[Peetwo]

LMH 24 Nov '17: On PelAir Hitch asks why?; & chopper 105 hr CPL.    

Oz Flying via the Yaffa:

Steve Hitchen

The aviation community probably has a right to expect that the saga of the Norfolk Island ditching has finally been put to bed with the release of the second investigation report. Fat chance, Charlie; all the indications are that the war is set to continue. After copping it in the neck from the senate and the Canadian TSB over the standard of their initial report, and having then Chief Commissioner admit that he was not proud of the report, the ATSB has looked under every rock imaginable with the re-issued report, perhaps too many rocks. The 531 pages released stands to be one of the largest reports ever done on an Australian accident, and slaps on the wrist have been handed out liberally to just about everyone involved. So, we may (or may not as some people still think) now know what happened between Samoa and Norfolk island that night back in 2009, but what will fuel new fights is that we don't know what happened since. How is it that the original report and this one are so far apart? Even the ATSB admits that they gathered a lot more info about the accident during the second investigation, which leaves us asking why that information had not been gathered for the first one. Conspiracy theories aside, it is plain that something happened in the halls of Canberra to produce a report that was, at best, sub-standard. We need to find out what that was, and prevent it from happening again, because whatever it was, it clouded safety messages and prevented positive action from being taken. Look what happened when that influence was removed ... 531 pages compared with the original report's 78. Nope, the book isn't closed on this story yet; you can bet on a sequel. P2 - Well said Hitch, you can take that to the bank.

it looks to me like a crack has opened in the brick wall and some light is shining through

CASA's proposal to allow Part 141 helicopter schools to teach a 105-hour CPL is the sort of news story that impacts only a small section of general aviation, but if you read the CASA statement thoroughly, you will come across this line, which is one the entire industry needs to sit up and take notice of: "The new regulations would be based largely on those that existed prior to the introduction of Part 61". I want to go through my understanding of this line again; is CASA saying that they are ditching this section of Part 61 and going back to the way it was before, which is what the industry always wanted? If so, let the bells ring out! Yes, this is only a small win in a niche sector, but it looks to me like a crack has opened in the brick wall and some light is shining through. If this crack can open, then others can, leading eventually to the wall CASA has presented over Part 61 collapsing completely. Even the most cynical of GA analysts is writing this one down in the "Win" column of the scoresheet. It does make you wonder, though, how this is different from allowing Part 141 fixed-wing schools from teaching the 150-hour CPL. What's good for the Bell is good for the Bonanza, and if a Part 141 school can teach helicopter pilots to be good, efficient and safe helicopter CPLs in 105 hours, surely they can do it for fixed-wing pilots in 150.

Kyneton Aero Club, in the Macedon region to Melbourne's north-east, invited me out to their Open Day last Sunday and to witness the presentation of the their Aero Club of the Year Wings Award. It's always good to visit vibrant, healthy aero clubs, as I believe that they are one of the main pillars that support GA in Australia. My point is that most people who get pilots' licences stop at the PPL level, so they are in this game for the pure delight and exhilaration that it brings. However, so many of them drop off over time, and I believe that is because they struggle to find things to do with their flying privileges. That's where aero clubs come in. The cameraderie they provide, the seminars they organise and the events and fly-aways they hold are the things that will keep PPLs coming back on weekend. We need good, healthy clubs and more of them to keep people wanting to learn to fly, and to give them a reason to fly once they are qualified. Kyneton is an exceptional example of that theory in practice, and their Open Day was a brilliant way to connect with the community around them. Thanks to Warren, Mark and the team at KAC. It was a great day ... and the snags weren't half bad.

May your gauges always be in the green,

Hitch

Read more at http://www.australianflying.com.au/the-l...oCDxDpV.99

While on the AIOS inflicted CASA I note that yesterday, when Captain Manning was tripping the light fantastic on the PelAir MKII coverup report, Carmody was in a reciprocal orbit of his own in this month Fort Fumble weasel word confection...

November's #CASA Briefing is out now! Read CEO Shane Carmody’s latest update, our new approach to surveillance outcomes & keeping track of your remote pilot and flight crew licensing apps. More info: https://www.casa.gov.au/publication/november-2017 …

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From CEO and Director of Aviation Safety Shane Carmody


As we approach the end of 2017 there are three key issues I am pushing towards resolution. These are reforms to the aviation medicine system, radio frequency use at low levels in uncontrolled airspace and drone regulation. While it will not be possible to make regulatory or other changes before the end of this year, I do want everyone in the aviation community to be clear about CASA’s intent on these policies and for action plans to be under development where required. CASA has conducted consultation on all three issues and we have reached, or are developing, policy positions that reflect the legitimate interests of people across the aviation community while ensuring we get appropriate and optimal safety outcomes. As in everything we do CASA is striving to find the right balance between safety, operational flexibility and sensible rule making.


I know there is keen interest in the reform of aviation medicine, with 164 responses submitted to our discussion paper on the topic. After carefully looking at the responses we are close to finalising positions on a range of aviation medical changes, including streamlining the medical process for private pilots. Much of this work is based on the latest assessment of medical risks, along with a goal of removing unnecessary red tape where this is possible without impacting safety outcomes. I believe the aviation community accepts the need for medical standards and assessments in key operational positions, as long as the requirements are proportional to the risks. Of course risks are never static, so we do need to review our requirements when appropriate, which is exactly what we are doing. I expect to announce proposed medical changes before the close of 2017.


A notice of proposed rule making on low level radio frequencies will also be released before the end of 2017. This will set out how we will implement the decision to use the multicom frequency 126.7 below 5000 feet in class G airspace, as well as associated changes. Instrument flight rules traffic will still be required to monitor the relevant area frequency below 5000 feet and CASA will encourage visual flight rules traffic to do the same. In the area of drone regulation we are completing the analysis of the feedback to the recent discussion paper on the future of regulation for this sector. Initial analysis shows a high level of support for both some type of drone registration scheme and a level of mandatory training for people flying drones. With the continuing rapid growth in the drone sector there are clearly important regulatory decisions to be made in 2018.

Best wishes

Shane Carmody

New approach to surveillance outcomes

A number of important changes have been made to CASA’s approach to safety surveillance. Surveillance findings are now being presented in a simpler and more easily understood format. The aim is to clearly link surveillance findings to safety outcomes, encouraging a genuinely collaborative approach between CASA and the aviation community to maintaining and improving safety. There are now three levels of surveillance findings – safety alerts, safety findings and safety observations. Safety alerts are issued to identify regulatory deficiencies that require immediate attention by the aviation authorisation holder that has been audited or checked. Safety findings, which were previously known as non-compliance notices or NCNs, identify regulatory issues that require timely attention by the authorisation holder but are not urgent. Safety observations are issued when CASA finds areas where safety performance could potentially be improved. There is no change to findings in relation to aircraft defects, which will continue to be raised as Aircraft Survey Reports – known as ASRs. CASA is also taking a more proactive approach to sharing information as part of surveillance activity. During the exit meeting at the end of surveillance activity CASA will wherever possible advise authorisation holders of any potential findings, including safety alerts, safety findings or safety observations. These findings will be provisional but the early sharing of this information will give authorisation holders the chance to immediately start working to resolve any issues. Surveillance findings will be formally confirmed in writing after full consideration and review. The surveillance changes have been made in response to recommendations made in the Australian Government’s Aviation Safety Regulation Review.
Find out more from the surveillance fact sheet.

Regulatory challenges have been set

CASA is challenging itself to produce aviation safety regulations that are reasonable and relevant. That’s a key message from the chair of CASA’s Board, Jeff Boyd, in the 2016-17 annual report. Mr Boyd says: “CASA’s Board is working closely with the organisation to drive a practical approach to regulation. We have set some ambitious targets for the release of all outstanding regulations and we will meet them by working to a deadline with defined deliverables and being transparent by making the regulation reform timeline public. We have demonstrated also, through the delay in releasing the fatigue management rule set, for example, that we are prepared to stop and review whether our proposed solutions are fit for purpose.” Mr Boyd adds there has been a shift in the way CASA regulates, as well as a commitment to improvement and pragmatism, which has been driven by CASA’s regulatory philosophy. “That said there is little room for complacency: international, technological, economic and industry developments mean that the regulation of aviation safety must continually evolve and adapt. In response, CASA must regularly adjust and review its own activities and operations to ensure that the organisation remains fit for purpose in a rapidly changing environment. And we know we must do things efficiently and effectively, with a view to meeting the expectations of the Government while achieving satisfactory outcomes for the aviation industry.”

Read more about CASA in the 2016-17 annual report.

    
Hmm...interesting timing -

MTF...P2