[Peetwo]

The Last Minute Hitch: 28 October 2022

28 October 2022

– Steve Hitchen

It's great to see AAHOF holding induction dinners in their own space. When the hall of fame started out in Wagga Wagga in 2010, the aim had always been to have a "bricks and mortar" building rather than than exist purely virtually. That was always going to be a long, turbulent flight path to make that happen. Although the local council supported the idea, the cost was going to run into huge figures. Now AAHOF has settled into the upstairs space at HARS, which means people both within and without aviation now have somewhere to go to read the stories and examine the artifacts gathered there. As AAHOF president Steve Padgett points out, there is great synergy between AAHOF and HARS, which should make for a great partnership for aviation in the years to come. AAHOF will be open during Wings over Illawarra next month, so if you're down there, make time to drop in and see the work that has been done thus far.

"..The argy-bargy here is not so much about what is happening as why it is happening.."

Airport privatisation will always be debated passionately within the general aviation community, especially when it comes to runways, taxiways and hangars disappearing in favour of lucrative non-aviation development. Large chunks of Bankstown and Moorabbin have been destroyed in the past 10 years or so, and now Canberra Airport is about to lose around 450 m of landing distance from its smaller runway 12/30. Capital Airport Group (CAG) says it is about increasing the height over terrain and obstacles outside of the airport boundary, but some stakeholders at the airport believe it is due to turbulence predicted to come off a new development within the airport. Everybody has their own truths. The consultation meeting at Canberra was apparently "robust", which can sometimes mean constructive, sometimes destructive. CAG is drawing attention to the fact that a displaced threshold doesn't mean destruction of the runway; it means aircraft will have to land further down the runway. That leaves 1300 m of runway remaining to pull up. Is that not enough for GA ops? The argy-bargy here is not so much about what is happening as why it is happening. Despite assurances from CAG that it's about obstacle clearances, some GA community members believe strongly it is related to non-aviation development, which is always going to raise the hackles of aviation people no matter what the reasoning or the scenario. The GA community at Canberra is on tenterhooks, existing at a privatised airport that has a focus on commercial aviation and non-aviation development and without a Plan B should the axe one day fall. Things like this trigger visceral reactions, and it's hard to blame them for that.

Recreational Aviation Australia (RAAus) will start their three-part series on Loss of Control on 1 November. Anything that explores the main reason for aircraft accidents is worth watching. Flying is all about control; a connect from the brain through the hands and feet to moveable control surfaces. Loss of Control (LOC) results in an undesirable situation that too often results in disaster, but if the pilot is properly trained, there's no need for an aircraft to be out of control at any stage. Yet, as stated, LOC is the main reason aircraft and pilots come to grief. RAAus' series will seek to educate pilots on contributing factors and causes, using pilots and subject-matter experts to illuminate the reasons why pilots lose control of their aircraft. Get on this one; it will be worth watching.

The 2022 CASA Wings Awards nominations are now closed! Thank you to all those that put in submissions. We've had a very good response–perhaps our best ever–and it's now up to the judging panel to sift through everything and make some decisions. As we do every year, the Australian Division of the Royal Aeronautical Society and Australian Flying will be looking to see who best matches the criteria to come up with some worthy winners. We expect to be making announcements before the year is out.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 4 November 2022

4 November 2022

– Steve Hitchen

AOPA Australia is planning a series of town-hall meetings around the country. There's not a lot of detail in the plan at the moment, but AOPA says the idea is to engage with the membership as part of a plan to "open up the doors somewhat". Interesting language; opening of doors infers that doors are closed. And at AOPA, they have indeed been somewhat closed. The perception that AOPA is operating with a level of secrecy can be traced back to the death of the AOPA magazine. Association magazines convey vital information and are emotional and intellectual connections between the membership and the organisation. Unfortunately, they are expensive things to produce, so AOPA Australia was forced to stop publishing theirs and convert it to an online channel. That also has become derelict, which has cut a vital link to the members. That is most likely the genesis of the impression that AOPA has become non-communicative, despite the flow of videos coming from CEO Ben Morgan. Clearly the board recognises the issue to a degree and is at least taking steps to rectify it. The town-hall meetings won't completely solve the problem; there needs to be other avenues for the members to communicate with the board, but it is a good start and hopefully a lack of connection to the members will be one of the issues canvassed.

"..fixed-wing operators don't seem to be preparing themselves for what is coming at them.."

Vertiports are coming and so is the accompanying regulation. If we're being honest, a whole new sector of aviation is coming that is going to need new regulation, new legislation, new technology, new training syllabuses, new standards and a mass of other changes. In the CASA Briefing Newsletter this week, CEO Pip Spence outlined what steps CASA was taking in order to be ready for the emergence of vertiports and the accompanying urban mobility industry. But I do have to wonder if the rest of the aviation industry is adequately preparing for this or if they're still following a head-in-the-sand strategy. The rotary aviation community is embracing the change because of the impact sharing low-level airspace is going to have. They adopted a similar attitude towards drones. However, the fixed-wing operators don't seem to be preparing themselves for what is coming at them. That is probably because most fixed-wing operators don't fly through low-level airspace unless they're taking off and landing; potential conflicts with eVTOLs are limited. As I see it, the problem is that existing air operators and airport operators are not embracing the potential of urban mobility. Anything that doesn't grow, dies, and too many operators are not seeing urban mobility as a potential for growth.

In only one week the aviation community will gather at Wings over Illawarra. Right now, the spectre of cancelation due to bad weather is still lurking in the shadows, but the forecast of possible showers with minimal impact is encouraging, and a heap better than possible drenching rain. We've all had enough of that causing the demise of air shows on the east coast. During the week WOI released the flying schedule, which looks entertaining enough despite the absence of some military assets. It looks like a real crowd pleaser and shows the level of support Bright Events had throughout most sectors of the aviation community in Australia. Unfortunately, rain over the past months has been sufficient enough to put the kibosh on under-wing camping again, but there's still plenty of other reasons to get to Shellharbour Airport and soak up the atmosphere at what will be the last big air show for 2022.

Next Friday is a traveling day for me; I'll be on my way to WOI. Traditionally I don't put out a newsletter on the day before the show and the tradition will be continued this year. My next LMH and e-newsletter will come out on Monday 14 November, so we can include all the best bits about WOI. Sorry to disrupt your week, again.

[Sandy Reith]

Seems like Hitch is quite accepting of CASA CEO Pip Spence’s airy fairy “Vertiports,” otherwise known as heliports, and Hitch seems unfazed with CASA’s costly make work idea for a suite of new regulations and standards for the scarcely believable notion of a looming sky full of battery powered helicopters (that’s not as clever as calling them eVertol. BBB as my father used to say about such pretentiousness. Bulls**t baffles brains).

But CASA will be advertising for many consultations involving ’stakeholders’ (especially numerous bureaucrats) for a few years; and employing vertical flight experts and ‘vertuous’ consultants (some ex CASA), it’s an ill wind that brings no good to anyone.

“Stakeholders”. = drive another stake through the heart of General Aviation.

Time will tell how you run a fleet of electric helicopters as taxis (pray not gov. subsided) that cannot sit you down where you want to go, that have to sit idle half the day being recharged, and make money for investors. Otherwise let’s imagine flying around in sometimes fiercely turbulent conditions around city buildings, not on your Nellie. The first one to crash down onto Swanston Street will make headlines.

(And what a bother, we’d better start taking down all those dangerous powerlines everywhere, but that’s probably no big deal because there’s likely not enough power to go around anyway)

[Peetwo]

LMH on Mundy - 

---

The Last Minute Hitch: 14 November 2022

14 November 2022

– Steve Hitchen

Air shows are hard work, and even the most successful ones bring a lot of heartache for the organisers. Ask Mark Bright. He has overseen Wings over Illawarra for years, and each time he hasn't known if all his sweat, tears and worry will actually pay off. On several occasions it hasn't. This year, it did. Despite threats of Wagnerian weather and radars showing widespread showers marching down on Shellharbour Airport from the west, Bright and his team put on a great air show that looked seamless from the crowdline. They deserved a good year and they got one. Of course, like all air shows, there were the back-room hiccups, but it's the mark of good air show organisation that the people at the fence don't ever know that. WOI has become one of the most important events on the annual aviation calendar, and it would do the wider GA industry well to understand that and get in behind Mark Bright and his team. I was pleased to be able to get out and about talking to people, and to grab some time to just be one of the crowd and enjoy watching some very professional flying. Congratulations to everyone involved in the show; you all did aviation proud.

"..some pilots just don't want to be political.."

If you heard a loud thump coming from the AOPA hangar at Bankstown during the AGM, I suggest it was probably the sound of a very large penny hitting the deck as the committee realise they have a problem: their product offering. Membership in the association has been on the decline for some years, not helped in the slightest by the impacts of the pandemic. AOPA has been focused so intently on the hard slog of advocacy that they haven't realised that they need to be much more to aviation than a lobby group. Advocacy is critical to what they do, but it's not the main reason that people join associations. They do it for the sense of belonging and pride in that belonging. They do it for the magazine that tells them what they are a part of, they do it for the discounts the membership card attracts; they do it for the events. This is all part of being an association. Advocacy is, by its very nature, political, and some pilots just don't want to be political. So I am pleased to see that AOPA has now appointed a membership manager to look after the members whilst the CEO continues fighting the good fights in Canberra. President Shaun Kelly outlined to the membership the measures the board had to take in order to survive the impacts of COVID, including revealing that CEO Ben Morgan was actually working for nothing. I have to commend Morgan for doing that. Even if his approach to advocacy is not the way you would do it, his passion to keep working away without pay is admirable. However, it would be a very cruel person indeed to expect Morgan to do that for much longer. The membership needs to recover as the association gets its mojo back and the product offering reverts to a better match for the GA community.


Aviation in Victoria and southern NSW is in a somewhat depressed state at the moment thanks to the long and winding Winter that has managed to usurp Spring. Weather is always an issue in aviation even when the forecast says CAVOK, so we're used to that. What we're not used to is long relentless rain and weather patterns that seems to defy convention. That makes life for a GA pilot somewhat unpreditable and complex; things we naturally eschew if we have the chance. To our benefit is that we have at our hands all sorts of information channels that help us make decisions in the air. EFBs, weather cameras, the BOM radar, iPad apps like Windy ... things the aviators of yesterday would have given anything for. These are our weapons to stay safe in this Spring of discontent, provided we use them to their fullest. If it's not in your nature to access and digest info in this way, button-hole an instructor and get yourself clued-up now. There has probably never been a time before that we have needed technology more than today.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 18 November 2022

18 November 2022

– Steve Hitchen

So many forceful opinions expressed in aviation have finished with the epithet "it's only a matter of time before someone gets killed." They're not always right, but sometimes that is in fact the tragic truth that follows a long-expressed fear. Glider operators at SE QLD glider havens like Kingaroy and Gympie have been worried about the potential for a mid-air collision for some years. This year, it happened. Two people dead. Queensland Police and RAAus will head-up the investigation after the ATSB decided it was not within their sphere of interest, and we should wait for the final report as if the ATSB were conducting it before making our own declarations about what happened. But I will say this: the glider community has been fearful of a mid-air because of poor radio and circuit entry practices from powered pilots who seem to be either oblivious to glider ops, or not professional enough to take them into account. We can't say definitively that this is what happened near Gympie. We can say that the investigators will be taking a close look at why such fears have been held for so long

"..young people can be interested in aviation if we show them what we're all about.."

The aviation community has long lamented that veterans are exiting the industry at the top end, yet the flow of young people into to bottom end is not keeping up. We express that as worries over pilot and engineer shortages, usually accompanied by demands that the legendary "someone" should do something about it. Bright Events decided to be the someone. The Schools and Careers Open Day held before Wings over Illawarra this year proved to be a success beyond what many of the GA community thought it could be, demonstrating that young people can be interested in aviation if we show them what we're all about. The GA community should take more than heart from the success of this day, they should also take this as a template to organise more events just like this in more locations around Australia. But who is going to be the "someone" that will take this on board? The natural fit, is AMDA Foundation. By its own charter, AMDA exists to promote the development of aviation, and that should extend to the young people of Australia that aren't being exposed to the potential careers aviation can offer them. AMDA may have a different opinion, but as the only independent foundation in Australia that covers all sectors of aviation, they are in the box seat to dedicate energy and resources to get the job done. Bright Events has shown the way, but it is others that need to do the follow-up work.

It is very hard not to guffaw at the news that Moorabbin Airport was awarded Metro Airport of the Year this week. This is an airport that has directed most of its resources towards the business of being anything but an airport. The operating company had their master plan rejected by the previous government and they have set about tearing up much-needed aviation infrastructure after making arbitrary declarations that it was no longer required. Hangars have been destroyed and tenants left with nowhere to go; the local municipal council is looking daggers at the airport because of the effects of non-aviation development. But somehow they are the metro airport of the year. Cue the guffaws. But I also look at it this way: if the category is going to exist then it will likely be presented to an airport that doesn't have aviation as the main source of income, regardless of which metro area the airport is in. It highlights that the business of running an airport and the business of aviation are not always the same thing.

May your gauges always be in the green,

Hitch

[Kharon]

OBJECTION ! M'lud.

And; a history lesson for Hitch. For as long as I can remember 'Advocacy' has been a large part of the AOPA reason for existing. Formed in the USA for exactly that reason. They have and continue to foster 'political' support, hard earned and worked for. Why? Well, they realised that without 'political support' it is almost impossible to win friends and influence outcomes. They have a big voice and ears willing to hear their considered advice.

In Australia, AOPA was started by the 'professional' end of the business i.e. aircraft owners and commercial pilots; the aim was then and still is 'advocacy' for and on behalf of the non airline sector. The 'tradition' of offering unstinting support and advice to those unfortunate enough to become enmeshed in a brangle with 'the authority' gained them an enviable reputation. Back in the 'glory' days many significant changes to regulation and/ or attitude toward matters aeronautical – through AOPA advocacy have been made. Their 'magazine' advertisement revenue was significant and more than paid for the 'free' magazine. In short, they made a difference and earned their keep through a 'significant' supportive membership.

The decline in membership stems from 'historical' matters, internal politics, distension along with some pretty poor governance decisions – that and a lack of willingness and ability to take issue with Canberra edicts. The 'history' of the decline is easily tracked through the AOPA magazine returns. From a once seriously 'big' publication through decline to the poor thing it is today. But, times have indeed changed.

Hitch - “AOPA has been focused so intently on the hard slog of advocacy that they haven't realised that they need to be much more to aviation than a lobby group.

Hitch - “Advocacy is critical to what they do, but it's not the main reason that people join associations.”

Hitch - “This is all part of being an association. Advocacy is, by its very nature, political, and some pilots just don't want to be political.

Without 'political' support for the reforms needed; without political support for the funding required to make the reforms possible; without political 'will' to rein in the excesses of the current administration – nothing will improve.

Back in the day AOPA was regarded as those to whom one could appeal for advice – support if you will. That was; IMO a core value and a valid reason for their success. Things have changed; and, not for the better. AOPA are begging for your support – every time – join AOPA “we need your support”. Wrong! - “need support? Call AOPA”. That was, is and will continue in the USA to be the underlying reason for joining up. Advice and support to the members; not members supporting the AOPA. QED. Oh and Morgan is actually employed by another company; so the 'voluntary' spin may yet be a bull-shit backfire: if the true 'facts' ever emerge.

Toot – toot...

[Peetwo]

The Last Minute Hitch: 25 November 2022

25 November 2022

– Steve Hitchen

Angus Mitchell is clearly frustrated. This week the ATSB issued an investigation report into yet another VFR into IMC fatal crash, and it seems despite all the findings, reports and education done over the years, pilots are continuing to press on. Mitchell, the ATSB's Chief Commissioner, doled out some stern warnings (again), but he has to be wondering if anyone is listening. This month there have been two investigations completed where the pilot carried on into cloud, and the ATSB is still sifting through what happened over Mount Disappointment north-east of Melbourne last March. Perhaps most frustrating is that cases of VFR into IMC are considered avoidable; no engine failure, no procedural black hole, no medical incapacitation. The pilots zigged when they should have zagged, even when they probably knew zagging was the riskier option. But so many of us have been there, including me. "Workable" VMC suddenly becomes IMC and flying isn't fun anymore. What we do next is most often the critical action that leads to the outcome, good or bad. A decision has to be made and making a good one may never be more important. A very good flying instructor recently said to me "stack the odds in your favour." That means making the safest decision, not the most expedient one. Safe decisions often lead to safe conditions, and unsafe decisions often lead to worsening conditions. The trick is to make a safe decision before the windscreen goes white.

"..you want to stem the losses to preserve the cash position.."

One of the favourite torpedoes fired towards RAAus is that they are a private company, conjuring images of plutocrats in plush armchairs quaffing Moet whilst lighting Cuban cigars from $100 notes. The financial papers that will be presented to the AGM tomorrow don't gel with that impression. Had it not been for a revaluation of their Fyshwick office, the ASAO would have returned a deficit for the past year. Private companies that return deficits on a regular basis don't hang around for long. However, deficits are not always harbingers of liquidation; a lack of cash is usually the trigger for that. RAAus is sitting on $1.7 million in folding money, which is what will keep the organisation running sweet for some years yet. This is a good position for a company that, although technically private, does not have profit as its raison d'être. It means that RAAus can book another operating deficit next year and still have cash to cover the loss. Good management dictates that you don't do that. Ideally you want to stem the losses to preserve the cash position as best you can, so the cash can be ploughed back into the organisation in upgrades, business development and, if needed, expansion. So whilst they're not about to start lighting up foot-long Romeo y Julietas, they're in a pretty good position.

No-one doubts that Beechcraft's Bonanza and Baron are classy aeroplanes. They have style, comfort, modern avionics, reliability and speed in their corner. So why aren't people buying them? The last time Textron reported the sale of one of either was in the last quarter of 2020. In April this year, they announced upgrades to both platforms, which Textron will be hoping revitalises the products. Cirrus and Diamond have been running rampant all over the traditional markets for the these two aeroplanes for some time, and it will take a Herculean effort by Textron to swing the markets back their way. The Q3 2022 results again showed blanks against the G58 and G36, when sales of the SR22 and DA62 were humming along. So what does Textron have to do? It may simply be that the two platforms have reached the limit of their development. New aeroplane buyers are throwing money at new designs that are out-performing older marques, and it could be that these two classic Beechcraft aeroplanes have just reached the end of the line.

Paul Tyrrell has stood down as the CEO of the Australian Helicopter Industry Association (AHIA) to take on a directorship with the newly-formed Australian Helicopter Industry Future Foundation. His replacement at AHIA is well-known aviation insurance guru Julian Fraser. Fraser was the industry's go-to at QBE Insurance for many years, so he has solid knowledge of how things work (and don't work) in aviation. It is good to see that all the expertise Fraser took away from GA  when he retired will now return to the community. This is a very smart call from AHIA.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 2 December 2022

2 December 2022

– Steve Hitchen

Moorabbin business owners marked for eviction in the last master plan have been given a reprieve. MAC has said the new plan to be sent to Minister Catherine King in March will show the western boundary remaining where it is now. MAC has already destroyed a lot of movement area on the northern apron and was going to bulldoze more, but an outcry from stakeholders prompted then minister Barnaby Joyce to throw the master plan back at MAC. This was new territory. Most master plans for the federally-leased airports have gone through with a cursory read and a rubber stamp, but this time fierce resistance from stakeholders made someone in Canberra take notice of what non-aviation development means for Australia's vital capital city airports. Is this the beginning of greater scrutiny and airport corporations being held to account? The GA community would like to think so. Although this is not the first time stakeholders have screamed blue murder over destruction of aviation infrastructure (think runway 18/36 at Bankstown), it may be the first time that the department has really taken notice of the consequences of wielding their rubber stamps irresponsibly. The department is the guardian of the infrastructure, and it is hoped they now understand they actually do have the power to protect it.

"..they're determined to get this right and aren't pretending to have all the answers.."

Urban air mobility (UAM) and eVTOLs are certain to dominate the lower flight levels in Australia by the end of the decade. Despite some resistance from within the GA community, the revolution is coming and we're better off being prepared for it than sticking buckets on our heads and hoping it all magically goes away. There is a whole new industry coming: new rules, new infrastructure companies, new investment, new pilot qualifications and a lot of stuff we can't accurately predict yet. This week Eve Air Mobility tackled some questions I sent them about how they see eVTOL operations and the design of vertiports. At the same time, CASA released its first draft Advisory Circular (AC) on vertiport design guidelines. The AC is open for four months, a period of time usually not extended to CASA consultations, which shows the aviation community they're determined to get this right and aren't pretending to have all the answers. But there is something I can't get over: the general public needs to embrace this as well or the commercial aspect will fail. The general public is always very slow to trust big leaps in technology and look askant at stuff that doesn't look right no matter how good the engineering (Beech Starship). Are they going to flock to these new machines that represent large drones moreso that any existing successful aircraft? It is also likely the necessary network of vertiports to support UAM will give rise to a whole new breed of NIMBY. The whole concept is so advanced and so different that we don't even know what all the teething problems are going to be yet. None of that will stop UAM; the birth may be difficult, but the baby is coming.

It's hard to blame RAAus for bailing out on fatal accident investigations. At first read this looks like an ASAO shirking their responsibilities, but if you go deeper into it, you'll find a lot more. Like many others, I frowned when RAAus declared that accident investigations weren't a "core activity", but then realised that an ASAO is an administrative organisation not unlike CASA, and CASA isn't the lead organisation in accident investigation either. Accident investigation is solely the domain of the Australian Transport Safety Bureau (ATSB), which is the way it should be. The sort of accidents that plague recreational aviation are the same ones that plague VH-registered aeroplanes, and so the causes and contributing factors are very similar if not exactly the same.The problem is not so much one of the registration on the side, but the fact that there are so many accidents and incidents in aviation that the ATSB doesn't have the budget to look at them all. They were relying on RAAus to do their own under their own budget. This ramped-up the risk for RAAus given that they have no protection under the Transport Safety Investigation Act they way the ATSB does. With RAAus demurring on leading fatal accident investigations, it falls to the state police and coroners to decide what happened, which is unlikely to lead to a safety outcome as much assigning blame. The only answer is for the Federal Government to properly fund the ATSB so we can learn more from every accident that happens, not just the VH-registered ones.

A subscription to Australian Flying will certainly brighten up your first day of Christmas! This year we're offering 40% off the price of a print plus digital subscription; a gift that will last a whole 12 months. What that means is six issues of Australia's best general aviation magazine in your letterbox and on your device for just $34.00. That's at least one Christmas present sorted! Get onto the Great Magazines website and nab yourself a great bargain.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 9 December 2022

9 December 2022

– Steve Hitchen

CASA's Office of Airspace Regulation (OAR) has now completed the study of Mangalore airspace after taking into account feedback during the consultation period. The recommendations haven't changed from the draft report: a seminar and changes to the practice approach procedures. Given the traffic congestion caused by a busy training operator, a helicopter operator, parachuting, gliding, transiting aircraft and VOR traffic, the recommendations don't seem commensurate with the risks. But when only 28 people respond to the consultation, you can't point fingers at OAR for sticking with the outcomes of their draft report. The GA community has hardly taken to the streets to demand anything else. There's obviously a lot riding on the planned seminar as the main weapon to increase safety in the area, but I suggest that the scope needs to be widened. The aviators in the area are familiar with the risks and the solutions and need only a brush-up and discussion of alternative ideas. It's the transiting traffic that adds the uncertainty that leads to unsafe conditions, so the seminars probably need to be duplicated at locations in and around the Melbourne basin where much of Mangalore's transiting traffic originates.

"..The thing about policy is that it is often anchored in attitude and culture.."

It should be no surprise that CASA's GA Workplan is running behind schedule: there's a lot of work in the queue and when you change one regulation, the amendments need to be cascaded down to other regs. Lots of changes. I get that. What I don't get is that the reason for some of the delays is not attributed to workload, but "policy". Policy has been one of the regulator's greatest problems over the past nearly 30 years, and clearly something is still in play if it is getting in the way of regulatory change; change that is actually supported by senior managers and a huge chunk of the GA community. The thing about policy is that it is often anchored in attitude and culture, which we know have been roadblocks to reform for some years. But the existence of the GA Workplan itself is an indicator that the force for change in CASA is  more powerful now that it has ever been. After the change in government quashed the Aviation Recovery Framework, CASA could simply have shelved the GA Workplan citing a lack of departmental support as the reason. It would have been the path of least resistance, so the decision to go ahead with it shows a willingness for senior management to take the hard road when it is the one that leads to the right destination.If policy is starting impede progress, the power of the reformists will be challenged, but it is a challenge we need them to rise to.

Go you good things! The Australia in a Day team is starting to make their way to Tasmania to tackle one very ambitious expedition: touch every state and mainland territory of Australia in one day. Considering the size of this continent, that's a huge undertaking! However, the plan is solid and the arithmetic says it can be done; they just have to do it. These four women are chasing reward in the form of the Dawn to Dusk Challenge, but at the same time are using the journey to raise money for the AWPA Freda Thompson and Claire Embling Aviation Award. If you're going to do something outrageous, you may as well do it for a cause. The support the GA community has given them has been instrumental in getting them to the start line, and that includes Yarra Valley Aviation at Lilydale, which has set aside their primary A36 Bonanza charter aircraft for the team. Success depends upon a number of factors, and choosing the right aircraft is one of them. If you have some time, go to the Australia in a Day GoFundMe page and put your support behind them as well.

Don't forget between now and Christmas you get the opportunity to subscribe to Australian Flying both print and digital for 40% off. If you've been thinking of subscribing for a while or are looking for the perfect Christmas present for a significant aviation tragic, now is the time to get in and score a 12-month subscription for only $34.00. That's a great price for a mag that delivers a lot of value. Go to the Great Magazines page and sign up pronto.

And that is the last LMH until February next year. The Australian Flying weekly newsletter enters its annual hiatus after today, but we're normally up and running again around the middle of January. This time, we're away for two more weeks because I am taking some leave during January, returning in the first week of February. Between now and Christmas we'll be distributing significant news via the Australian Flying Facebook page, so check in there regularly to help you keep pace with what's happening in general aviation. This impacts only the newsletter. Production on the March-April print issue will go ahead full-steam with guest editor Kreisha Ballantyne at the wheel. Kreisha is an experienced editor who will add her own particular style to the magazine, and produce a professional and entertaining edition in the process.

May your gauges always be in the green,

Hitch

[P7_TOM]

Choc Frog award.

Over on the UP – is some very solid logic from a man who actually knows of what he speaks. Anyone who is serious about adding to their store of valuable knowledge related to the airframe they operate will find the minutes well spent. The series of posts provided by the inimitable 'John_ Tullamarine' starts about _ HERE -.

Best wishes for the new year John......and thanks for the posts..

[Peetwo]

The Last Minute Hitch: 3 February 2023

3 February 2023

– Steve Hitchen

LMH is a bit late getting away this year; by this time most years we would have had three out by now. The delay has been due to suspending the website news service whilst your editor took R&R weeks. This year is going to be a big one and I needed to start out with my batteries at 100%. If things go according to workplan, this year will deliver general aviation reforms in the medical system to finally eliminate the onerous medical examination for most PPLs (due Q2), a proposal to admit RPC holders into CTA (Q1), a new Part 103 Manual of Standards (Q3), and reforms to the maintenance licencing system for light aircraft (Q4). If it all gets done, we'll have a different GA landscape by the end of this year. This is a pile of work, and more will be heaped on CASA before the start of 2024. Let's hope they can deliver on the promises. Above and beyond the workplan is the ALP's plan for another white paper. Although we need this like we need a 40-knot headwind, we really don't have any option but to play their game once they bounce the ball. The general consensus is that a white paper will reveal nothing the government doesn't already know, which is frustrating to the entire industry. But that's politics; once a government announces a policy that no-one asked for you're guaranteed to get it.

Time does not extinguish the value of the contribution.

Announcing the CASA Wings Awards is one of the most satisfying things we get to do every year; it enables us to formally recognise significant and ongoing contributions to GA in this country. This week we released the names of the 2022 winners and, as with every year, accolades from the industry followed. Those accolades are important because they let the judging team know they've got it right. The Col Pay Award can be particularly difficult to assess. An industry as critical as GA needs a lot of dedication to thrive, which means there are many people out there that would qualify for a Col Pay. There is only one awarded every year, which means that many worthy people missed out. However, if the nominations are compelling enough, it becomes a perpetual nomination. Time does not extinguish the value of the contribution. In 2023, we are looking forward to receiving more quality submissions from the industry. Before we move on, just a clarification. CASA is the key supporter of the Wings Awards, but the award is actually made by the Australian Division of the Royal Aeronautical Society (RAeS) and Australian Flying. CASA has no members on the judging panel, but does get the privilege of notifying the winners and presenting the awards. It's a happy arrangement for all. Congratulations to all the winners of the 2022 CASA Wings Awards.

It is very pleasing to see that COVID could not deep-six FunFlight. It came very close, but the aviation charity is back with a big milestone to celebrate. At Tyabb on 11 February, FunFlight will fly its 15,000 passenger in its 15th year of operation. This is a mighty achievement for a last-minute a course project that got very big very quickly. We shouldn't really be surprised; Australia's PPLs are one of the great ignored resources this country has, and the opportunity to fly for the good of the community proved too good to let slip. Pilots and aircraft owners came in droves and they still do. But it's an expensive operation and the cost is shouldered largely by the pilots, so the more that sign-up the more the workload and cost can be spread out. If you qualify and what to be a part of a great movement, get yourself to FunFlight.org and register yourself as a Captain ASAP. They are paticularly chasing aircraft owners that have something large enough to cope with a wheelchair. At the moment the Tyabb event is the only one scheduled, but this year aero clubs have the flexibility to choose their own dates, so expect the calendar to grow from here.

With Round 3 of the Regional Airports Program (RAP) now settled, it seems the Federal Government's coffers are now bare. When the Coalition government announced the RAP in 2019-20, they committed $100 million over four years. Now, after three years, the RAP has shelled out a total of $98.7 million. That has bought a lot of upgrades to a lot of airports around Australia, and we'd be in much more dilapidated state had the money not been available. But what happens now? Regional airports cost money to run, and too often that cost burden is carried by a municipal council that sees an airport as a liability rather than an asset. Upgrades funding is good, but it can't pay the regular cost of maintaining an airport in acceptable condition. Perhaps what is needed is a partnership agreement with regional airport owners similar to the much-trumpted city deals. The Federal Government divested itself of the regional airports many years ago, but they are such critical infrastructure that airports can be secured only by the government re-investing itself by sharing the cost burden. We may find proposals of such theme in the submissions to the white paper, but don't expect them to be warmly welcomed in Canberra.

During my absence, the March-April edition of Australian Flying was left in the capable and creative hands of Kreisha Ballantyne. Consquently, you can expect a magazine that is certainly not more of the same, but rather the expected information and entertainment presented with a distinctly different style. Kreisha has done a stirling job as have all the artists and contributors who supported her whilst I lazed around in Tasmania. Thanks to all those contributors and the team at Yaffa Media for helping Kreisha keep up a good standard for the readers and customers, and enabling me to step away for a few weeks.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 10 February 2023

10 February 2023

– Steve Hitchen

Slowly, slowly doesn't always catch the monkey; sometimes the monkey gets away unless we move fast enough. In GA's case the monkey represents the opportunity to arrest the decline in qualified engineers and it is CASA that is moving too slowly. The industry has expressed a sizeable volume of disappointment in the CASA DP on pathways for engineering training, exemplified by the Regional Aviation Association of Australia RAAA response. Their paper implores CASA to forego the idea of modular training for the time being and concentrate on a LAME ticket that can have a much wider scale of exclusions than the regulator is proposing. What that gets us is engineers trained to work on the vast majority of the GA fleet sooner than CASA's proposed path. Although authorisations like pressurisation and oxygen systems are crucial to keeping the top end of the fleet in the air, what we need right now are more engineers that can do a periodic inspection on a C172 or replace a cactus fuel pump in a Warrior. Just ask any aircraft owner who can't get their plane back from the MRO in a reasonable time at the moment. The crux of the RAAA paper is that speed is needed to unclog the pipeline and the CASA proposals don't lend themselves to that. The monkey is on the move, and if we don't catch it soon it will be on our backs for a long time to come.

" the industry needs to stiffen its upper lip and play the game once again"

Anthony Albanese first flagged another white paper when he was still opposition Shadow Minister for Transport. To be precise, it was at Wagga Wagga in 2018 in answer to a question posed by this masthead. From that point on the momentum from the ALP for yet another inquiry/consultation/study/paper has been inexorable. The extent of their enthusiasm for a new aviation white paper is matched perhaps only by the extent of the GA community's apathy. Now that the terms of reference have been announced and the process is open for submissions, the industry has reacted with waves of indifference. It has not helped that the department has allowed only one month and three days for gathering industry feedback. I supposed that is mitigated by the ability for people to change the dates on submissions made to so many previous inquiries and send them in again. How long do you need to copy-and-paste? Even so, the ALP needs to brace themselves for a distinct lack of co-operation; it was flagged by the dearth of submissions to the dead-end senate inquiry and already people are seeing this white paper as yet another dead end. But here's the issue: the industry needs to stiffen its upper lip and play the game once again. It's all about politics. Although the Coalition presented us with an almost complete wish-list of things with the Aviation Recovery Framework late in 2021, that concept suffers from having been conceived in the womb of the mob who are now on the wrong side of the house. Politics demands that it is therefore defective, and the ALP must form policy of their own. So, once more we have to reach for our pens so the government can rightly say they developed effective policy and didn't give credence to the other side, even if the outcomes are oddly similar because the feedback never changes.

Weather cameras have become a staple part of aviation flight planning and decision making. Although care needs to be take with the age of the images, they are perhaps better than weather forecasts. When it comes to aviation safety, these pictures are worth a lot more than a thousand words. Dick Smith understands that, which is why this week he committed more personal capital into expanding Australia's network. The company that has benefited Aus Web Cams, is small company run by an aviator who know the value of weather cameras. The company is calling for the aviation community to identify holes in the weather cam coverage that need plugging; critical points on well-flown routes where visual warning of the conditions would impact the decision to fly. It may be an airport, mountain peak, silo or other fixture. As aviators, we know the weather cruces around Australia better than anyone, so are best placed to help site the new cameras. Don't shy away from putting forward your ideas.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 17 February 2023

17 February 2023

– Steve Hitchen

One thing you have to remember when you embark on a campaign of reading between the lines is that the most common thing you find there is nothing. Sometimes you'll find hidden messages, but most times that space is just blank. Take, for example, the post-implementation review (PIR) report into the flight paths at Sunshine Coast. The report has identified higher levels of GA movements on the new runway 13/31 as a contributor to noise, simply because the noise modeling used on the original project presumed that GA would still be able to use runway 18/36. That runway was closed when the new one opened, so you can throw the noise model out the window. Another pertinent piece of information is that circuit training for fixed-wing aircraft (presumably this is mostly GA) was among the top five operations that the community complained about. As GA accounts for around 80% of movements at Maroochy, there is some justification in saying the airport is largely a GA airport that has some heavy RPT movements. But that doesn't stop pressure being bought to bear on GA operations there, and that's what appears between the lines. Closing 18/36 has dumped more GA into the noise mix and despite the weight of movements, GA is vulnerable to restrictions to satiate the demands of a noise-sensitive public. No more circuit training (a'la Essendon) and curfews could be real possibilities in the future. These are the go-to measures when the clamour for quiet gets too loud. Alternatively, the space between the report lines could be completely blank, with the airport preferring to support the sector that accounts for 80% of their movements.

"..it's an attempt at the former producing a case of the latter.."

Normally I like to get responses from government agencies about something I've written; it shows that they've been reading it. Sometimes that is tempered by the subject matter. Last week I got one from the department media team pointing out an error of fact in my story about the white paper. I had said that they were taking submissons to the paper, which is, they pointed out, wrong. The department is taking submissions only on the terms of reference. I corrected my story. Whilst beating myself up about how I missed that, I asked myself this question: when was the last time a government agency of any type asked for feedback on the terms of reference? Normally they are decided behind closed doors and handed to the aviation community as part of the initial call for submissions. There could be, as the AAA alluded to this week, some targeted industry consultation before the terms are drawn up, but the community at large are generally not asked. So, right now I can't decide if gathering feedback on the terms of reference is a sign of transparency, or consultation overkill. Probably it's an attempt at the former producing a case of the latter. With the GA community in particular suffering from inquiry fatigue, the white paper may have a fight on its hands to get a decent weight of submissions. Adding one more round of consultation is like throwing another log into the cart when the horse is already buckling under the load. I suspect that many in the GA community will shy away from submissions on the terms of reference and prefer to keep what consultation energy they have left for the green paper later this year.

With 10 days to go after a four-year wait, if you're not getting excited about Avalon 2023 then you may not have enough aviation platelets in your blood. The international aviation community and industry is coming to Avalon in large numbers, so much so that the exhibition space is 100% subscribed for the first time ever and the number of official delegations is also expected to break records. That's a damned good measure of how big this event is going to be. But what's in it for general aviation? Actually, a lot, perhaps more than ever before. The organiser, AMDA Foundation, has set aside a new area to the south of the pavillions called the Lawrence Hargrave Oval, which will be a dedicated GA zone. And again GA organisations and associations have been offered ground space free of charge to promote themselves to both the aviation community and the general public. There's even a conference centre tent set up. The only downer for GA is the loss of Avalon East, which won't open this year in favour of bussing GA pilots in from Lethbridge. Lethbridge has some good facilities and a sealed runway; things Avalon East always lacked. The trade-off from operating directly in to Avalon is that camping is permitted at Lethbridge, so you may have to prepare yourself for a bit of a party on the Friday and Saturday nights in particular. I'll be down there all week floating around the place and sticking my nose in where it may or may not be wanted. I'm always up for chat when my calendar lets me.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 17 February 2023

17 February 2023

– Steve Hitchen

One thing you have to remember when you embark on a campaign of reading between the lines is that the most common thing you find there is nothing. Sometimes you'll find hidden messages, but most times that space is just blank. Take, for example, the post-implementation review (PIR) report into the flight paths at Sunshine Coast. The report has identified higher levels of GA movements on the new runway 13/31 as a contributor to noise, simply because the noise modeling used on the original project presumed that GA would still be able to use runway 18/36. That runway was closed when the new one opened, so you can throw the noise model out the window. Another pertinent piece of information is that circuit training for fixed-wing aircraft (presumably this is mostly GA) was among the top five operations that the community complained about. As GA accounts for around 80% of movements at Maroochy, there is some justification in saying the airport is largely a GA airport that has some heavy RPT movements. But that doesn't stop pressure being bought to bear on GA operations there, and that's what appears between the lines. Closing 18/36 has dumped more GA into the noise mix and despite the weight of movements, GA is vulnerable to restrictions to satiate the demands of a noise-sensitive public. No more circuit training (a'la Essendon) and curfews could be real possibilities in the future. These are the go-to measures when the clamour for quiet gets too loud. Alternatively, the space between the report lines could be completely blank, with the airport preferring to support the sector that accounts for 80% of their movements.

"..it's an attempt at the former producing a case of the latter.."

Normally I like to get responses from government agencies about something I've written; it shows that they've been reading it. Sometimes that is tempered by the subject matter. Last week I got one from the department media team pointing out an error of fact in my story about the white paper. I had said that they were taking submissons to the paper, which is, they pointed out, wrong. The department is taking submissions only on the terms of reference. I corrected my story. Whilst beating myself up about how I missed that, I asked myself this question: when was the last time a government agency of any type asked for feedback on the terms of reference? Normally they are decided behind closed doors and handed to the aviation community as part of the initial call for submissions. There could be, as the AAA alluded to this week, some targeted industry consultation before the terms are drawn up, but the community at large are generally not asked. So, right now I can't decide if gathering feedback on the terms of reference is a sign of transparency, or consultation overkill. Probably it's an attempt at the former producing a case of the latter. With the GA community in particular suffering from inquiry fatigue, the white paper may have a fight on its hands to get a decent weight of submissions. Adding one more round of consultation is like throwing another log into the cart when the horse is already buckling under the load. I suspect that many in the GA community will shy away from submissions on the terms of reference and prefer to keep what consultation energy they have left for the green paper later this year.

With 10 days to go after a four-year wait, if you're not getting excited about Avalon 2023 then you may not have enough aviation platelets in your blood. The international aviation community and industry is coming to Avalon in large numbers, so much so that the exhibition space is 100% subscribed for the first time ever and the number of official delegations is also expected to break records. That's a damned good measure of how big this event is going to be. But what's in it for general aviation? Actually, a lot, perhaps more than ever before. The organiser, AMDA Foundation, has set aside a new area to the south of the pavillions called the Lawrence Hargrave Oval, which will be a dedicated GA zone. And again GA organisations and associations have been offered ground space free of charge to promote themselves to both the aviation community and the general public. There's even a conference centre tent set up. The only downer for GA is the loss of Avalon East, which won't open this year in favour of bussing GA pilots in from Lethbridge. Lethbridge has some good facilities and a sealed runway; things Avalon East always lacked. The trade-off from operating directly in to Avalon is that camping is permitted at Lethbridge, so you may have to prepare yourself for a bit of a party on the Friday and Saturday nights in particular. I'll be down there all week floating around the place and sticking my nose in where it may or may not be wanted. I'm always up for chat when my calendar lets me.

May your gauges always be in the green,

Hitch


Sandy in reply...

Quote Hitch :- “So, right now I can't decide if gathering feedback on the terms of reference is a sign of transparency, or consultation overkill.”  Consultation for terms of reference? Surely you jest, or maybe the Minister is having a laugh!
 
Well mate let’s have a look back nine years to the much vaunted Forsyth ‘consultation,’ forget all the predecessors of that inquiry. We made hundreds of submissions to Forsyth. 
 
What happened? Ok for one we got SIDs that soaked Cessna owners $millions and depleted the fleet and bottle necked the maintenance sector. And then, wait for it, Part 61 to wreck the training sector, loss of hundreds of flying schools. Then CASA inexplicably quashed Glen Buckley’s umbrella flying school business that might have kept a number of smaller schools going. That is a salutary lesson for anyone attempting to deal with CASA.  
 
Fast forward to Senator McDonald’s fizzled out inquiry, not to mention the 3000 replies to my Change.org including hundreds of comments, virtually the whole lot about all of the extreme and debilitating effects of a runaway regulator upon our much struggling General Aviation industry.
 
The monopoly corporate CASA created by Transport Minister Gareth Evans in 1988 to rid his Department of the administration of aviation is the root cause and no new inquiry will change the failed model of governance until Parliament places aviation into a Department of Government with a responsible Minister at its head. 
 
The denial of Ministerial responsibility, undeniably a cornerstone of the Westminster system of democratic control, is at the heart of our problem. A problem that is counter to the National interest, aviation mobility is a crucial aspect of our strength from a security point of view, quite apart from the obvious utility of GA, employment and our general prosperity. 

MTF...P2 

[Peetwo]

The Last Minute Hitch: 24 February 2023

24 February 2023

– Steve Hitchen

It was not that long ago that I was lamenting the lack of a major aviation academy in Australia, something that would stand as a centre of excellence and play a part similar to that which Embry Riddle plays in the US system. Now it appears RMIT University is going down that track with one of the largest investments in a training fleet that we've seen in Australia for some years. Not only that, but also they've centred all their aviation training and research around the new academy to form a major centre of aviation learning. Whilst it is clear that airline contracts, particularly overseas, are driving the investment, aviation in Australia will reap the benefits of having such a large academy covering so many aviation disciplines. RMIT is one of the few tertiary institutes in Australia that has its own AOC and fleet; most of them sub-contract the flying portion of degrees and diplomas to established flying schools operating as RTOs. Whilst that model appears to work on paper, the apportioning of money between the two historically favours the institute more than the flying school. And there are business pressures applied to the flying schools that normally aren't there. The university as an AOC model seems to be the one that works the best, provided the institute goes all in and doesn't try to skimp on delivering the program. RMIT's investment in 24 new aeroplanes shows they are committed to delivering an aviation training program well into the future and sets them up as a benchmark academy for any institute thinking of entering the aviation training market.

"..The impact of training courses will be more L1 approvals.."

RAAus' strategic plan for the 2023-25 period could turn out to be a real feather-ruffler. There are people within the GA community that, having read the plan, will be loading the cannons ready to deliver a broadside in their direction. The strategic plan is a classic business tool, and most businesses adopt a strategy of taking as much market share off their competition as they possibly can. That's a key pillar of the RAAus strategy and the thing that will be ruffling feathers. The plan talks about "incentivising pilot and maintainers from other systems to convert to RAAus." It's not easy to interpret that as meaning anything else but taking people and money out of the GA pool and into the RAAus sphere of influence. Purely from a commercial point of view, you can't blame an organisation for targeting a group already enfused with the passion of aviation. However, I would have liked to have seen a similarly active statement aimed at the wider general public. It could be that this tactic is enveloped by the broader marketing strategy, but I think it should have been articulated separately as a key focus point. Maintainers operating under CASR Part 66 might also frown the general direction of Fyshwick after reading the statement that RAAus is planning to introduce maintainer training courses via third-party providers. The privilege of being in the RAAus stream is the ability to get yourself an L1 maintainer approval to do your own maintenance. Logically, the impact of training courses will be more L1 approvals, which takes aircraft out of the Part 66 system. But in this case, GA maintainers simply need to swallow the bitter pill. Most of them are swamped with work at the moment thanks to a lack of LAMEs to do the work. This initiative of RAAus will actually lighten their load and get more RAAus-registered aircraft back in the air sooner. It's the sort of solution CASA is struggling to put in place with GA. RAAus can implement a solution with such simplicity because simplicity is what they do.

The time for hype is over; all the blurb has been written and read, Now it's time for Avalon 2023 to deliver on the promise. It's looking like that's not going to be a problem. When the show starts on Tuesday, I suspect there won't be too many people walking around looking disappointed. AMDA Foundation is more than aware that this event is Australia's biggest aviation showcase, and they've been putting in some very long hours to make sure they do justice to that premise. They say it's going to be the biggest ever, and from my vantage point beside the Avalon runway where I am typing this, I can see no reason to doubt that. Bring it on big time!

May your gauges always be in the green,

Hitch

---

Plus Sandy's comment in reply -  :

..The story about RMIT is very interesting but we should make a fundamental distinction between a government funded institution, which might have a profound commercial advantage over the few left privately owned flying schools, and an ‘Embry - Riddle’ type of educational institution. 
 
Embry - Riddle Aeronautical University is the product of a free enterprise environment, as I read from its website it is a private not for profit organisation. It is governed by a Board of Trustees. 
 
It’s also interesting how the RMIT Air Operator Certificate (AOC) allows it to train pilots through what might appear to be a structure that has echoes of Glen Buckley’s horror story. 
 
Glen Buckley started with the best intentions to create an umbrella organisation for small flying schools to deal with CASA’s new Part 61 paperwork and organisational nightmare. Having spent thousands of dollars, and interminable discussions with CASA leading to agreement for his umbrella flying training organisation, he engaged staff and brought onboard several schools. Then in 2018 out of the blue his model was quashed by CASA in what can only be described as an act of injustice, bureaucratic perversion on steroids that’s left the man and his family bankrupt. 
 
In the USA a flying instructor can teach without an AOC type approval, if we had such a rational regulatory framework Glen Buckley would no doubt be still be happily teaching through what was his well regarded Moorabbin based flying school. Let alone the other hundreds of schools that have closed up due to CASA’s extreme criminal sanction regulations...

MTF...P2 

[Peetwo]

The Last Minute Hitch: 10 March 2023

10 March 2023

– Steve Hitchen

We really didn't need a statistician to tell us that records were set on the trade days at Avalon; anyone who slalomed their way through the moving crowd in the expo halls or battled their way to the pop-up bar at the socialising events could have told you that. At the beginning of Day One, some of the first-time exhibitors, some from overseas, were wondering where the punters were; if such paucity of people was normal for Avalon. It was the calm before the storm. By about midday the flood of people was so great there wasn't much time for the exhibtors to sit and wonder about anything. But it wasn't just the number of feet on the ground that was pleasing. Exhibitors were getting excited about the quality of the punters as well. People weren't there simply to press all the buttons, kick the tyres and take selfies; they were there to talk serious business with serious proposals, returning value to the exhibitors that invest a lot of money simply being at Avalon. If there was any complaint, it was based around the general public being let into the grounds at 11:30 am on the Friday. In previous years, the trade had the grounds to themselves up until 2:30 pm. It's very hard to concentrate securing a deal or exchanging market intel when you're distracted with so many people swarming across the stands wide-eyed in wonder. Although it will do aviation no good to be seen as an elitest group that is hard to engage with, perhaps the industry just needs a bit more time to itself on the Friday.

"..it will be two years since the ALP came to power marching behind a banner made of aviation white paper.."

Right. That's done. The consulation period on the Terms of Reference for the aviation white paper closes today, and hopefully soon we can get on with the job. Whether or not you're an advocate for another white paper (I am not), the Federal Government is determined this is the best way forward. Having finally resigned itself to the inevitable, the aviation community now wants to get on with the job and was rightly annoyed at a consulation period for the Terms of Reference, something no-one I spoke with can remember ever having before. The industry is teetering on the brink of disengagement, worried over two main concerns: that the white paper will provide no meaningful outcomes, and during the process the government will shun any attempts at change until the paper is complete. The timetable has the green paper arriving in the middle of this year with the white version released in the first half of 2024. Then, it will be two years since the ALP came to power marching behind a banner made of aviation white paper. That's too long. Problems like a lack of maintenance engineers will be far worse in mid 2024 and any countering measures proposed at that time will be well behind a problem that is spiralling out of control. Although the ALP can sit back and wait for the white paper to propose solutions, the GA community cannot, and we need to refuse to accept the long wait for salvation and keep the Federal Government under the pump.

AOPA Australia looks like it is starting to emerge from its bout of long COVID. More than any other association, AOPA was hit hard by the pandemic and had to all but put up the white flag. They kept in touch where they could, but most activities had to be shelved until the organisation was ready to reconnect with the aviation community. Re-instating the newsletter, setting up member meetings based on states and appointing a new secretary to help out are all steps forward. But is that enough to bring back the members? The last reported membership figure was 1300, showing a constant decline over several years. The first challenge facing the board will be to arrest that number, then start to grow the membership again. The fewer people represented by an organisation, the more governments doubt the organisation represents the true aims and opinions of the broader industry sector. That's not good for GA and needs to be corrected, but only a returning membership base can do that.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 17 March 2023

17 March 2023

– Steve Hitchen

CASA's AWB on unleaded avgas is one to store away for the future. Although an STC is available, the actual fuel is unlikely to find its way into the Australian market for some time. The EPA in the USA has applied pressure to the GA market over there and some airports owners–particularly in California–have banned the sale of leaded avgas. That has created a rush demand for fuel that is yet to be produced in the volumes needed to fulfil this new need. Australia is just a drop in the Pacific compared to the US market, so it will be some time before any arrives on our shores. The AWB, although containing recommendations, sound more like a warning that adopting unleaded avgas is not going to be so straightforward anyway, despite the FAA approval and the STC. The impact of this is still a few years away because fuel producers in the USA won't be shutting down their 100LL plants whilst the demand is still so high. That demand will stay high until unleaded avgas can start to shoulder more of the load, so Australia has no immediate fear of 100LL supplies drying up. For now. The future is a different place.

"..We fear that no matter what input we have, the white paper will contain what the ALP wants it to.."

Although commenting on only the white paper Terms of Reference (ToR), the RAAA submission has made some salient points that can't be stated too often at the moment. Firstly, the ALP government needs a greater understanding of aviation–GA in particular–in order for it to have any chance of developing a worthwhile plan for the future; and secondly, so much of what they seek to know is already in existing documents. I have been down this path before, banging on about the value of the work done by the previous government in the Aviation Recovery Framework and how the incumbents in the department could do us all a favour by taking some of that on board. It's not new, but it keeps being brought up time and time again in submissions and conversations, echoing one of the greatest reservations the aviation community has about the white paper. We fear that no matter what input we have, the white paper will contain what the ALP wants it to, and by tradition that usually includes very little of what the Coalition wants ... except when it comes to submarines. The Aviation Recovery Framework was touted as the best document for the future of aviation ever written; there was daylight between it and the ALP's previous white paper. Part of the reason why the old white paper was of such little value is that it demonstrated a lack of understanding about the GA industry and therefore could never have presented any meaningful initiatives. This, despite a high level of aviation community feedback to the green paper that preceded it. The challenge for the incumbents is not to emulate the previous ALP white paper, but rather to create one that is everything the last one should have been.

Avalon was the best show ever and the numbers back that up. A bold statement that lends itself to scrutiny from many quarters, but it also has many friends to defend it. In terms of overall attendances, exhibitor numbers and delegations, Avalon 2023 set new marks. The commercial side of it also backs up that this years was the best of the best. But, I have to say that I was somewhat uninspired by the GA sports area set up to the south. First let me say that I understand that AMDA Foundation under-writes this zone, and without that we'd probably have no GA zone at all. I will applaud AMDA perennially for doing that. The problem was that traffic was largely only GA traffic leaving us to preach to the converted moreso that attract new disciples. Even though AMDA set up a second entry that fed the public straight into the GA zone, the idea was trampled in the stampede of people rushing to the fenceline and seeing nothing either side of them. We weren't shiny enough. Big white tents with a few flags are underwhelming when it comes to competing with the loud, exciting and raucous displays happening over on the runway. This is not to say it was a complete loss; there was some good traffic at times, but I can't help but feel GA didn't take full advantage of the opportunity AMDA presented to us. For 2025, perhaps GA needs to polish its shoes a bit more.

May your gauges always be in the green,

Hitch

Sandy in reply:

Avalon obviously had plenty of city people for the thrills of loud noise but judging by the very low number of aircraft into Lethbridge, on Saturday not much more than a couple of dozen aircraft, these few arrivals indicating not so many participants from the GA community.

Certainly nothing like those grand days twenty and thirty years ago when upwards of five hundred GA aircraft would be parked at Avalon East and GA exhibits of every imaginable type were attracting large crowds.

Of course for this event, true to form, CASA had no less than three of its ’police’ on hand to ‘roadworthy’ the few fly-in visitors at Lethbridge (costing us all a pretty penny) and detracting from the fun of flying. A friend who took the bus from Lethbridge to Avalon reported the 40km journey took over two hours.

At least Lethbridge gave it a shot, and well done for the volunteers who were on hand and were prepared to handle many more visiting aircraft had they come.

MTF...P2 

[Peetwo]

The Last Minute Hitch: 24 March 2023

24 March 2023

– Steve Hitchen

Aviation loves an anniversary party. They're moments to celebrate longevity and success, something that has eluded many GA start-ups along aviation's historical timeline. This year there seems to quite an accumulation of anniversaries right across the GA spectrum. In the helicopter world, Sikorsky is turning 100 and Robinson 50. Business jet maker Dassault celebrates 60 years this year, and it has been 75 years since the Pascale brothers completed their first aeroplane. It has been 40 years since recreational aviation in Australia became a formal thing, first with the Australian Ultralight Federation and now with RAAus. So there's a stack of reasons for the industry to celebrate right there. And there's another. A certain GA magazine, which was founded in 1963 is, of course, turning 60 itself. It's been a hell of a ride for Australian Flying, but you get the feeling the journey is a long way from over. We're going to mark the milestone a bit later this year with a special edition, so keep your eyes out for that one. Are there anymore major milestones coming up this year? If so, let us know.

"..some people believe a modular system will water down LAME qualifications.."

It's not surprising that the GA MRO industry generally supports the move to modular licences based on exclusions. It has the potential to unclog the training pipeline a bit and put more hands on spanner sooner. To summarise, a Part 66 engineer licence can be issued before the candidate has studied all the modules relating to GA maintenance. They just can't work on the systems they haven't qualified for. This means people can get to work sooner and worry about adding other qualifications down the track. An engineer will be able to work on a Victa Airtourer without having had to study retractable undercart systems, or do a 100-hourly on a Bonanza without being qualified on pressurisation. It will get people working on basic aircraft quicker. But a majority of support is not consensus, and some people believe a modular system will water down LAME qualifications and become unworkable in some circumstances. For example, an engineer with powerplant qualifications, but not airframe, can't sign-off on a new maintenance release for a C172 because an annual inspection requires work on both. However, qualifications are one thing; employability is another, and if MROs don't want an engineer who has only powerplant or only airframe, then they'll turn them around and tell them to come back later. I have faith that the MRO industry will find a happy spot with this provided they are given the opportunity, which it seems CASA is going to hand them.

David Bell was a giant of the general aviation community; a bloke with relentless passion for aviation and over half a century of experience dealing with operators, customers and government departments. His death this week means aviation has lost one of its most ardent advocates and a gentleman of the old school. You don't get to be around GA for 50+ years and not accumulate a plethora of great yarns, especially when part of your career was spent in PNG. It didn't take much to tickle the stories out of Dave; he always had a good one locked and loaded, ready to fire off in your direction at an industry reception or around the dinner table. He knew his stuff. He knew the people, the machines and the market place. He wrote the Down to Business column for Australian Flying for three years and he did with enthusiasm. Dave was an asset to us and we knew it. If I ever needed to clarify something or needed expert opinion or feedback, one phone call to Dave would do it. There was a lot he did in the background that probably didn't garner the accolades that it should have. I suppose that was what the OAM was for. Thanks, Dave. We are better off for you having been a part of us.

Pilot supply company FlightStore has come up with a doozy of a competition. It gives you the chance to win a Bose A20 noise canceling headset worth $1870. This model is often thought of as the pinnacle of aviation headsets, and you have the chance to get one on your head absolutely free. FlightStore has donated the prize as a competition to correspond with our current March-April issue, so entries are open until 30 April. All it takes is to go to the Australian Flying website, fill in your details and answer the simplest question you'll ever be asked. That's all it might take for you to rock up for you next flight carrying a Bose A20. Get onto it now. And on the subject of competitions ...

Australian Flying has teamed up with PilotTrain to create a competition where you could win one of five copies of Jim Davis' new book Flight Tests. This book is in my own library and is a valuable document that gives you an insider's view of how to pass a flight test, no matter how nervous you might be. Flight Tests will arm you with weapons to impress the examiner, especially in the small airmanship matters that you don't think they're watching for. Examiners all over Australia will be unimpressed that Jim has given away so many secrets! To enter the draw to get a free copy, go to the Australian Flying website and fill in your details. Entries close on 14 April. Good luck.

May your gauges always be in the green,

Hitch

---

Plus:

CASA to introduce Part 66 Licences based on Exclusions

23 March 2023



The Civil Aviation Safety Authority (CASA) said today that it would introduce modular LAME licences based on exclusions after industry feedback to a discussion paper showed significant support for the concept.

Modular licencing would permit engineers to be licenced under CASR Part 66 without having to study a wide range of aircraft systems that may not be required for their intended careers.

It is thought that modular licences would get more engineers qualified to work on basic aircraft sooner, helping relieve ongoing engineer shortages in the industry.

Of the 60 submissions to the discussion paper (DP), 90% supported the idea either wholly or with some changes.

"Consistent with the feedback from industry and the [Technical Working Group], CASA will seek to expedite the delivery of the core beneficial outcomes of this proposal," CASA said today.

"To achieve this, CASA will develop a legislative proposal that will facilitate modular licensing outcomes using exclusions. This approach will also provide more flexible pathways in other cases, including Australian trainees, that cannot access certain systems to gain practical experience, as well as recognition of foreign licences and defence authorisations.

"In order to expedite these outcomes, the status quo will be maintained on some requirements, such as minimum experience requirements and propeller exclusions. These requirements will be considered in more detail in later phases of this initiative after the core outcomes are achieved."

Exclusions were designed to help engineers move between CAR 31 and Part 66 licences. They have the potential to be used to facilitate licensing, particularly in cases where an applicant can't achieve the necessary experience in particular systems, as is common in regional areas.

CASA also believes that exclusions may help with accepting foreign engineer qualifications.

One of the key criticisms of the original proposals was that not enough exclusions were proposed. The Regional Aviation Association of Australia (RAAA) initially said the exclusions meant the proposal was "watered down".

"Seven respondents [to the DP] called for expanded use of the full range of exclusions, to maximise flexibility and licensing outcomes," CASA said. "In particular, reference was made to providing for a licence to be obtained without needing practical experience on systems that are not accessible or not applicable to a person's employment, such as air conditioning, pressurisation and retractable undercarriage.

"The proposal in the DP is framed around the use of exclusions, in the first instance, in order to expedite delivery of the intended benefits and outcomes.

"However, CASA acknowledges that some industry stakeholders do not agree with the use of exclusions in any context."
The full response to the feedback including public submissions is on the CASA Consultation Hub.

Sandy in reply, via AP email chains:

An unusual pang of conscience, or perhaps consciousness, on the part of our regulator? A change of rules with the sensibility that maintenance is a precursor to safety, let alone a healthy GA industry.

Maybe CASA Airworthiness has persuaded Ms. Spence that there’s an urgency out there in GA because a cohort of older and experienced LAMES are retiring and not being replaced ? Otherwise I wonder why would the rules be changed by the oft used ploy of CASA to provide “exemptions.”

CASA’s remit is primarily for the safety of aviation, the “primacy” of safety is the law. Of course this is an idiotic concept because if taken literally all aircraft would be fitted with ejector seats if not grounded in the interests of ‘safety.’ If only a government would intervene and imbue our dysfunctional independent regulator with the obvious and otherwise world recognised standard which decides what is acceptable risk for operational requirements and to qualify maintenance people. The latter whose livelihood depends on their work and reputation, measured as they are by their customers.

---

Answer to Hitch re P66 he says maybe Spence initiated the reform.

If the boss was the driver we would have medical reform by now. I don’t think it’s a coincidence that Cessna SIDs have been removed and the Part 66 change is another important reform in the same area.

Medical reform has been a glaring necessity since we were given the Clayton’s version by Mr. Carmody about seven years ago and Ms. Spence has had more than enough time to get on with it.

In addition the woeful effects of Parts 61 licensing has only had minor tinkering and Parts 141/142 flying schools is still a disaster that has reduced the number of flying schools including not one iota of compromise, let alone compensation for the the CASA smashing of Glen Buckley’s perfectly working flying school umbrella business.

Contrast the many sensible practices in the USA that ensure a viable GA industry. Independent instructors don’t need 141/142 approvals. Instructors need no medical if teaching students who have soloed. There’s no compulsory training syllabus, but there is a thorough test, and not filling a PPL logbook is not any kind of sin. A rational BasicMed for PPL which includes IFR, and the list goes on and on.

Two years of Ms. Spence in charge of around 800 employees, numerous easy reforms that could and should have been accomplished already that would help Australia’s sick aviation sector on a pathway to recovery.

MTF...P2

[Peetwo]

The Last Minute Hitch: 31 March 2023

31 March 2023

– Steve Hitchen

When you are flying an RAAus aircraft on an RPC, you are privileged to be able to do that without the need for a medical examination. That's part of the attraction of recreational aviation, especially for the older types who are having trouble maintaining the medical standards. However, recreational pilots also adopt a corresponding obligation: to not abuse the privilege. That means genuinely assessing whether or not you're medically fit to fly and sometimes grounding yourself when the compulsion to fly could be at its stongest. It's a self-assessment standard, and you have to make sure you're up to the standard. CASA is in the process at the moment of maybe(?) extending the privilege to PPLs, which in turn will extend the obligation as well. Currently, although a PPL may have passed their medical examination, they are required to inform CASA of any medical condition arising that may negate their fitness to fly. In effect, they already have the obligation of maintaining their own medical standard imposed on them. In early March, the FAA in the USA reported to congress that the introduction of BasicMed did not impact aviation safety. Could that be because PPLs have been monitoring their own medical conditions regularly, a much better system than relying on one medical check done every two or five years? I suspect if CASA is able to wrestle into law similar regulation removing medical checks from PPLs, they'd probably find the same thing.

What this incident did do was release the mainstream media to trot out the sensational epithet 'pilot error'

I find it concerning that the ATSB elected not to determine the reason the engine failed in VH-OBK, but focused instead on the actions of the pilot. It feels too much like a philosophy of playing the man and not the ball. I sort of get what they're saying that the O-360 engine has been around since dinosaurs were lizards, and they think there's nothing to learn from finding out why this one failed, but does that mean they won't be investigating any future failures in all those O-360s that power fixed-wing aircraft as well? Most telling, is that I believe the ATSB has actually failed in their aim of examining the pilot's actions. What they have said in their report is little more than a statement of facts and really provides no new lessons. The pilot didn't identify the engine failure straight away (MB frequencies are congested. Is that a new lesson?), the instrument panel obscured an obvious landing field (that probably happens every time, you should try a forced landing in a low-wing aeroplane!) and that the autorotation was done properly, but the helicopter didn't make the selected field. The safety message really contains nothing we didn't already know. What this incident did do was release the mainstream media to trot out the sensational epithet "pilot error", even though the bloke did little contrary to his training. And that will happen, it would seem, with every accident or incident in the future that involves an O-360 engine. This is the position the ATSB is in, and we don't really have to dig too deep to see that it's more about inadequate funding than anything else.Therein lies the real lesson.

Rotax has always been able to squeeze lots of power out of a small package, so the new 160-hp 916 engine shouldn't really surprise anyone. But the message coming from Rotax. Whilst emphasising that it's designed for four-seat aeroplanes, they are simultaneously talking up the short-field capabilities and debuted the engine in a two-seat back-country taildragger. That gives the impression that a 916, whilst saving weight over an O-320, is really aimed at owners looking for performance in the critical phases of flight. Also, the 916 is only a slim margin above Rotax's own 915 iS engine. Look at the maximum continuous power: 137 hp for the 916 verses 135 for the 915. Two ponies the difference in cruise. So the 916 advantage comes in take-off, where, admittedly, you would have the extra power if you were given a choice. But the 915 is 4 kg lighter, which applies at all phases of flight, not just take-off. I suppose we really won't be able to evaluate this engine until one is installed in something like a Sling 4. Where would I like to see this engine? Alhough it's a big leap in design terms, one on each wing of a Tecnam P2006T. Come on, Tecnam ... you know you want to.

Easter is only a week away, and that means special deals on Australian Flying through Great Magazines. This year, the boss has cut the price of a one-year subscription by 30%, which lands you six issues of the magazine plus the digital version for only $40.00. Better than chocolate (nearly)! And whilst you're in there, have a look around and see if you can bag bargins on our sister publications like Great Walks, Australian Photography, Bicycling Australia, Sporting Shooter and Fishing World. It's like all your Christmases have come at Easter. Get onto the Great Magazine website straight up.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 14 April 2023

14 April 2023

– Steve Hitchen

When pioneers exit the world, the industries and communities that remain are rightly bereft; people central to culture and collective memory are suddenly gone. This is the case with Max Hazelton, founder of Hazelton Airlines (now Rex), key figure in the primeval days of GA in NSW and a maverick that tested the patience of regulators. People talk about "the right stuff" when it comes to astronauts and fighter pilots, but there was a certain type of "right stuff" that was needed to pioneer GA as well, and Max Hazelton had plenty of that. One of the most remarkable things about Max was that he had the cerebral capacity to function just as well the knock-about GA world as he could in the structured, turbo-prop environment of regional airlines. I suppose to him it was all just flying and flying was what he did. His death last Sunday has weakened GA's collective memory and deprived us of a primary source of great yarns and one of aviation's most loved characters. But, he left so much behind that there is no chance he will fade into forgotten history. The best pioneers never do.


"..that's something for CASA to assess and resolve.."

Confusion is, once again, king. Last week CASA hinted that something was coming about individual instructors and yesterday released the details. It has gone to the heart of a key issue that many in the GA community believe would help revitalise the training industry: instructors who can operate alone at regional airports or with aero clubs free of the heavy burden imposed by CASR Part 141. That's what many GA advocates believed CASA was about to deliver. However, CASA has made it clear that this initiative is only about making approvals easier, and that operating as an individual instructor has always been possible. Cue the confusion. If advocates for individual instructors are right, and what CASA has said is correct, then GA has always had the ability to solve a key issue; we just didn't do it. We can also read by CASA introducing a streamlined application that they believe the more onerous application process was the key reason why more instructors weren't taking up the single-person option. Add to that feedback delivered to CASA by some Part 141 operators that object to individual instructors on the grounds that it will erode their revenue streams if they have to compete with flight training options that have lower cost bases. Then there is the argument that this is lowering instructor standards because a Grade 3 can operate without the constant oversight of Grade 1s and Grade 2s. Yikes. This is a lot to process, and if you're having trouble following it, you have plenty of mates. I'll try to reason this through a bit. I believe individual instructors fit in the space that Part 141 operators can't economically go. Aero clubs in more remote areas are stymied in their ability to recruit new people to aviation because although they have the aeroplanes and the airport, they have no avenue for GA flight training. In this scenario, individual instructors wouldn't compete with Part 141 operators because those operators don't offer services in those regions. As for accusations of lowering standards, that's something for CASA to assess and resolve. But it could be a moot point. All of this could very well change nothing at all because no-one actually applies. A streamlined process may not be enough incentive for an instructor to go it alone, carrying all the burdens of being the CEO at the same time as trying to teach students.

Ken Cannane, Executive Director of the Aviation Maintenance Repair and Overhaul Business Association (AMROBA) this week said, Ever since the mid-1970s, civil aviation has been subject to more government administrative changes than any other industry sector of business managed by the Federal government. It was said in the context of the upcoming ALP aviation white paper. Cannane is right: aviation has been through a lot of changes, but still finds itself in dire straits as an industry. Most of those changes have been ineffective or actually contributed to the problem. Is it therefore fair to expect that another white paper is going to produce earth-rocking epiphanies that lead to GA recovery and strength? We'd be fools to bank on that; history proves that cynicism is too often justified. That compels the GA community to wonder if no change is better than bad change, given that good change is so often not on the agenda. It is possible to change a system so much that it is no longer fit for purpose, and no number of inquiries and studies will ever improve it until someone has the courage and power to scrap the old and instigate the new. Don't expect that from the white paper.

May you gauges always be in the green,

Hitch

Sandy in reply...

Sandy:

..About individual instructors, and I gained my rating in the 70s and fairly soon was CFI of my own school, you only have to read the Part 141 CASA ‘process’ to see that we have been given yet another Clayton’s reform. Shades of BasicMed. Say no more, except to repeat that the independent monopoly corporate concept of governance via a statutory authority is a failed experiment and there’s no substitute for the Westminster system of responsible government which means Ministerial control and accountability. Would you countenance palming off other important areas of government administration? How about the Department of Defence for example? What is the point of representation government if the arms of government are pushed out to taxpayer funded independent institutions that will invariably look after themselves and never take the slightest risk about anything?    

MTF...P2