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KC member email & AMROBA latest Newsletter - 

When I left industry and joined the Department, pre-CAA/CASA days, the Department had an internationally accepted airworthiness training school in Melbourne. It had even trained some of our Asian neighbours’ regulators’ airworthiness staff.

Basically 12 weeks training to convert maintenance supervisors/managers into regulators understanding the intent of ICAO SARPs and advisory material.

This hasn’t been available to the current employees of department and agencies like CASA. This type of training is now available from ICAO for regulators. Many of our Asian neighbours have ensured their staff, especially those involved with regulatory development, have participated in these ICAO training courses.

Our members must have “qualified” and “licenced” staff to run a business, why shouldn’t the government ensure the public service employees involved with aviation regulatory development have appropriate qualifications from ICAO?

 

May Newsletter 2024 is available on the AMROBA website.

The Red Tape Army

To industry, the government’s Red Tape Agenda is a fallacy.

Ask anyone in the engineering fields of design, manufacture, maintenance and maintenance training, red tape has reduced in the last decade or two and the answer will be” NO.  The Institute of Public Affairs confirms this is a fact.n

In aviation, you cannot blame the flexibility in the Convention Annexes that enables a safe but cost effective FAR system to exist.

This applies across most indusrtry sectors but must be completed for the engineering disciplines.
 

AMO Red Tape

CASR Part 21 has not kept pace with change that has meant Australia has a system not harmonised with any other nation.

Re-harmonisation with FAR Part 21 was promised by the last CEO/DAS of CASA post a FAA/CASA bilateral meeting but still no action.
 

GA Red Tape Reduction

What a waste of money the government commttees, reports, workplans and all other workplans that each regime of CAA/CASA has consulted, developed and promulgated over the last forty years.

There are hundreds of recommendation from all these talkfests but basically no action.

Ever since the decision was made in 1992 by the then Department & CAA to harmonise with the FARs, each new regime makes different decisions.

Do those in charge realise that this Part 21 links to Part 43 to Part 91 and many other FAR provisions that also need adopting.

The CAA staff involved in the 1990s were topping and tailing each FAA ACs as was done when it was made.

This reduces drastically the amount of time it takes to adopt and implement a foreign regulation.

Civil Aviation Safety Regulations 1998 - Reg 1.003

Harmonisation with FARs

(1)  These Regulations contain provisions based on the FARs.

(2)  An object of these Regulations is to harmonise certain parts of Australia's aviation safety law with the FARs.

(3)  The words ' Source FARs' below a regulation indicate that the regulation is based on the section of the FARs, as in force on 1 January 1997, stated after the words and, if the section number is followed by the word 'modified', the word indicates that the FARs section has been modified for the regulation.

Example:

21.013   Eligibility

Any person is eligible to apply to CASA for a type certificate or type acceptance certificate.

Source FARs section 21.13 modified.

The words set out below the regulation in this example indicate that the regulation is based on section   21.13 of the FARs as in force on 1   January 1997 and that the FARs section has been modified for the regulation.

(4) If a word or expression is used in both a regulation and the FARs section on which the regulation is based, the meaning of the word or expression in the FARs section may be taken into account in interpreting the word or expression in the regulation, unless the contrary intention appears.

Since November 2020, Annex 6, Parts 1, 2, and 3 have provided the flexibility that the FAR system provides.

Why are we wasting time converting foreign regulation into complicated unique Australian regulations?

Major cause: Government and agencies employees are not qualified or skilled to develop regulations compliant with the safe SARPs promulgated by ICAO.

Until government provides qualified (ICAO training courses) regulators to return Australia to a highly compliant SARPs in accordance with Aricle 37 of the Convention, this continual regulatory change will continue for many years. 

Only government can correct the red tape that has been applied and removal of differences to the ICAO SARPs. 

Ken Cannane

Executive Director

AMROBA

Phone: (02) 97592715

Mobile: 0408029329

www.amroba.org.au

Safety All Around.

Plus: 

• Volume 21 Issue 5 May 2024
  

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