retention therefore need to be higher up the agenda as this has become a crucial safety issue.

Staff also need the right tools. As it stands, there is limited radar coverage in Africa, with some areas affected far more than others. The consequence is insufficient surveillance on a continent-wide basis.

One solution is sharing radar data. The interoperability of African systems is essential for functions like datalink communications to thrive and reduce air traffic controller workload while delivering unambiguous information between control centres. Interoperability would not only eliminate blind spots but also enable surveillance to continue during equipment downtime and maintenance.

Similarly, many ATM systems should be integrated, according to Amoako. Standalone systems do not augur well in a safety-driven environment, he says. “The will to integrate our systems is there but the fear of the unknown, I believe, holds us back from actualising this dream.”

Clearly, there is also a financial hurdle to overcome. Many ANSPs will need to be retooled to deliver safer skies and some are more financially capable than others. But acquisition has to happen at an agreed pace to avoid a mixed technological environment.

Pooling resources could be a game-changer but that will necessitate regulatory bodies adopting the correct policies, which may be easier said than done. “We should be professional and work for the common good of the traffic in our skies,” says Amoako.