[thorn bird]

OOh, ahhh!

chickens coming home to roost methinks.

[Peetwo]

Via Oz Flying:

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Aviation Industry calls for Government Support for GA
30 September 2020
Comments 0 Comments



Sharp Airlines is one of several companies that have signed a letter to the government calling for financial support for GA companies. (Steve Hitchen)

A united group of aviation companies has written to the Federal Government calling for financial support for general aviation companies that provide essential services to the airlines.

Signed by 13 airlines, 34 operators and five supporting organisations, the open letter was delivered to ministers and backbenchers today.

The letter points out that most GA companies like flight training organisations (FTO), maintenance repair and overhaul (MRO) shops and simulator centres deliver essential services to the airlines that have received government assistance, but nothing has been forthcoming for support organisations that are struggling to survive the COVID-19 era.

"Like the airlines and charter operators themselves these essential service providers suffered an immediate and crippling loss of revenue when the COVID pandemic first struck and air transport virtually came to a standstill," the letter says. "Even now most air transport services are only operating at a fraction of their pre COVID level.

"While some service providers have recovered many are still struggling. The situation is particularly critical in Victoria where the extended stage 4 lockdown in Melbourne and the closure of state borders has meant that many service providers are faced with little or no revenue.

"Some of these providers are small family owned businesses and do not have the resources to survive a prolonged period with no income. Given the lengthy roadmap to recovery put in place by the Victorian Government this situation shows little sign of easing before Christmas and as a result many of these businesses will be forced to close.

"Once gone these businesses will mostly not be replaced and even if they are it will take many years. CASA compliance and the infrastructure surrounding aviation businesses is very complicated and expensive. The barriers of entry into aviation are high and the margins are low. The risks are inherently high."

Since the beginning of the pandemic, the Federal Goverment via Minister for Infrastructure, Transport and Regions Michael McCormack has announced aviation industry aid packages worth $1.3 billion and has extended the Domestic Aviation Network Subsidy (DANS) and Regional Aviation Network Subsidy (RANS) into next year in a move it says is worth $150 million to the industry.

However, general aviation companies believe that very little of that is filtering down to the bottom layers of the industry.

"From the outset the Commonwealth Government recognised the importance of aviation to Australia and quite rightly provided assistance packages to help domestic and regional airlines survive. These have now been extended, but only as direct subsidies for domestic and regional airlines.

"Vital support services to these airlines have not received similar assistance. Yet like the airlines, these businesses have fixed costs such aircraft leases, mortgages, hangar and building rent, insurance and other significant overheads.

"We therefore call upon the government to provide an assistance package to these essential third party service providers
along the same lines as the Regional Airlines Funding Assistance program. We rely upon these services.

"They are essential for the future of general aviation, airlines and other air transport operators. They and the skilled workforce they support are needed to keep vital air services operating, notably to the smaller rural and remote communities in outback Australia.

"The situation is becoming critical for many service providers and we call upon the government to give this its most urgent
attention."

Companies that put their names to the letter include:

• Virgin Airlines
  
  
• Regional Express (REX)
  
  
• Sharp Airlines
  
  
• Ansett Aviation Training
  
  
• Airspeed Aviation
  
  
• Avia Aviation
  
  
• Bush Pilots Australia
  
  
• Flight Standards
  
  
• General Aviation Maintenance (GAM)
  
  
• Moorabbin Flying Services
  
  
• Pel-Air
  
  
• Royal Flying Doctor Service – QLD Division
  
  
• RMIT Flight Training
  
  
• Tristar Aviation
  
  
• Australian Business Aviation Association
  
  
• Aviation Aerospace Australia
  
  
• Regional Aviation Association of Australia (RAAA)
  
  
• Recreational Aviation Australia (RAAus).
  

Flying schools provide essential services to smaller operators and the industry in general such as training and checking, Instrument Proficiency Checks, commercial pilot training, Multi Crew Coordination Courses and Flight Instructor training.

Melbourne is also the home of Australia’s largest independent simulator centre, Ansett Aviation Training, which provides aircraft type ratings and professional pilot recurrency training and checking for regional airlines, aeromedical services  and two major domestic airlines.

Comment has been sought from the minister's office.

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MTF...P2 

[Peetwo]

AAAA submission to 'Future of Australia's Aviation Sector'


Phil Hurst via Twitter - https://twitter.com/PhilHurst62/status/1...9645042689



AAAA Submission to ‘Future of Australian Aviation’ on our website http://aaaa.org.au under ResourceCentre/subs. Practical, quick, achievable. Something for the new CASA DAS to make real improvements in this challenging environment. #ausaviation @M_McCormackMP @SenMcDonald

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Ref: AAAA Submission – The Future of Australia’s Aviation Sector

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MTF...P2 

[Peetwo]

AFTIA enters the Alphabet Stable and ABAA in support of the GAAN?? 

Via EWH on the Yaffa:

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New Association to tackle Flight Training Issues
17 September 2021

A new aviation association has been formed to support and advocate for the flight training industry. 

Announced today, the new association is called the Australian Flight Training Industry Association (AFTIA) and has been formed in response to what has been seen as under-representation of the sector in Canberra.

AFTIA will operate as an incorporated association run by a board. The chair of that board is Moorabbin Flying Services' Maddy Johnson.
"Currently, the flight training sector is fragmented and has no representative body to speak collectively for all levels of aviation training from high capacity regular public transport (RPT) to the local flying school level," Johnson said.

"This has resulted in a disconnect between industry and government at a time of regulatory reform when FTOs [Flight Training Organisations] need strong advocacy with the Department of Infrastructure, Transport, Regional Development and Communications, the Civil Aviation Safety Authority (CASA) and other aviation organisations and bodies.

"AFTIA has been formed to take a strategic view of flight training with the aim of representing all areas of flight training as a single voice."

According to AFTIA, the association aims to become the principle body for both CASA and the department to engage on matter relating to flight training, and provide a conduit for FTOs and other stakeholders to give voice to concerns about flight training.

AFTIA also recognises that the flight industry is in challenging times, and will benefit from having an umbrella organisation to help with recovery.

"Competition in aviation has always been robust and the uncertainly of COVID has increased the pressure," AFTIA states. "The ability of the industry to recover is still uncertain, and the path forward is not yet clear.

"Recovery may be relatively fast, but matching trained pilots with demand may be difficult without a collaborative approach, which could put the long-term sustainability of the industry at serious risk."

AFTIA will initially concentrate on issues such as:

• pilot shortages needing an influx of overseas-trained pilots to fill
  
  
• regulatory change and reform
  
  
• foreign-backed FTOs influencing the industry
  
  
• the impact of decisions made at airline level cascading down to FTOs
  
  
• airline recruiting instructors leaving gaps in capability at FTOs.
  

The AFTIA board includes several of the most experience flight trainers in Australia, with Par Avion's Shannon Wells, Airspeed Aviation's Ben Wyndham, Fellow of the Royal Aeronautical Society Matthew Gray and Tim Holland of Flight Options taking positions alongside Johnson.

AFTIA says it will be developing a prospectus for members in the coming weeks.

More information on AFTIA is available through:
Chair – Maddy Johnson (VIC)  maddy.johnson@aftia.org.au
Secretary – Ben Wyndham (NSW)  ben.wyndham@aftia.org.au

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Plus from EWH in this week's LMH: https://www.australianflying.com.au/the-...ember-2021

..They call them The Acronyms: aviation groups by whose lettering we know them. AOPA, AAA, AAAA, RAAA, RAAus, ALAEA, AMROBA, TAAAF, GAAN; inevitably there's at least one "A" in every letter set. This week another one has been added to the roll call: the Australian Flight Training Industry Association (AFTIA). The news is likely to prompt a chorus of howls that we don't need another association, and there is merit in the chorus; too many voices can serve to confuse rather than clarify. But there is good reason for the genesis of AFTIA: despite all those acronyms, flight training advocacy has been playing second fiddle to the primary cause of each group. No-one was championing the cause of flight training organisations above all else. It could be argued that the result of that is currently enshrined in Part 61, Part 141, Part 142 and all the problems that those regs have birthed. That's not to denigrate in anyway the efforts of groups like AOPA Australia and the RAAA, both of which have stepped in to tow the FTO cause forward at times, but flight training needs a prime mover of its own, and that prime mover should be AFTIA. When I first caught wind of the desire for AFTIA, I assigned writer Angela at Avalon to get inside the motivation for an FTO association. The results of her work are published in the September-October 2021 issue of Australian Flying. That work reveals a training industry crying out to be heard from behind a wall of conflicted priorities, a situation that places FTOs in a very precarious position at a time when aviation needs its bedrock to be most stable. Now, in AFTIA, the flight training industry has its own voice, one which may soon prove to be one of the loudest...

Slight thread drift here...

While we're on the Alphabets and in line with this BJ thread post: Please Sir - A GANDER AT THE GAAN??

I bring you the ABAA FAAS submission and it's all about the..MONEY, MONEY, MONEY!!

Australian Business Aviation Association Inc.
ABN 32 082 750 492

13th November 2020

Director
Project Strategy Unit
Strategic and Economic Policy Projects
GPO Box 594
CANBERRA ACT 2601

Via e-mail to: aviationconsultation@infrastructure.gov.au

Dear Director,

Response to Future of Australia’s Aviation Sector - Issues Paper

100% support of the response 11th November by Mr Andrew Anderson, Chair of the GAAN.

Mr Anderson has covered many matters of importance to the General Aviation Sector in
Australia.

The ABAA would like to add the following comments and recommendations:

Covid-19 The ABAA wishes to thank the Hon Michael McCormack, Deputy Prime Minister and
officers of the Department of Infrastructure, Transport and Regional Development, together with
CASA and Airservices Australia for their support of the Aviation Industry during Covid-19. Many
ABAA member companies have been in a position to accept both the financial and operational
assistance measures, such as renewal of pilot licenses and ratings etc.

Lack of International Harmonisation of CASA Regulations

As we emerge from the Covid-19 induced lockdowns, the ABAA will closely monitor the
operational introduction of several CASA revised regulations, which include CASRs 121 and
135, which may impact negatively on some ABAA member companies.

Also, revised CASRs 135 and 121 do not harmonise with US FAA Regulations. We see this as
imposing unnecessary extra cost burdens for several ABAA member companies and again,
Australia will be out of step with the USA, which has by far the largest and most successful
aviation industry and aviation Infrastructure in the world.

Business jet operations at Sydney Airport during the curfew

Discussions have continued during 2020 with the Department of Infrastructure, Transport and
Regional Development. Our latest proposal follows:

1) A fair and reasonable cap be introduced for quiet business jet movements during
the curfew period at Sydney Airport.
2) Whilst waiting for the relevant Sydney Airport Act to be amended, a dispensation
process be implemented to permit quiet business jets, which are certified to ICAO
Chapter IV noise standards and certified with seating for a maximum of 19 passengers,
to operate during the curfew. Perhaps, this could be similar to recent dispensations
for Boeing 737 freight operations during the curfew period.

We are recommending that quiet business jets, which are certified as above, be permitted to
operate during the curfew. The proposal is for these newer quiet business jets to join those
which are already approved in accordance with the 1990s legislation. Our proposal is
scientifically based on noise, not weight.

For example, latest technology, long range business jets, which have recently commenced
production include the Bombardier Global 7500, certified to Chapter IV noise standards and
certified with a maximum of 19 passenger seats. These certification standards for business jets
have been accepted throughout the world for many years. The Global 7500 has a Maximum
Take-Off Weight (MTOW) of 52,095kg and a Maximum Landing Weight (MLW) of 39,735kg.

Also, the Gulfstream G700, soon to be certified to Chapter IV noise standards and with a
maximum of 19 passenger seats, is expected to have an MTOW of 48,807kg and MLW of
37,875kg.

Unfortunately, both the Global 7500 and the G700 are not permitted to operate during the
curfew due to the anachronistic ( appropriate to an earlier period), MTOW limit of 34,000kg,
which was stipulated in the 1990s legislation. This was based on the largest business jet in
general use at that time being the Gulfstream GIV with an MTOW of 33,800kg.

The Economic Case

Sydney is widely recognised as Australia’s leading Gateway City, with many business jet
operators visiting on a regular basis to conduct meetings, negotiate contracts and to assess
business opportunities. Most of these operations are carried out in non curfew periods, however
there is a requirement for a relatively small number of movements in the curfew period.

Since the early 2000s, longer range, quieter and more fuel efficient business jets have been
replacing older less fuel efficient aircraft. We are aware that at least five Bombardier Global
7500 and Gulfstream G700 business jets have been ordered by Australian customers, who are
replacing older less efficient business jets.

It would seem unfair, to penalise these operators for choosing new state of the art, fuel efficient,
low noise aircraft.

Movement Statistics (Provided by Department of Infrastructure and Transport)

Movements during the curfew period in recent years have been dominated by BAe146 freight
aircraft with 2,395 movements in 2019 and 595 in the 1st quarter of 2020. Also, in the permitted
propeller aircraft category, some movements would have been with noisy Garrett powered turbo
prop aircraft. The complete list of aircraft operations during the curfew period in 2019 follows:

(see ABAA submission for table)

* Business jet movements of 121 in 2019, represented 2.7% of total curfew movements.

BAe146 freight jets have a cap of 74 movements per week. However, in 2019 these aircraft
used only 62.24% of their movement cap.

The ABAA is seeking a reasonably “level playing field'' even though we do not expect anywhere
near the number of BAe146 freight movements and search/rescue movements. We are seeking
a fair and reasonable outcome for our members and visiting business jets.

Yours sincerely

David Bell OAM
Chief Executive Officer
Australian Business Aviation Association Inc.

13th November 2020

The ABAA represents owners and operators of turbine powered business aircraft, which are
based in Australia. Also, the ABAA is a member of the International Business Aviation Council
(IBAC), co-located with ICAO in Montreal, Canada. IBAC comprises 14 Business Aviation
Associations throughout the world. Please visit www.ibac.org

MTF...P2 

[Sandy Reith]

The ABAA has it’s case to put forward and rightly so. As far the the whole of Australia’s General Aviation (GA) industry is concerned their call for a harmonised regulatory environment is laudable, this a huge issue that needs action by Minister Barnaby Joyce as a matter of urgency. Urgency because GA has already succumbed in large part to massive bureaucratic overreach and COVID has made matters worse.

I’m sure for the sake of flying training we will wish good fortune to the new Australian Flight Training Industry Association (AFTIA). I hope it doesn’t fall into the trap of leaning on CASA to maintain exclusivity. It can be quite a leap for such an organisation to champion a free enterprise outlook because members can perceive competition from, say, independent instructors. The latter concept is most necessary if flying training is to flourish once again.

There’s no safety case against this desirable reform, standard practice in the USA, we used to have hundreds of flying schools, many in small country towns that produced pilots who needed aircraft, which needed maintenance, which employed people, who had families. This was the case before the CASA juggernaut crushed those small schools out of existence.

Truth is that only a free market can deliver that larger ‘pie’ from which all can take a slice. Certainly true for the remaining flying schools who have battled to stay afloat and have spent years working through the painful and very expensive transition to the nightmare of CASA’s latest flying school regulatory regime.

In a USA style reformed environment, I hope the members of AFTIA can see that they would not only be training private pilots but many more instructors, and the more pilots everywhere will increase the market for aircraft and advanced training, particularly for the Instrument Flight Rules rating.

[Peetwo]

Part 43 the next Part 61 regulatory behemoth?

Ref the 20/20 thread:

Submission 65 - ALAEA

Via the RRAT inquiry webpages: 

Australian Licensed Aircraft Engineers Assocation (PDF 5585 KB)

Via the Yaffa:

 

ALAEA speaks out against GA Maintenance Rules
21 October 2021

The Australian Licenced Aircraft Engineers Association (ALAEA) has leveled heavy criticism of the proposed CASR Part 43 maintenance regulations.

In a submission to the Senate Standing Committee on Rural and Regional Affairs and Transport (RRAT) inquiry into the general aviation industry, the ALAEA has said that Part 43 creates confusion as most of the proposed requirements are currently covered by other standards.

CASR Part 43 was promised by then Deputy Prime Minister and Minister for Infrastructure and Transport Michael McCormack at gathering of general aviation associations at Wagga Wagga in July 2018.

The submission comes after ALAEA Technical Manager Stephen Re testified before the committee via video link in September.

"Part 43 has been proposed to cover not only the maintenance requirements of the aircraft (i.e., what must be done and when) but also the requirements of organisations maintaining the aircraft, as well as the training and licencing of engineers," the submission states.

"These requirements are already catered for in both the CAR and CASRs Part 42 (continuing airworthiness), Part 66 (engineer licencing), Car 30 and Part 145 (approved maintenance organisations).

"As it stands the introduction of the proposed Part 43 will create multiple levels of standards and training for engineers who are essentially working on the same aircraft but in different operations classifications and will remove the requirements for qualifications for important specialist skills such as aircraft welding, composite repairs and non-destructive testing."

The ALAEA aired concerns that there was already parallel and overlapping regulation with the CASRs and the older CARs still operating side-by-side, which they say creates confusion.

"Ideally aircraft airworthiness, approved maintenance organisations, engineer licencing, and maintenance training should be found in the CASR’s only. They are Parts 42 (continuing airworthiness), 145 (approved organisations) 66 (licencing) and 147 (training) supported by a Manual of Standards (MOS) and the appropriate supporting Guidance Material and Acceptable Means of Compliance (AMC and GM).

"Clear and concise regulation should not need any additional material to explain its purpose or how to comply."

With some maintenance regulations still to be completed, the ALAEA is concerned that developing Part 43 has drawn resources away from what it sees as more important projects.

"It is our view that Part 43 has reached outside of the areas it needed to address and has absorbed valuable scant resources in the process (both CASA’s and Industry)," the submission states.

"The intent of Part 43 could have been achieved with better and faster results by amending the current airworthiness regulations in the CASR.

"For example, an amendment to Part 145 to define and simplify the three distinct levels of standards required to maintain large RPT aircraft, charter aircraft and lower risk GA aircraft could be achieved very quickly if the appropriate resources were allocated for consultation and drafting."

In August this year the Aviation Maintenance Repair and Overhaul Business Association (AMROBA) came out in support of CASR Part 43, but warned implementation would not be straightforward and required modification to other regulations.

Plus from this week's LMH: http://www.australianflying.com.au/the-l...tober-2021

...I am starting to wonder if CASR Part 43 actually has legs. Announced a bit out of the blue in 2018, the regulation covers maintenance for GA aeroplanes operated only in the private and airwork categories. It is supposed to make things simpler, but the ALAEA believes it will just make matters worse and AMROBA has pointed out all the other regs that will have to change to get CASR Part 43 to work the way FAR Part 43 does. The great danger is that Part 43 may be come the new Part 61, i.e., implemented without a true understanding of the way the industry operates and in need of serious review the day after it was signed into law. If you turn to page 18 of the November-December issue of Australian Flying, you will find an article entitled The State of the Unity. It outlines the many rifts that exist within GA and the issues that divide, and Part 43 is listed as one of them. Although Part 43 was intially greeted with applause, it seems there are people within GA that are now going through buyer's remorse. But Part 43 is not the heart of the matter. The problem is much greater: CASA's maintenance regulation regime is confusing and a touch non-sensical. The ALAEA submission to the senate has some excellent examples that a comedy writer would not dare include in a script but for CASA make perfect sense. CASA's working groups need to have a look at maintenance regimes holistically and ask if this really is the world's best practice...

MTF...P2 

[Peetwo]

Phil Hurst retires from the AAAA's -   

Via AgAir:

AAAA CEO RETIRES AFTER 22 YEARS

Posted by AgAirUpdate Staff | Oct 28, 2021 



Mr Phil Hurst, CEO of the Aerial Application Association of Australia Ltd since July 1999, has announced his retirement from the position effective January 2022.

Mr Stephen Holding, President of the Association, said that Mr Hurst had served the members of the Association and stakeholders with distinction over the last 22 years, leading the Association to become the aviation, agricultural and aerial firefighting national peak body.

“Phil is a born innovator who has improved the professionalism of the industry, educated regulators and built programs and services that offer genuine value.

“AAAA membership has never been higher, accounting for over 90% of all aerial application in Australia. This is largely a testimony to the impact Phil has had in building AAAA into a position of trust and delivering reliable, positive outcomes.”

AAAA members include business owners, pilots, trade supporters and associates involved in the industry that protects agricultural crops, forestry and pastures and fights bushfires from the air.

“Phil has been instrumental in creating a truly generative safety culture in the industry through advanced training programs and a constant commitment to improvement. Many pilots acknowledge the critical role of this training in keeping them safe,” Mr Holding said.

“Phil has grown the existing AAAA Spraysafe program into the de facto national standard for application pilot competency, as recognised by all State governments.

“Phil also created the AIMS program (Aerial Improvement Management Systems). This remains a world-leading program recognised by regulators, insurers and participants as incredibly valuable for safety, the environment and business.

“All of the members and Directors of AAAA wish Phil and his partner Louise all the best in their future endeavours and we look forward to welcoming them to future AAAA events as valued members of the aerial application community,” Mr Holding concluded.

Mr Hurst was awarded Honorary Life Membership of AAAA in 2019 in recognition of his service and achievements.

AAAA has engaged Rimfire Resources to lead the search for a new CEO of AAAA.

And EWH via the LMH: http://www.australianflying.com.au/the-l...ember-2021 

...I'm going to miss Phil Hurst. The AAAA CEO is retiring in January after 22 years in the job, and he's more than paid his dues over that time. Hurst took the AAAA from a well-meaning association of rough-and-tumble croppies to a professional support association that has a membership hitting 90% of the industry. There is probably not another aviation association in Australia that can boast that (and if there is I have no doubt I'll hear about it before next week). Under Hurst's guidance the AAAA elevated its level of expertise and encompassed aerial firefighting at the same time; sensible given that the majority of Australia's single-engine aerial tankers are flown by very experienced ag pilots. But what I will miss about Hurst is a cutting candour that dodged all attempts at deflection and went straight to the heart of any problem. His contribution to CASA's Technical Working Groups and the GAAN have always been of the highest value, and the AAAA membership can rest easy knowing he would represent their interests in Canberra with a great deal of vigour. The other thing I will miss is that Hurst was always prepared to put in material whenever I called for it and was good for an imaginative and illuminating quote. The search is on to replace him, and I suspect that the incoming CEO will have a much easier job because of the quality of the foundation Phil Hurst laid...

MTF...P2 

[Peetwo]

TAAAF 2022 aviation policy -   

Reference: https://auntypru.com/wp-content/uploads/..._04_22.pdf

EWH summary, via the Yaffa - :

TAAAF releases 2022 Policy Paper
13 April 2022


The Australian Aviation Associations Forum (TAAAF) has today released their 2022 Aviation Policy Paper ahead of the federal election in May.

TAAAF is an alliance of some of Australia's largest aviation assocations designed to present a collective voice to government on issues effecting aviation. Traditionally, TAAAF issues a policy paper in an election year to give all sides of politics an indication of the forum's position on key aviation issues.

"Ahead of the upcoming election, the TAAAF is pleased to provide a policy paper to both sides of government," said TAAAF chair Jeff Boyd.

"TAAAF members have outlined the most significant steps that need to be taken as a priority by the incoming Federal Government to return a workable and efficient platform to the Australian aviation industry."

TAAAF focused their paper on high-end issues that are having the greatest impact on the health of the industry, several of which have been echoed in recent submissions to the senate inquiry and the General Aviation Advisory Network strategy paper.

On top of the list is the culture within CASA.

"The effectiveness of performance based regulation relies on the culture within industry, and perhaps more importantly, within the safety regulator; a culture requiring a greater level of maturity, accountability, transparency and flexibility," TAAAF believes.

"Therein lies the problem. TAAAF members’ experiences of interactions with CASA do not show it to have these characteristics."

TAAAF cites administrative delays caused in part by under-funding, paying lip-service to the industry feedback and diminishing expertise as part of the problem, recommending a complete review into CASA's culture.

"TAAAF members are therefore calling for an independent review of the way CASA does business—its organisational culture.
 This review should be carried out by an independent firm and not, as has happened in the past, by political appointments too close to the regulator or to industry."

On the matter of aerodromes, TAAAF accuses many operators of exhibiting "monopolistic behaviour", whilst charging excessive fees and restricting access to certain aviation activities.

"Aviation businesses are finding it difficult to maintain tenure at airports such as Moorabbin in Melbourne and Bankstown in
Sydney," the policy paper says. "For TAAAF members, such as flying training schools, this is a critical issue for their ongoing viability."

As a solution, TAAAF states that the Airports Act 1996, which is currently under review prior it's planned sunset in 2024, should reflect better security for aviation businesses based at airports covered by that legislation.

TAAAF also tackled issues of a lack of industry consultation over the burgeoning drone and vertical-lift markets, skills shortages and engineer qualification pathways; and called for greater government support for aviation design and manufacture in this country.

"Over the past 40 years we have witnessed an attrition of Australian aviation manufacturing companies, enterprises that
have been forced to move off-shore, or have been taken over by overseas companies, due, in the main, to the lack of a level playing field with overseas competitors," TAAAF states.

"Greater government support is needed to attract higher volumes of work off-shore and enhance visibility for businesses in the global export market, similar to the support observed in the US, New Zealand and Europe."

TAAAF acknowledges the volume of work that the industry has already done on the issues covered in the policy paper, but says what is needed now is significant action .

"Many of these issues have been the subject of considerable ongoing discussion, but TAAAF is calling for the incoming government to take timely action to address these concerns.

"This policy paper identifies some quick wins, as well as areas requiring more significant, long-term action."

Both the Coalition and the Australian Labor Party (ALP) have made their aviation positions clear ahead of the 21 May election, with the Coalition issuing the Aviation Recovery Framework last December and the ALP declaring their intention to develop another White Paper should they be elected to government.

 
MTF...P2 

[Sandy Reith]

The two major parties have made the usual nothing promises and ‘motherhood’ statements. We want their answers to specific reforms that must be accomplished in quick time if there’s to be any real halt to the decline and stagnation of General Aviation.

It’s popular to call for culture change in CASA, this is a forlorn and wasted cry because it’s the nature and model of CASA that is wrong as 34 years of failure demonstrates. Unless and until a Minister gives directions and takes responsibility, ideally through a regular Department of Government, as is the proven democratic Westminster system, then ‘the culture’ will remain.

[Wombat]

Your only hope Sandy is if ScoMo wins AND Barnaby keeps the Ministry. If there is a new Minister then, by convention, every document, not already public, relating to the Ministers deliberations and actions is swept up filed and placed in confidential storage for thirty years. The new Minister starts with an empty desk.

Even with the best will in the world and a desire for reform, t will take a new Minister a year to get acclimatized to her portfolio. Another year to cut through the BS "White papers" and reform options, helpfully provided by CASA and her Department ... and that leaves another year before another election!

You have to respect CASA Management; the system they have created is as impenetrable as a Swiss Bank and about as open to reform as Stonehenge.

it might be interesting to watch the Greens and Labor break their teeth on CASA

[Sandy Reith]

Wombat, I appreciate your insights, sounds like you’ve been involved in the system that loves secrecy.

I will dispute the call to respect the CASA management because they were not responsible for the Act that created this out of control Commonwealth corporate monopoly. As far as timelines for reform are concerned, a Minister with a backbone would have some easy exemplary reforms in place in weeks, months at worst.

There’s no doubt that CASA will be told which way is up at some point in the future because the truth will out eventually. The worse they make life for GA, and that trajectory continues, in spite of Senator McDonald and Ms. Spence’s tea and sympathy, the more pressing becomes the need to reform.

A National disgrace will be uncovered, then converted into a media sensation, and Minister and Parliament will have to act.

[Kharon]

White Paper? - curious (and bored rigid) it seemed like a good opportunity to get a handle on some of the 'terms' we hear used within the government lexicon which have definition and 'rules' attached. I found this link - HERE - almost helpful. 'White Paper' and the latitude the thing provides - either way - (weal or woe) is remarkable.

Wombat - "If there is a new Minister then, by convention, every document, not already public, relating to the Ministers deliberations and actions is swept up filed and placed in confidential storage for thirty years.

Ah, that may explain why a couple of 'things' happened which seemed to be cleverly timed; and, why a couple of items were 'not published' as part of the 20/20 inquiry."

Wombat - "Another year to cut through the BS "White papers" and reform options, helpfully provided by CASA and her Department....."

Exactly - The last use of the soft white paper approach provided much latitude, which was used to promote large portions of the current 'mess' which industry is forced to abide by - or else

But, the 202/20 cannot be 'swept up and filed'; it is in the public view. Pity the media and the odd politician cannot see the broader implications and potential in that publication and pick up on some of the evidence which defines why Australian aviation is the butt of international hilarity and sympathy.  - 


White Papers; Green Papers; Discussion papers



A Green Paper is ‘a paper presented to Parliament by a minister before an important debate, not as a declaration of politics, but as a basis for discussion’.[84] It will outline various policy options for consideration by interested parties and the general public.



After a period of time has elapsed during which the government may have consulted with relevant interest groups, it may produce a White Paper which is ‘a statement of government policy on a particular issue, presented to parliament as a subject for discussion, usually prior to or accompanying the introduction of a relevant bill’.[85] In simple terms, a green paper is issued to set out a policy proposal for the purpose of public debate and consultation and a white paper sets out the government's legislative intention.



In Britain the tradition of producing green and white papers is much stronger than in Australia at the federal level; the New South Wales and Queensland State governments have used the practice quite often in recent years. In Australia, at the federal government level, the release of what are generally called policy discussion papers or policy consultation papers (rather than green papers) is less common.

[Peetwo]

RAAA - Dear miniscule?? - 

Via the RAAA:

01 June 2022

The Hon Catherine King MP
Minister for Infrastructure and Transport

Via email: Catherine.King.MP@aph.gov.au

Dear Ms King

Congratulations and welcome

On behalf of the RAAA Board and its members, I would like to take this opportunity to congratulate you on your appointment as the Minister for Infrastructure and Transport and welcome you to the portfolio. I am aware of your experience in this portfolio and I know you would be aware of most of the issues facing the aviation industry. There are however some urgent matters that would need your immediate attention.

The RAAA has approximately 40 Ordinary Members (AOC holders) and 70 Associate/Affiliate Members. Our members directly employ over 10,500 Australians, many in regional areas. On an annual basis RAAA members jointly turnover more than $1.5b, carry well in excess of two million passengers and move over 23 million kilograms of freight. RAAA members operate in all states and territories and include airlines, freight operators, airports, engine and airframe manufacturers, flight training companies including Universities, finance and insurance companies and government entities.

The Covid pandemic has caused one of the greatest disruptions to our industry in its 100-year history, the previous government’s support was vital in sustaining many aviation companies over the last two years. With international travel still below 50% and not forecast to return to normal levels until 2024 at the earliest, it is vital that some of our aviation related agencies continue to receive that vital financial support to sustain them without the need to dramatically increase fees and charges to our domestic and regional aviation organisations. The RAAA are seeking your early support to ensure that any recovery we are hoping for will not be hindered by covering costs that otherwise would have been provided by international flights.

Labor’s announcement of a White Paper to be developed is most welcome and the RAAA would like to ensure
we are involved in this process as much as possible to ensure regional aviation receives the attention it deserves. We would also point to the previous government’s framework to recovery paper to accelerate some of the policy areas needing more urgent attention, such as skills. We are already in a critical skills shortage, in particular for aircraft maintenance engineers. Whilst we do need to look at long term solutions to training processes, the RAAA would like to call on your government to immediately include Aircraft Maintenance Engineers (Australian Skills Classifications 323111, 323112, 323113) to the Priority Migration Skilled Occupation List (PMSOL) which is managed by the Minister for Immigration, we would like your assistance in ensuring this may occur. Aircraft Maintenance Engineers are already classified by the National Skills Commission as in “national shortage with strong future demand”.

Regional aviation suffers worst for skills shortages due to location and lack of ability to compete on salaries with the major airlines. Our members are currently accessing overseas workforces with limited success but are being hampered by delays in processing Visas which in most cases could be avoided if on the PMSOL.

The RAAA works collaboratively with our regulator CASA to develop mutually beneficial policy outcomes. The work of the regulator is of course a fine balancing act and we commend the work they did during Covid to alleviate a lot of regulatory hurdles which otherwise could not have been complied with. The RAAA would like to see CASA continue to improve their collaborative work with the aviation industry and also look to work on their systems-based regulatory oversight abilities. Our industry has, through recent regulatory changes, moved towards systems-based administration which has required an incredible amount of work by industry, we would hate to see this work go to waste and have CASA continue to oversight on every aspect of an organisation. CASA inspectors require training in this mindset otherwise we will only see lip service being paid to this new approach.

I would like to also take this opportunity to request a meeting with yourself at the next sitting period to further discuss these matters and others which I believe would be of value to yourself and staff. I am sure you will be busy with briefings and other meetings but please do not hesitate in contacting me on the number/email below.

Best regards,

Steven Campbell
Chief Executive Officer
Regional Aviation Association of Australia
Unit 3, 10 Kennedy St, Kingston, ACT, 2604
T: 02 6162 0305, M: 0419 702 802, E: ceo@raaa.com.au, W: www.raaa.com.au

Plus via the Yaffa: 

RAAA urges Minister to import Engineers

8 June 2022



The Regional Aviation Association of Australia (RAAA) has called on the Federal Government to import aviation engineers to fill skills shortages in Australia.

In a letter dated 1 June welcoming new Minister for Infrastructure and Transport Catherine King to the portfolio, RAAA CEO Steve Campbell pointed to the previous government's identification of the need to accelerate policy regarding skills shortages in Australia.

"We are already in a critical skills shortage, in particular for aircraft maintenance engineers," Campbell said. "Whilst we do need to look at long term solutions to training processes, the RAAA would like to call on your government to immediately include Aircraft Maintenance Engineers (Australian Skills Classifications 323111, 323112, 323113) to the Priority Migration Skilled Occupation List (PMSOL), which is managed by the Minister for Immigration.

"We would like your assistance in ensuring this may occur."

"Aircraft Maintenance Engineers are already classified by the National Skills Commission as in 'national shortage with strong future demand'. Regional aviation suffers worst for skills shortages due to location and lack of ability to compete on salaries with the major airlines.

"Our members are currently accessing overseas workforces with limited success, but are being hampered by delays in processing visas which in most cases could be avoided if [engineers were] on the PMSOL."

The Labor Government has indicated its policy is to create a new aviation white paper, which has some aviation advocates concerned that the process will delay actions identified in the previous government's Aviation Recovery Framework as short-term priorities.

"Labor’s announcement of a White Paper to be developed is most welcome and the RAAA would like to ensure we are involved in this process as much as possible to ensure regional aviation receives the attention it deserves," Campbell said.
"We would also point to the previous government’s framework to recovery paper to accelerate some of the policy areas needing more urgent attention, such as skills."

MTF...P2 

[Wombat]

Would these imports like to subject themselves to Australian criminal law if they make a mistake?

[Peetwo]

RAAus briefing - Via AOPA Oz -

MTF...P2

[Peetwo]

On vacuous White Paper promises and divisive industry politics?? - 

Via Oz Flying:

Industry Advocates to meet with Minister ahead of Jobs Summit

11 August 2022




Industry advocates have been invited to Canberra on Tuesday 23 August to discuss the skills crisis in aviation with Minister for Infrastructure and Transport Catherine King.

The round-table meeting has been planned ahead of the Federal Government's Jobs and Skills Summit scheduled for 1-2 September.

In inviting advocates, King said the round table would help the government's aviation program.

"In addition to informing preparations for the Jobs and Skills Summit, it is anticipated that the themes and outcomes from the round table will also help inform the Government’s work on the Aviation White Paper, which will set the scene for the next generation of growth and development across the aviation sector," she said. 

Among the people invited to Canberra is Maddy Johnson, chair of the Australian Flight Training Industry Association (AFTIA).
"AFTIA is very supportive and very excited to be invited to the aviation round table with regard to skills and training for our sector," she told Australian Flying.

"We very much look forward to having positive and constructive discussions for outcomes that can be done quickly and will benefit all sectors of the aviation industry from foundation training all the way up as a collaborative process.

"Getting everyone together in the round table format should enable us all to work out where the commonality and differences lie, and what needs to be individually discussed."

During the meeting on Monday, industry representatives are expected to raise issues of a lack of engineers, trained pilots and flying instructors and well as obstructions to training pipelines.

RAAus Chair Michael Monck and CEO Matt Bouttell met with King last Tuesday, and will not be attending the round table on the 23 August due to board meetings scheduled in Adelaide that week. Instead, Jeff Boyd, chair of The Australian Aviation Associations Forum (TAAAF) will represent the interests of RAAus.

"During the meeting on Tuesday Minister King shared with RAAus the determination of the new Government to focus on addressing skills shortages within the aviation sector," said Bouttell in a communique to members.

"The Minister acknowledged that RAAus plays a significant role within the broader industry and our participation was sought in the Jobs and Skills Summit taking place in September.

"RAAus shared with the Minister some examples around how we can address some of the skilled personnel bottle necks including recognition of RAAus instructor hours within the CASA instructor system, along with leveraging further our CASR Part 149 certificate to simplify and streamline administration for private and recreational aviators."

Plus: (from the guy who helped facilitate the introduction of Part 61 and 141/142 -  )

RAAA digs in over Importing Aviation Engineers

12 August 2022



Regional Aviation Association of Australia (RAAA) CEO Steve Campbell today reiterated his call for aviation engineers to be put on a priority skills list after Minister for Immigration Andrew Giles skirted the matter.

Campbell wrote to Minister for Infrastructure and Transport Catherine King in June this calling calling for aviation engineers to be placed on the Priority Migration Skilled Occupation List (PMSOL) because visa processing times were too long. King forwarded the concerns to Minister Giles to respond.

Giles wrote back to King in late July saying the Department of Immigration was working to resolve the visa processing times, but made no mention of the request to place aviation engineers on the PMSOL.

"The PMSOL was introduced as a temporary measure to identify occupations considered to be critical for the COVID-19 response and recovery of the Australian economy," Giles said in his reply to King. "I am currently reviewing these priorities and PMSOL to ensure they support improved visa processing times.

"Work underway to reduce visa processing times should make an immediate difference to employers in the aviation sector."
The response was not exactly what the RAAA was looking for as it fails to address adding engineers to the PMSOL, which has lead to Campbell reinforcing the RAAA's position.

“The RAAA welcomes the Immigration minister’s comments about boosting visa processing capacity to ensure that processing times are reduced," Campbell told Australian Flying.

"It is our contention, though, that aviation engineers are at such critical shortages, especially in regional areas, that they must be included on the PMSOL.

“Our members in regional areas are considering winding back operations which are essential to remote communities due to the lack of engineering staff.

"The RAAA implores the Minister to include these jobs on the PMSOL as soon as possible to assist in bringing these experienced workers to Australia under the skills shortages visa system."

Even so, Campbell acknowledges that importing engineers is only a temporary measure and that a long-term solution lies in training home-grown engineers in Australia.

“The RAAA recognises that this is a short-term fix and are also working with CASA and the government on streamlining engineering training to have clearer career pathways for young engineers, which we believe will assist in attracting more people to the industry.”

MTF...P2 

[Peetwo]

La'King aviation sector skills talkfest??

Via social media yesterday: https://twitter.com/CatherineKingMP/stat...4134266881 & https://www.facebook.com/photo/?fbid=621...2675047665

Catherine King MP


An important roundtable this afternoon, focussing on jobs and skills in the aviation sector.

Bringing together key stakeholders - these discussions will feed directly into the Jobs and Skills Summit next week.

"..key stakeholders.." Hmm...more interested in which stakeholders weren't there -   

MTF...P2 

[Peetwo]

LMH summary of La'King aviation sector talkfest -  

Via Oz Flying:

Aviation Community Optimistic after Jobs Round Table

25 August 2022



Aviation industry leaders have come away from a jobs and skills round-table meeting feeling optimistic and impressed with the level of engagement shown by the Federal Government.

Minister for Infrastructure, Transport, Regional Development and Local Government Catherine King hosted the round table in Canberra last Tuesday to discuss issues and solutions to present to the Federal Government's Jobs and Skills Summit next week.

Industry representatives included associations, airlines, airports and unions covering most aspects of aviation.

According to some of those that attended the meeting, the aviation community reached consensus over a number of issues including the need for skilled migration as a short-term solution to engineer shortages, and obstructions in training pipelines.
"We had a very open conversation between a wide range of aviation representatives," a spokesperson for the minister told Australian Flying.

"It’s clear that there are skills shortages across the sector from a critical lack of pilots and engineers, to ground and in-flight crew.

"It was pleasing that participants were very engaged and committed to exploring ways to overcome shared challenges in the sector and ensure aviation continues to be an attractive industry to build a career in.

"Our Government is committed to increasing collaboration to work towards our collective goals and the aviation round table was an important first step in that process."

Regional Aviation Association of Australia (RAAA) CEO Steve Campbell came away from the round table believing that Minister King engaged well with the industry and clearly wanted to understand the problems with shortages of engineers and flight crews.

"I found the round-table meeting very productive," he said. "The minister was very engaged and geniunely wanted to hear what the issues and what our thoughts were on solutions.

"I am cautious optimistic, but am keen to see tangible outcomes from summit that will help with skills shortages in areas such as engineering.

"We put forward some short-term solutions in skilled migration, but we also understand we have a responsibility to look at long-term solutions such as training pathways, and we look forward to working with the government and CASA on streamlining processes to improve access for regional people in particular."

Maddy Johnson, chair of the Australian Flight Training Industry Association (AFTIA) said that the round table was a good forum for all sectors to have their views aired and listened to.

"From an AFTIA perspective, because we want to view things as an ecosystem, the fact that there was such a broad range of the industry represented, it was really good for all of them to hear from the 'plankton' in the room.

"It was important that they recognise that the training sector was a lynchpin for the rest of the industry to survive.

"The minister was very engaged and she did moderate the room incredibly well. We are hoping she understands the critical nature of where things are at with some sectors of the industry, and that rapid responses and positive actions need to occur in the immediate future, with a view towards long-term changes that are more structured."

The minister's spokesperson said King would now provide feedback to the Treasurer to ensure issues raised at the aviation round table are included in the government's Jobs and Skills Summit next week.

The Jobs and Skills Summit is scheduled for 1-2 September at Parliament House, Canberra.

MTF...P2 

[Peetwo]

AMDA and the Lethbridge concession for GA - 

Courtesy Sandy, via FB and the AP email chains:

AVALON East gone. See below.

A few years ago my wife and I flew into Avalon East around midday on a trade day.

There were more marshals in number than the approximate dozen GA aircraft already parked.

The strip was extremely rough and I would not have landed there if the surface condition had been notified.

I was informed by the ferry bus driver that CASA had been running surveillance over each aircraft and the pilots, delaying them, going through paperwork etc.

Fortunately they’d gone for lunch when we arrived.

Never again. 

The Airshow was once a great event, these days very little GA, it’s main game being selling to the military. Avalon Airshow used to attract 500 plus GA aircraft as well as many GA exhibits of all sorts of GA aircraft and associated businesses like GA maintenance and equipment companies.

Too bad.

There’s really nothing there for us now, but no doubt CASA inspectors will be at Lethbridge on double time making work for themselves and nuisance for everyone else. The Salary Factory won’t be put off by greatly diminished aircraft visiting numbers.

Those same inspectors should be employed by our Premier to do roadworthy and licence checks in all the cars that turn up to the MCG on big footy match days. Probably have to have the riot police handy at the same time but people should know that their Government cares about keeping us safe with a bonus;  keeping our taxes up by employing lots of bureaucrats.

For those few GA masochists that might still wish to run the gauntlet, Lethbridge is more than 40 km from Avalon. Better allow another two or three hours travel time to your fun day waiting for the minibus, traffic etc.


Ref: https://www.facebook.com/sandy.reith.31

MTF...P2 

PS: Here is another Sandy experience from the last AMDA event that he attended...

[Kharon]

(12) Across – Interesting timing.
(13) Down - A Tiger – by the tale?

Dear Members,

It is important to share with you an update on RAAus’ recent decision to not investigate a fatal accident that occurred at Kybong in Queensland involving an RAAus registered aircraft and a VH- Registered Glider, resulting in the death of two Australians.

In recent years, as a result of the ATSB choosing not to investigate sport aviation fatal accidents, RAAus has played a crucial role in formally supporting state police and Coroners, to assist them in understanding the circumstances around how/why an accident occurred. An artefact is that our participation has masked the fact that the ATSB have not been involved. Because of this our staff have endured WHS risk associated with deploying to accident sites, our reputation has at times been tainted due to our inability to share the reports we write as they ‘belong’ to the Coroner thus impeding the safety benefits for all aviators, and our members have funded a function that is not a core activity of RAAus. Moreover, this activity is one that is funded for other airspace users while our members are excluded from such safety dividends while contributing to the funding of the ATSB via the tax system. We have also been subjected to strong criticism due to the lack of independence in our findings despite us being faced with little alternative but to investigate our own. Nevertheless, we are proud of the significant work performed over the years to improve safety and provide some degree of closure for the loved ones of fatal accidents.

During recent discussions with the ATSB Chief Commissioner we were informed that the decision as to whether or not to investigate lies within the ATSB prioritisation system. That is, where can they focus their efforts (and funding) for the ‘greatest public benefit’. For the recent accident at Kybong we contend that in applying their prioritisation system, the ATSB should have investigated this accident given the high airspace risk that is evident and that an investigation would yield significant benefits for ALL airspace users, not just sport aviation organisations. RAAus is strongly of the view that an independent understanding of the circumstances into this accident is essential and that the ATSB is best placed to do this. This is a view shared by many others in the industry.The ATSB enjoys a host of protections under the TSI Act 2003, whereas RAAus does not. It is for this reason and those mentioned above that we have made repeated (unsuccessful) representations to the ATSB Chief Commissioner and that we will once again be making representations to the Minister for Infrastructure and Transport to seek the appropriate level of funding for the ATSB. This would mean that RAAus members are afforded the same status that is given to other aviators and transport users in our community in recognition of the role we play in the sector and our position in the industry as Australia’s largest cohort of private aviators.

The Board has therefore resolved that RAAus’ default position will be to not deploy staff/investigators to future fatal accidents, irrespective of ATSB’s position, to ensure we protect our people and the organisation. The CEO has been charged with making the assessment on our level of involvement which may still involve deployment however the role we would play will be significantly different from what we have done previously. We remain committed to supporting police, local authorities and Coroners wherever we can. There will be further work done on this matter including the continued seeking of legal advice. Should we shift our position in the future we will advise members accordingly.

Michael Monck
Chairman(for the board)