LMH - 15/09/17: Bob Tait worthy HOF inductee; CASA VFR ADS-B DP; & BOM changes...
Quote:– Steve Hitchen
AAHOF has announced their 2017 inductees, and it was very pleasing to see one name in particular amongst the litany of worthies: Bob Tait. Bob has been guiding the careers of fledgling pilots for decades, and there are many CPLs and ATPLs who have spent many evenings hunched over Bob Tait books drinking in the material that will ultimately get them past another theory test. Bob is Australia's aviation theory guru, and his impact on all sectors of aviation has been unmeasurable and long-lasting. Bob Tait did not make spectacular pioneering flights, nor is he a household name with Australia's general public, but his contribution to the industry has been to enable many pilots to go on to aviation careers with confidence. Well deserved, and well done to AAHOF for selecting Bob to be inducted.
Quote:the word 'mandate' still scares a lot of people
It seems the VFR ADS-B project is not dead in the water as many in the GA community were beginning to think it was. After being proposed in June last year, the concept lost its champion when Mark Skidmore departed CASA. Consequently, there were some who presumed it had sunk to the bottom of the regulatory swamp. Not so, it seems, with CASA getting close to releasing a discussion paper. However, the DP looks set to be a controversy generator when it arrives because it is inevitably stained with the term "ADS-B", which is still regarded as a four-letter word in some GA circles. But are the detractors set against the idea simply because of a lack of communication? Firstly the word "mandate" still scares a lot of people, even though it has never been used in the context of VFR ADS-B; the phrase in all the briefing papers is "voluntary fitment". Still, ADS-B is mandatory for VFR in the USA, and Australia's sceptics are afraid of a cross-Pacific infiltration of ideas that will see CASA jump on board and issue a mandate. The DP, when it does come out, should put the kibosh on that idea; CASA has made no sounds in that direction at all. Secondly, we are talking about a low-cost, non-TSO version of the equipment that stands to give great functionality at a reasonable price. If the project doesn't deliver both of these things, it will have failed in its intent.
We are on the brink of a revolution in aviation weather forecasts with the traditional Area Forecast (ARFOR) set to be retired on 9 November. From that date on, the new Graphical Area Forecast (GAF) and Grid Point Wind and Temperature (GPWT) will be the channels via which we get our weather. The changes, according to the Bureau of Meteorology, are to align us with best practice and present more information in a more easily understood manner. We'll all have to get used to new forecast areas (10 instead of the current 28), six-hour forecasts instead of 12 and reading the GPWT charts. There will be some learning challenges here, but the new layouts do look easier to read than trying to decipher the coded heiroglyphics of the current ARFOR system. Look out for a comprehensive feature article on GAFs in the next issue of Australian Flying, which will arrive in your hands a couple of weeks before the GAFs go from concept to reality and ARFORs are gone forever.
May your gauges always be in the green,
Hitch
Read more at http://www.australianflying.com.au/the-l...lufqw3e.99
Hmm...wonder why Hitch neglected to mention this report from earlier in the week?
Quote:The RACV's Royal Pines Resort on the Gold Coast, venue for next month's RAAA convention. (RACV)
Key Industry Figures to speak at RAAA Convention
14 September 2017
Some of the most influential people in the aviation industry are scheduled to speak at the Regional Aviation Assocation of Australia (RAAA) convention on the Gold Coast next month.
The annual convention, to be held this year at Royal Pines 25-27 October, attracts industry leaders, airline and airport operators, manufacturers and suppliers, which in turn generally guarantees a strong raft of speakers. Key figures to speak this year include:
- Minister for Infrastructure and Transport Darren Chester
- CASA Stakeholder Engagement Manager Rob Walker
- Airservices CEO Jason Harfield
- ATSB Chief Commissioner Greg Hood and Aviation Commissioner Chris Manning
- CEO of Bankstown and Camden Airports Lee de Winton
- SQN LDR Samantha Freebairn RAAF
- Hawker Pacific Vice President, RAAA Convention Chairman and Chairman of the Australian Aviation Hall of Fame Steve Padgett
- RAAA Chairman Jim Davis.
In addition, V-8 Supercar racer Scott McLaughlin and around-the-world sailor Jessica Watson OAM are programmed to appear at lunchtime on the Friday.
The convention will also feature two workshops late on the Thursday: Flight Training Organisation Liability, and Airlines Engineering Training, and several other sessions delivered by subject experts and academics.
The RAAA convention is open to both members and non-members, and has significant support from the aviation industry, with sponsorship coming from airlines, insurance companies, government agencies, aircraft manufacturers, media outlets and a variety of commercial companies.
More information on the RAAA convention is on the RAAA website.
Read more at http://www.australianflying.com.au/lates...yFCB8b6.99
...Minister for Infrastructure and Transport Darren Chester...CASA Stakeholder Engagement Manager Rob Walker...Airservices CEO Jason Harfield...ATSB Chief Commissioner Greg Hood and...
I do wonder what in the world this mob could possibly have to say of value to the RAAA that wasn't already mentioned here at the WOFTAM (GA slap down) ASAP meeting:
Quote:Whose the King of the castle?
Intercepted the following tweet from M&M's dept yesterday (Ps Note who is at the head of the table - ):
Quote: Wrote:@infra_regional attend the Aviation Strategic Leaders Forum together with leading industry bodies to discuss future of the aviation industry
Probably more notable is who is not at that table? For example I note (just nod now - ) 6D Noddy Chester is there but where is Big Ears...
H'mm I wonder if they're discussing how best to gloss over the soon to be released GA BITRE stats...
Hmm...isn't the main purpose of the RAAA convention to provide an opportunity for members and industry stakeholders to rub shoulders with the likes of the miniscule and his minions?
MTF...P2
Long on rhetoric; short on action.
CASA – “On 4 September 2017 we took another a key step in re-setting the way CASA consults and engages with the aviation community. That was the date of the first meeting of the new Aviation Safety Advisory Panel, which has been set up to provide me with informed and objective high-level advice on current, emerging and potential issues and the way CASA performs its functions.”
"I haven't seen a revamp like this in any of the earlier 'false dawns'," Russell said. "I think we've started the right way and it has real potential to deliver the goods."
AIPA – “Australian and International Pilots Association vice-president Shane Loney said he understood why there was a delay but was “disappointed this is still going on”.
“We’re disappointed at how slow it is,” he said.” (Amen to that).
Reality fix.....
Before the CASA tram can be put back into service, there is a lot of work to. The top dogs will come and look at the wreckage, shake their heads, tut-tut and go back to HQ, where they will discuss their exposure first, the PR angle second, who to blame third and finally after looking at the insurance, decide the cheapest way to extricate themselves, finally call in those who may know how to return to service and tell ‘em to report back on ways and means first.
The engineers, town council wallah’s and the company second tier management will then visit, wearing Hi-viz and hard hats; tut-tut, shake their heads then scuttle back to the office to draft reports, flavoured with their own agenda, seasoned with obfuscation and larded with self defence.
The poor old driver will get crucified; the insurers will duck as much expense as they can and the whole show will drag on for a fortnight. Meanwhile the road is blocked, people are late for work, a business is closed and generally, life is made miserable for those really affected by the wreckage.
It is very well to talk the talk. But ask the man in the street what he wants – “I want this bleeding hulk removed from my front door, the mess cleaned up and I want to be able to get to work – now would be good”.
This is, despite the rhetoric, exactly what Carmody has to deal with; a wreck and a serious problem. No amount of chat will remove it, someone has to roll up their sleeves, get some machinery in there and start moving stuff. This wreck has been parked there for 30 long, weary, expensive, inconvenient, gab filled years.
Time to stop gabbing and start the heavy lifting.
Toot - toot.
The Mourning Bride.
Congreve, writing in 1697, is not, today at least, an easy read. The play could be related – in simple terms – to Romeo and Juliette. There is however more to it than that simple tangle.
HEL. Have Hopes, and hear the Voice of better Fate.
I've learn'd there are Disorders ripe for Mutiny
Among the Troops, who thought to share the Plunder,
Which Manuel to his own Use and Avarice
Converts. This News has reach'd Valentia's Frontiers;
Where many of your Subjects long oppress'd
With Tyranny and grievous Impositions,
Are risen in Arms, and call for Chiefs to head
And lead 'em, to regain their Liberty
And Native Rights.
I’ve no idea where Carmody thinks he’s heading; none. But, I know the beast he’s dealing with and the obstacles he must remove to achieve his stated goals. He has been witness to the beast defending itself; every day, more and more evidence of past travesties are revealed. Those, have long been evident. How will he deal with them? That, and only that, is the question which demands answer; for all else is platitude and time gaining.
The ‘problem’ is known, the crimes exposed, those responsible are known. Will he dare to deal with them, directly, forcefully , openly and honestly; in full public view?
I like Congreve; one of his most abused lines should sound the warning, clear and loud:-
"Heav'n has no rage like love to hatred turn'd
Nor Hell a fury, like a woman scorn'd."
Just saying.
Selah.
LMH 13 Oct '17: Really ASA?- More on expert register & Part66 clusterduck -
Via Oz Flying:
Quote:The Last Minute Hitch: 13 October 2017
– Steve Hitchen
Airservices has repeatedly told us that the 900 people they made redundant has had no negative impacts on front-end services. If what they call "best effort" in locating contact details for 2000 ALAs and HLSs around the country is any indication then we can assume the redundancies have had a massive impact on back-end services. I mean, really Airservices? Your "best efforts" couldn't come up with contact details for Broken Hill Airport, possibly one of Australia's busiest non-capital-basin airports? It even has RPT ... did you think to ring REX? And the same could be said for so many sites mentioned in AIC A17-H29. Too many of them are commonly used airports that pilots seek (and find!) contact details for every day of the year. Colac, Tyabb, Evans Head, Warnervale, Lilydale, Sandfly ... all of these are commonly used. Can I suggest it probably would have taken nothing more than a browse through a country airstrip guide to find the contacts? And many of these airports actually have websites! OK, it's true that keeping the details up to date is the responsibility of the aviation community, and that same community needs to respond now and get this straightened out. But, please, don't tell us this was your "best effort" when its obvious there wasn't much of an effort made at all.
Quote:You see how this could get very large very quickly?
CASA's concept of an Expert Register has proven to be another division catalyst in Australian GA. A great idea at face value, and apparently nearly 300 people have jumped on board, but there are those in the industry that want to be paid for their expertise and time, which is not going to happen. There is some merit in the demand for remuneration, especially when you consider that CASA charges a not insubstantial amount to provide regulated expert services to the industry, including in instances where the CASA person actually has less expertise and experience than the person they're providing services to. Nothing in general aviation is cheap, and companies are struggling to make a buck, so it does seem reasonable that CASA should take the best people on a consultancy basis. Now for the flipside: there are hundreds of Australians who put in hard work every year and do it for the good of GA and not for the money. Should they be paid as well? You see how this could get very large very quickly? It is encouraging that 300 names have already been taken, and done so on the condition that they won't be paid, but it presents a larger problem for CASA: are they the right 300 people? I am happy to concede right now that many who have forwarded their own names may not really have the expertise and experience that CASA needs. It's an issue that is going to have to be managed carefully.
CASR Part 66 looks like it's doing orbits over a VOR somewhere. The feedback from the aviation community has strongly supported the position the MRO industry put forward when this who debacle kicked off. CASA was told that extending maintenance and licencing regulations for airlines to GA wouldn't work and it could even threaten the health of the industry. And they're still saying that. Part 66 will end up the great exemplar of regulation that was foisted on a industry, of consultation that really meant not so much as a jelly bean because the matter was a fait accompli before the industry was consulted, and of a desire to fix a situation that was never broken in the first place, just terribly inconvenient for the regulator. I am in total support of the MRO industry in this case. Part 66 won't work for general aviation because it was never designed to work for general aviation. So, CASA, are you really surprised that the feedback is telling you to go back to the way it was? Some tweaks were needed, but wholesale changes for the hell of it have left the industry sitting amongst wreckage. You were told.
There is now just under a month until Funflight 2017 on 12 November. This is a charity day in which we pilots get to put our skills to fantastic use flying sick and underprivileged children. If you haven't done one yet, find yourself a location close by and sign-up; you won't ever regret it. Funflight is so named because it is supposed to be fun for the children, but it's also great fun for the pilots, the organisers and the aircraft loaders as well. And it is the one of the most satisfying things you will ever do with an aeroplane, and it seems to me that many pilots are missing out by not getting involved. As for me, I've done about five of these, and I'll be back in there again this year. Go onto the Funflight website to find out more, and don't hold back if you and an aeroplane are available on the day. Give so that they may fly.
And I need to extend my thanks to Philip Smart who did a great job as stand-in editor of Australian Flying whilst I sat back and did not a lot during September. Phil's issue, November-December 2017, is out now and waiting for you to find it and take it home. Have a look here at the line-up, then go get.
May your gauges always be in the green,
Hitch
Read more at http://www.australianflying.com.au/the-l...h6uEaYI.99
MTF...P2
LMH from the RAAA convention -
Via Oz Flying off the Yaffa...
Quote:– Steve Hitchen
This week's LMH is coming to you from the Regional Aviation Association of Australia annual convention on the Gold Coast. We had a good line-up of speakers yesterday including RAAA Chairman Jim Davis, ATSB boss Greg Hood and a very impressive presentation from Bankstown supremo Lee de Winton. So far, there seems to be a thread of optimism going through most speakers, although there is almost universal agreement that a lack of engineers and no effective way of training them is one of the greatest threats to the industry so far. With CASR Part 66 being consigned to a Technical Working Group, the solution may be at hand. Surely Australia has the means to fix this problem ourselves, after all, we once did it so well. Airfield charges are also set to come under scrutiny in the coming 12 months.
Quote:has there ever been a government report that everyone has been happy about?
Yesterday the first draft of the BITRE GA Study report was delivered into the hands of the members of the General Aviation Advisory Group. This is the report that the government's attitude to the future of general aviation hinges on. The GAAG members now have until 3 November to comment back to the minister. Although I have not seen the report as such, there are people who are telliing me there are things in it they are not happy about. That's to be expected; has there ever been a government report that everyone has been happy about (except maybe for the government)? Sometime between now and the end of the year, the Department of Infrastructure and Regional Development will let us have a look at the final copy, which I presume will be the resultant of the initial draft corrected for the expertise provided by the members of GAAG. Or am I being too naive? I've been guilty of that before ...
And on the subject of reports that have been a long time coming, we are on the cusp of getting the ATSB Norfolk Island ditching report Mark II. According to Chris Manning, we should see it next #couple of weeks, but I'm not putting my life savings on that given the battering the ATSB copped over the initial report. You can guarantee they'll be looking to make sure this one is as healthy as it can be before it's released into the wild. Whatever the final report says, I doubt that anyone from the flight crew to Pel-Air, CASA or the ATSB is going to come out of this smelling like a Violet Carson. Hopefully, this report won't itself become the battle ground for the war to continue; people need closure on this issue, and even though some of us may not like the conclusions, we're unlikely to find reasons to demand a third effort. This, as they say, will be it. #P2 - see Hitch update on article link
Shane Carmody has picked up the thorny rose of predicting when regulatory reform will end. In his newsletter this month, he has said it will be all over by the end of next year; a little over 14 months away. CASA CEOs before him have pricked their thumbs on this, from Bruce Byron to John McCormick and Mark Skidmore. So far none of them have been right, and you have to ask if the person in which the ultimate power to make this happen can't make it happen then can we actually finish regulatory reform? To answer that, we have to understand why it has taken nearly 30 years to do the job, and many people are struggling to do that. Getting reform through CASA in the past has been like trying to drive a straw through a potato: there is so much resistance that the straw is likely to bend before the potato yields. It can be done, but only if you know how and hit the potato hard enough. Let's hope Shane Carmody knows how and can bring this saga to a close.
I believe Airservices is looking now at alternatives to its much maligned AIC H29/17, which threatened removal of ALAs and HLSs that didn't update their data. I have been told they are considering is a less onerous data specification for smaller aerodromes and helipads, which may also include a note or depiction on charts of how much confidence Airservices has in the details in their database. What we, the industry, need to do is make sure our part is done: getting the data up to date in the first place. As pilots, we rely on what we read in documents, plus asking owners, to find out as much as we can about the spot we're about to land on, so we stand to gain from Airservices having confidence in the data. Expect a revised AIC to come out in the next week or so, and also expect it to ask the industry how best to manage the database.
From a controversial and shaky start, it looks like Airventure Australia delivered the goods last weekend. Around 2300 visitors and 440 aeroplanes is respectable based on the past attendences at Narromine, and the same goes for the number of exhibitors. Most impressive is that the quality of the expo seems to have taken a huge step forward. From initially being housed in a hangar, to allocated spaces in a marquee, the 2017 exhibitors were housed in proper display stands with a floor. It might seem a small thing, but appearance does reflect professionalism, and people like to see professionalism at all levels of aviation, even from amateurs. Provided the organisers can stay away from the bitterness that dogged the event in May this year, Airventure Australia could now be on a footing from which it can grow into something very special for our industry. However, there is the issue about the fence. A large reo-mesh-style fence that separated the crowd from the aeroplanes, and the reasons for its existence are still a bit unclear. We can but hope the organisers find a better way next year to mitigate the risks. If we are to genuinely get to an Oshkosh atmosphere, the people need to feel they are a part of what's happening and not something to be kept at arms' length.
May your gauges always be in the green,
Hitch
Read more at http://www.australianflying.com.au/the-l...muxumRz.99
MTF...P2
Nothing is ever settled until it is settled right.
Hitch –
“[and] even though some of us may not like the conclusions, we're unlikely to find reasons to demand a third effort. This, as they say, will be it.”
“Or am I being too naive? I've been guilty of that before ...”
With regard to Norfolk old mate, yes; I believe you are. The new ‘report’ into the incident is likely to be almost worthless in terms of examining the deeper, underlying issues; it has to be. The Campbell email almost states that the report will identify James as the sole culprit in the event and there is nothing else that matters. Magicians always have you looking where they want you to look; not where you should be looking. James is the distraction to the party trick, one must look elsewhere if the 'how to' of the ‘trick’ is to be discovered.
Many are certain (and even more believe) that for some as yet undefined reason, there is a need to exonerate the company and CASA of being any part of the ‘causal chain’. Then, there is the need to bury the audits and the rapid return to service of the Pel-Air operation; then, the suspicion of collusion between CASA and ATSB must be explained away to reassure the public that everything was above board and kosher.
But the big question is why? What possible motive could there be for the glaring anomalies and why would ATSB and CASA take such huge risks? They did, in the Senate inquiry, under oath giving evidence, they certainly did. Manning could have saved 500 pages of paper if to reiterate what was already known is his purpose. Maybe he has done us better service and been digging into the ‘weather report’ sequence and validity, that would be worth examining. Maybe he has dug deeply into the culture and training systems at Pel-Air, which would be helpful. He may have even gone whole hog and asked why CASA approved the operation as it stood. We must hope he did; then, perhaps we would get a balanced report. We shall see.
To put an end to the whole saga there really needs to be a separate investigation into the actions of the agencies; post event, for that is where the real story lays. PAIN has been quietly investigating these matters, following one breadcrumb at a time. The minister, the media and the general public may be satisfied with whatever is published by ATSB next week. But don’t bet your life savings on the report putting an end to the matter.
“Everything will be alright in the end. If things are not alright, it is not the end”. (Kipling or Lennon –my two bob on RK).
Toot - toot.
Dearest Hitch: mate….
Hitch –
“According to CASA it must do or they wouldn't be suddenly getting into a lather about it.”
They are ‘getting into a lather’ for one, simple reason – at the end of the long, flawed, much abused system – they are ‘responsible’. Full stop. No one can break wind without ‘official’ permission, let alone dare to actually fly an aircraft in a manner which they fail to understand. You can; quite legally kill your fool self provided you do it in a legally sanctioned manner i.e. CASA approved. Once all those little boxes are ticked; you can do whatever the hell pleases you best –and; all is well. Consider the forgotten Mallard crash, in Perth, at an air show. Carmody went to considerable lengths at estimates to describe the process of establishing the ‘legality’ of the operation – that process put a pile of pressure on the pilot; who just kept saying ‘yes’ so as to be part of ‘the show’. Not one of the CASA ‘experts’ checked the performance envelope data for the aircraft. That was left to a pilot with little experience, who, after the ‘legal’ work out and last minute approval, was probably too wound up to stop, think; and, ask the big question. Can I fit the aircraft into the little box they have allocated?
“The pilots in the air show are all CASA-approved by virtue of their licence,
Legal – but operationally capable?
the planes are all CASA-approved by virtue of the CoA
But the performance envelope? Did anyone of the experts have a little look? – just to be sure – to be sure?
and the air show activities are also CASA-approved.
To be sure? All activities – including a very public fatal prang were all CASA approved.
So, why when you put them all together at an air show is it suddenly more dangerous to people not at an air show?”
Not so. You just need to be hit by a drone or; be in a building close to the operating airspace surrounding a ‘shopping experience’ to be in harms way – not, mind you, that this has anything to do with CASA.
No Sir – Strictly no liability is the approved and ‘robustly’ defended policy.
No son, fill it up again – I may sit here a while yet; quiet like and think on how bloody lucky we are to have the legally safe system we do; and, how happy I am to contribute to it. Then I may hit myself with a brick, have another and walk home.
LMH 24 Nov '17: On PelAir Hitch asks why?; & chopper 105 hr CPL.
Oz Flying via the Yaffa:
Quote: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.
Quote: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...
Quote: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 …
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 -
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Wonders will never cease, CASA at long last shamed and prodded into talking some reform, for without doubt CASA would not have moved without industry pressure. Too bad the obvious shocker, leaving out IFR and Night VFR. Could have followed the US but CASA can’t help themselves, CASA knows best and our system must be unique.
Just tried to get more information from the CASA website but nothing showing there. A forlorn hope that they might publish such a measure in a business like manner, of course not.
So now to the nitty gritty, the devil’s in the details that so far remain, conveniently, unmentioned. Obviously didn’t want to spoil a good story. What about existing medical imperfections that thousands of pilots have? No doubt there’ll be all sorts of provisos and criteria to keep AVMED busy and many a Private Pilot frustrated with costs and extraordinary procedures like the insane ‘stay awake’ torture test recently perpetrated on one perfectly average and conscientious Private Pilot.
This way overdue reform, when (if) it happens will be a welcome start. I say ‘when’ advisedly because after watching CASA ruin a good industry and running a never to be finished rules rewrite over thirty years, still not finished, one can have no faith in CASA timelines whatsoever.
LMH 01 Nov '17: Basic class med; Cessna 408; & latest on CASA air display approvals.
Via Oz Flying of the Yaffa:
Quote:
The Last Minute Hitch: 1 December 2017
1 December 2017
– Steve Hitchen
Yesterday's announcement of the new Basic Class 2 medical standard is not CASA's reform of aviation medicine in total; it is only one part of it. The AVMED department has been a worthy target of reformists in GA for at least 15 years, mainly because it has been a heavy burden on pilots for decades, and was only getting worse. High DAME costs, a lack of DAMEs, ludicrous questionnaires, bewildering decisions and processing fees for doing not a lot robbed AVMED of any credibility and isolated it from the aviation community. Various CEOs promised reforms and delivered nothing, so Basic Class 2 represents the first real improvement to an AVMED system that needs a lot more improving. Basic Class 2 captures a very large chunk of Australia's private pilot operations–less than six pax, VFR, piston engine–but it still has limited value in some areas. Aerobatics, for example, are not allowed on Basic Class 2. Asking around CASA, I was left with the impression that what they have done is reform the low-risk areas first whilst they try to gather information about how the Austroads standard will effect IFR, NVFR and aerobatics. Personally, I believe that evidence will show there is no reason why pilots can't fly almost unrestricted on the Basic Class 2, but that's something we all have to leave CASA to work out for themselves.
Quote:"..AVMED may be in for somewhat of a complete overhaul.."
Another part of the announcement was that some commercial operations will now require a Class 2 medical only, whereas before a Class 1 was needed. The big two are commercial ops without fare-paying passengers and flying instructors. Here CASA has recognised that ops like aerial ag and helicopter sling loading doesn't carry the weight of risk to general public that RPT and charter ops do, which is nice piece of commonsense; we've been asking for risk-based regulation for years. The whole idea of Class 2s for instructors is probably to allow CPLs and ATPLs who can't maintain their Class 1 to stay in aviation, locking in all those hours of experience rather than losing it all. But what we have to consider is that all this is only intent at this stage: there are no timelines and as yet CASA hasn't worked out how it will all function together, and what the real impact will be. However, having your GP do your assessment and CASA leaving the decision in the hands of your doctor is what we've been asking for. And there is more to come, I feel; AVMED may be in for somewhat of a complete overhaul.
But to many in the aviation community, these proposals are like being half-pregnant. Rather than go for a complete self-certification system like RAAus or the new FAA BasicMed, CASA's has based Basic Class 2 on a standard that is still reasonably rigid and still requires pilots to attend a medical centre. Because it's not the solution many wanted, they see it as just more rubbish regulation coming from Canberra. But there is another way of looking at it: Basic Class 2 will mean less cost impost both in doctor's fees and in the processing fee paid to CASA. It will mean people who don't have a DAME within cooee of home can wander down to see Dr Jones in the mainstreet for their medical, and it will mean the doctor seeing the patient is the one who gets to decide if they meet the requirements of fitness to fly. It sounds awfully like reform to me.
Cessna's new 408 SkyCourier came a bit out of the blue, as there hasn't been much clamouring for an aircraft that has this sort of capability. But then, if you have a launch customer like FedEx who wants to put deposits on 100 aeroplanes, I supposed you'd call that demand even if they never sold one to anyone else. The performance details, when they become available, will be of interest to companies like Viking, who builds the Twin Otter, and GippsAero, which is still contemplating resurrecting the Nomad as the Airvan 18. The SkyCourier has the potential to soak up quite a bit of demand in their cargo and short-haul passenger niches.
After my tirade about air display approvals the other week, I was pleased to hear that CASA is indeed going to bring all air display approvals under one roof, most likely the sport aviation office in Canberra. There's a lot of experience and enthusiasm for air shows and displays there, which means approvals should be easier and more transparent in the future. That doesn't mean lax; there have been some accidents here and overseas that have caused CASA to focus on mitigating risk to ensure these things don't happen again. There is still the problem that CASA can over-step the mark by insisting on measures that air show organisers don't have the legal clout to bring about, but hopefully a spirit of co-operation between the show organisers and the sport aviation office will prove capable of solving most issues so the shows can go on.
May your gauges always be in the green,
Hitch
Read more at http://www.australianflying.com.au/the-l...lael61l.99
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