[P1_aka_P1]

Wait - there's more:-

[P1_aka_P1]

And more again:

[P1_aka_P1]

And again -

[Kharon]

Hook, line and possibly sinker.

I, for one was never in favour of being drawn into a pissing competition with CASA over ‘numbers’ and statistics. But, the offered bait was taken, so now we must watch the contest.

FWIW – the AOPA graphs are ‘interesting’.  One of the immediate questions raised is why has CASA not reduced their numbers or budgets to reflect the decline?  I will however go along with the P1 comment: to do a proper analysis, the ‘decline’ needs to be broken down further, to close off the obvious escape routes. Analysis also needs to be ‘nice’, accurate to the ninth degree or; it will be argued to hell and back again; without progress.  The analysis needs to show, for example, the increase in RAAus and SAA numbers, the increased demand from airlines and the natural attrition rates; which should be proportionate to actual pilot numbers, including those with ‘lapsed’ medicals.

For example, way back in history Qantas stood down about 200 cadets and juniors; they all went onto the GA account, a huge spike; gradually most eventually returned to Qantas and GA numbers reflected those changes, but slowly as small groups returned to Q .  Then, the series of recessions Australia has had also played havoc with the numbers, trending up when it’s a good period, down when the economy is buggered.  Flying school numbers (excluding OS students) are a good measure of how good the economy is; flying lessons are costly and when the baby needs new shoes, ‘luxury’ programs are shelved.

Then we must consider the decline of operators and corresponding lack of employment opportunities that presents.  There are many, I mean a lot of potential operators who cannot build an investment case.  Then there are those who simply cannot see the distance and cost involved in starting up a new operation; the costs are horrendous, the impediments many and the returns scarcely justify the ‘investment’.  Then there is all the palaver of actually keeping the AOC intact and the cost/risk associated. This is directly attributable to CASA, no one else.  Look at the over-seas job market and opportunities, there you see the marked difference.  If Australia was not so ducking unique half the GA pilots would be OS, flying decent aircraft on not too bad wages; I digress.

Another possible cause for the decline is the lack of well paid work and job security in GA.  I know several who, due to marriage, or impending children; or, just plain could not find a job that was worth having simply returned to their profession to make ends meet; there are many who work on ‘casual’ basis; flying only for pleasure, to top up the weekly stipend and to stay ‘current’.  

Ben’s effort must be applauded and the contribution is valuable; but is it enough to persuade CASA to back off and get real? He is one man challenging a government backed army of professional carpet baggers and snake oil salesmen.  CASA is a well oiled machine, finely tuned to ensure absolute protection from all and any attack.  Like all machines it is mindless and can be adjusted to suit operating conditions.  If that protection even looks like faltering there is always the consult, delay, divide and conquer standby, which has seen off many stern challenges.

If we are to be sucked into a ‘numbers’ argument, it will be a long, drawn out battle with no guarantee of success.  Use the figures to support the outcry but don’t rely on them.  The regulator needs to be reformed, root and branch.  Forsyth and TAAAF policy enforced by the Senate is as good a weapon as we are ever likely to get and, a united industry could, with just a little more effort, get the brakes on the runaway juggernaut and turn it around.  Good graphs, sure they are, good effort, absolutely; but are they, stand alone, enough?  

No discussion, no negotiation, no quarter or compromise are the only things which will save the industry now.  Tell CASA to bugger off and mean it.  Reform the regulator, the rest will recover as a matter of course, by natural means.  We all know where the problems lay, it is unity and courage which is missing. Industry needs to stop pissing about trying to humour and appease this monstrous impediment to progress.  Enough – actually, more than enough.

Toot (sigh) toot.

[Gobbledock]

Ben has done exclent work.

And Kharon, you raise a salient question - why hasn't CAsA reduced staff numbers to equal the decline in aviation operations? Pretty simple actually - the huge increase in bureaucracy, red tape and an over-regulated society. Even though the aviation numbers are dipping, the ridiculously onerous and out of control 'big brother paranoia' is seeing our industry becoming decimated, and to be honest most governmental regulatory bodies are Frankensteins growing and growing and growing.

I believe that not only aviation but government institutions are imploding within themselves due to over regulation and the stupidity they generate.

TICK F#cking TOCK alright

[Peetwo]

The latest from Prez De Stoop...

 
Good to see the Alphabets have put their differences on the backburner in favour of a concerted campaign to take it up to the bureaucrats...


MTF...P2

[Kharon]

A glimmer of hope.

Four excellent items in that report; best of the lot – unity.  AOPA realigned with TAAAF is one of the best things I've read in a long time.  De Stoop is no ones fool; not by a long shot, neither are the ‘names’ in TAAAF and the past differences will matter little to those sensible few.  Congratulations and a salute to common sense is in order.  Bravo and well done.

Nick Xenophon is an asset to aviation. One of the very few real politicians; his team mates on the Estimates committee are, happily, among the best Australia has.  The committee is one of the best, most efficient, effective groups that aviation has ever had in parliament and there can be little doubt that they will continue the good work we have seen in the past.

De Stoop’s involvement with ‘engagement’ initiatives with Boyd is good news.  The Board needs industry ‘friends’, support if you will; and, with recent experience of actually mounting a flying operation, De Stoop is familiar with the ‘process’ of attempting to create work and do business in the existing system.  An asset, with tangible evidence of the impediments, fully supported by the similar experiences of other operators either engaged in business or who have tried to do business in the field.  

External evaluation of the regulator is a two edged sword; we must, I suppose place it in the ‘good things’ pile.  But I, for one, have reservations.  The casual dismissal of the ASSR, the farcical meeting in Canberra and the let down by both Joyce and Whatsisname’ still rankle.  I doubt those invited will become part of the window dressing, but I worry that they will be treated with a view to abrogation rather than reform.  CASA have this game down to fine art and Whatsisname' has NFI, less brains and even less gumption. We shall see.

We will never have a better opportunity or as many effective tools available to rebuild and reform.  So, get behind it and push your heart out, the side-lines are no place to stand and you cannot score runs sitting in the pavilion.

Good work Marc, excellent, Tim Tam quality.

Toot (happy) toot.

[Peetwo]

A glimmer of hope.

Four excellent items in that report; best of the lot – unity.  AOPA realigned with TAAAF is one of the best things I've read in a long time.  De Stoop is no ones fool; not by a long shot, neither are the ‘names’ in TAAAF and the past differences will matter little to those sensible few.  Congratulations and a salute to common sense is in order.  Bravo and well done.

Nick Xenophon is an asset to aviation. One of the very few real politicians; his team mates on the Estimates committee are, happily, among the best Australia has.  The committee is one of the best, most efficient, effective groups that aviation has ever had in parliament and there can be little doubt that they will continue the good work we have seen in the past.

De Stoop’s involvement with ‘engagement’ initiatives with Boyd is good news.  The Board needs industry ‘friends’, support if you will; and, with recent experience of actually mounting a flying operation, De Stoop is familiar with the ‘process’ of attempting to create work and do business in the existing system.  An asset, with tangible evidence of the impediments, fully supported by the similar experiences of other operators either engaged in business or who have tried to do business in the field.  

External evaluation of the regulator is a two edged sword; we must, I suppose place it in the ‘good things’ pile.  But I, for one, have reservations.  The casual dismissal of the ASSR, the farcical meeting in Canberra and the let down by both Joyce and Whatsisname’ still rankle.  I doubt those invited will become part of the window dressing, but I worry that they will be treated with a view to abrogation rather than reform.  CASA have this game down to fine art and Whatsisname' has NFI, less brains and even less gumption. We shall see.

We will never have a better opportunity or as many effective tools available to rebuild and reform.  So, get behind it and push your heart out, the side-lines are no place to stand and you cannot score runs sitting in the pavilion.

Good work Marc, excellent, Tim Tam quality.

Toot (happy) toot.

In autem ad supra:

 Via the Oz:

CASA concedes: Our red tape stifles industry



Up in the air

• Mitchell Bingemann
  
• The Australian
  
• 12:00AM August 12, 2016
  

Reporter
Sydney
@Mitch_Hell
[img=0x0]http://pixel.tcog.cp1.news.com.au/track/component/author/4c134add4c3a9e4881f7841b69d9ac85/?esi=true&t_product=the-australian&t_template=s3/austemp-article_common/vertical/author/widget&td_bio=false[/img]
The aviation regulator has conceded it needs to do more to reduce the red tape and onerous costs strangling Australia’s general aviation sector.

The concession came in response to calls from the general aviation sector for a government lifeline after data, showing terminal declines in the number of new pilots and aircraft entering the industry, was presented to the Civil Aviation and Safety Authority this week.

The data — collated by the Aircraft Owners and Pilots Association using sources from CASA, the Department of Industry, ­Innovation and Science and the Bureau of Infrastructure, Transport and Regional Economics — shows the number of general aviation pilots in Australia has plummeted 34 per cent (by about 8000 licensees) since 2000.

In the same period, aviation gas consumption has fallen 35 per cent and aircraft registrations are down 13 per cent since 2000 but down 53 per cent since 2007.
Statistics from the Federal Aviation Administration show pilot numbers in the US have increased by 4 per cent since 2007.

AOPA executive director Ben Morgan said the charts were made in response to a challenge by CASA aviation safety director Mark Skidmore to prove that the industry was in decline.

“These charts tell a story of catastrophic decline. CASA has remained adamant through recent negotiations that the industry is nowhere near the seriously perilous state that AOPA has ­presented,” Mr Morgan told The Australian.

“We were challenged quite ­ludicrously by the director of aviation safety at CASA to go away and prove to him that the industry was in decline and so we have done that using their own data.”

Mr Morgan said CASA had never admitted that the general aviation industry was in decline. But that has now changed.

A CASA spokesman said: “CASA accepts activity in general aviation has reduced over a lengthy period of time, although we have yet to do a comprehensive analysis of the data provided by AOPA.

“The reduction in activity is due to many economic, social and technological factors.”

Mr Morgan said the blame for the industry’s decline should be placed on CASA, saying there was a “structural and systemic failure of the regulatory framework” that was being exacerbated by onerous red tape and high costs of compliance.

AOPA has also called on Infrastructure and Transport Minister Darren Chester to take “clear and direct action” to support small aviation businesses.

“We need wholesale change. We need the minister to step in and trigger a clear political intervention to address the highest level issue that all other issues stem from and that is the fact that our regulator is not tied in its performance to the performance of the industry,” Mr Morgan said.

The Australian understands the minister will meet with CASA next week and increase pressure on the regulator to listen to the concerns of smaller operators.

CASA did not accept that the reduction in general aviation activity should solely be ­attributed to its performance as the air safety regulator.

“However, as a part of the Australian aviation system, CASA ­acknowledges it needs to do more to remove any unnecessary regulatory burdens to general aviation and to provide efficient regulatory services,” the spokesman said.

“CASA has begun a program of fundamental change and improvement and many of these initiatives will benefit general aviation. We have started work on overhauling CASA’s service delivery systems and are working to ­develop a service culture within our workforce.

“Action is also being taken to provide new and improved training for CASA staff. We are improving manuals and we are streamlining approval processes.

“CASA looks forward to working with everyone in general aviation to build a stronger future for this important sector of Australian aviation.”

Blah..blah..blah..enough of the bollocks Oliver, either get with the program or get off the bloody pot, industry has had a gutful of your weasel-worded spin, obfuscation and mealy mouthed platitudes - FFS!


MTF...P2

[thorn bird]

P2 the sentiments you express regarding a united front are completely relevant to the industries present dilema.
Every facet of the GA industry has its own barrow to push. There is nothing wrong with that,and is to be expected given GA's diverse nature, however there are core issues that affect the industry as a whole. Fixing those core issues must be the priority.
I make the analogy.
Currently each little facet of the industry is trying to fill their wheelbarrow from the CAsA sillage pit with a tea spoon, then push the wheelbarrow full of shit up an endless near vertical slope. As fast as they fill the barrows, CAsA keeps shitting in the pit and CAsA churns out the shit like an elephant with diarrhea. The only chance the industry has is a combined effort to give CAsA a very bad dose of constipation. Stop the shit and there is some hope of emptying the sillage pit, that requires putting differences and competing interests aside and focusing on how to stop the shit.

[Peetwo]

The latest from Prez De Stoop...

 
Good to see the Alphabets have put their differences on the backburner in favour of a concerted campaign to take it up to the bureaucrats...


MTF...P2

A glimmer of hope.

Four excellent items in that report; best of the lot – unity.  AOPA realigned with TAAAF is one of the best things I've read in a long time.  De Stoop is no ones fool; not by a long shot, neither are the ‘names’ in TAAAF and the past differences will matter little to those sensible few.  Congratulations and a salute to common sense is in order.  Bravo and well done.

Nick Xenophon is an asset to aviation. One of the very few real politicians; his team mates on the Estimates committee are, happily, among the best Australia has.  The committee is one of the best, most efficient, effective groups that aviation has ever had in parliament and there can be little doubt that they will continue the good work we have seen in the past.

De Stoop’s involvement with ‘engagement’ initiatives with Boyd is good news.  The Board needs industry ‘friends’, support if you will; and, with recent experience of actually mounting a flying operation, De Stoop is familiar with the ‘process’ of attempting to create work and do business in the existing system.  An asset, with tangible evidence of the impediments, fully supported by the similar experiences of other operators either engaged in business or who have tried to do business in the field.  

External evaluation of the regulator is a two edged sword; we must, I suppose place it in the ‘good things’ pile.  But I, for one, have reservations.  The casual dismissal of the ASSR, the farcical meeting in Canberra and the let down by both Joyce and Whatsisname’ still rankle.  I doubt those invited will become part of the window dressing, but I worry that they will be treated with a view to abrogation rather than reform.  CASA have this game down to fine art and Whatsisname' has NFI, less brains and even less gumption. We shall see.

We will never have a better opportunity or as many effective tools available to rebuild and reform.  So, get behind it and push your heart out, the side-lines are no place to stand and you cannot score runs sitting in the pavilion.

Good work Marc, excellent, Tim Tam quality.

Toot (happy) toot.

In autem ad supra:

 Via the Oz:

CASA concedes: Our red tape stifles industry



Up in the air

• Mitchell Bingemann
  
• The Australian
  
• 12:00AM August 12, 2016
  

Reporter
Sydney
@Mitch_Hell
[img=0x0]http://pixel.tcog.cp1.news.com.au/track/component/author/4c134add4c3a9e4881f7841b69d9ac85/?esi=true&t_product=the-australian&t_template=s3/austemp-article_common/vertical/author/widget&td_bio=false[/img]
The aviation regulator has conceded it needs to do more to reduce the red tape and onerous costs strangling Australia’s general aviation sector.

The concession came in response to calls from the general aviation sector for a government lifeline after data, showing terminal declines in the number of new pilots and aircraft entering the industry, was presented to the Civil Aviation and Safety Authority this week.

The data — collated by the Aircraft Owners and Pilots Association using sources from CASA, the Department of Industry, ­Innovation and Science and the Bureau of Infrastructure, Transport and Regional Economics — shows the number of general aviation pilots in Australia has plummeted 34 per cent (by about 8000 licensees) since 2000.

In the same period, aviation gas consumption has fallen 35 per cent and aircraft registrations are down 13 per cent since 2000 but down 53 per cent since 2007.
Statistics from the Federal Aviation Administration show pilot numbers in the US have increased by 4 per cent since 2007.

AOPA executive director Ben Morgan said the charts were made in response to a challenge by CASA aviation safety director Mark Skidmore to prove that the industry was in decline.

“These charts tell a story of catastrophic decline. CASA has remained adamant through recent negotiations that the industry is nowhere near the seriously perilous state that AOPA has ­presented,” Mr Morgan told The Australian.

“We were challenged quite ­ludicrously by the director of aviation safety at CASA to go away and prove to him that the industry was in decline and so we have done that using their own data.”

Mr Morgan said CASA had never admitted that the general aviation industry was in decline. But that has now changed.

A CASA spokesman said: “CASA accepts activity in general aviation has reduced over a lengthy period of time, although we have yet to do a comprehensive analysis of the data provided by AOPA.

“The reduction in activity is due to many economic, social and technological factors.”

Mr Morgan said the blame for the industry’s decline should be placed on CASA, saying there was a “structural and systemic failure of the regulatory framework” that was being exacerbated by onerous red tape and high costs of compliance.

AOPA has also called on Infrastructure and Transport Minister Darren Chester to take “clear and direct action” to support small aviation businesses.

“We need wholesale change. We need the minister to step in and trigger a clear political intervention to address the highest level issue that all other issues stem from and that is the fact that our regulator is not tied in its performance to the performance of the industry,” Mr Morgan said.

The Australian understands the minister will meet with CASA next week and increase pressure on the regulator to listen to the concerns of smaller operators.

CASA did not accept that the reduction in general aviation activity should solely be ­attributed to its performance as the air safety regulator.

“However, as a part of the Australian aviation system, CASA ­acknowledges it needs to do more to remove any unnecessary regulatory burdens to general aviation and to provide efficient regulatory services,” the spokesman said.

“CASA has begun a program of fundamental change and improvement and many of these initiatives will benefit general aviation. We have started work on overhauling CASA’s service delivery systems and are working to ­develop a service culture within our workforce.

“Action is also being taken to provide new and improved training for CASA staff. We are improving manuals and we are streamlining approval processes.

“CASA looks forward to working with everyone in general aviation to build a stronger future for this important sector of Australian aviation.”

Blah..blah..blah..enough of the bollocks Oliver, either get with the program or get off the bloody pot, industry has had a gutful of your weasel-worded spin,  obfuscation and mealy mouthed platitudes - FFS!  


MTF...P2  

P2 the sentiments you express regarding a united front are completely relevant to the industries present dilema.
Every facet of the GA industry has its own barrow to push. There is nothing wrong with that,and is to be expected given GA's diverse nature, however there are core issues that affect the industry as a whole. Fixing those core issues must be the priority.
I make the analogy.
Currently each little facet of the industry is trying to fill their wheelbarrow from the CAsA sillage pit with a tea spoon, then push the wheelbarrow full of shit up an endless near vertical slope. As fast as they fill the barrows, CAsA keeps shitting in the pit and CAsA churns out the shit like an elephant with diarrhea. The only chance the industry has is a combined effort to give CAsA a very bad dose of constipation. Stop the shit and there is some hope of emptying the sillage pit, that requires putting differences and competing interests aside and focusing on how to stop the shit.

[Kharon]

It was the best of times, it was the worst of times.

Between ‘Binger’, Hitch and AOPA finally, at long last clear picture emerging of just how desperate is the plight of ‘small aviation business’.  

One of the very good ideas, which IMO should be universally adopted, from now is the use of the term “small aviation businesses”.  The term GA, or general aviation gives a wrong impression and leaves a ‘gap’ in the public mind.  Many of the ‘small’ aviation businesses have millions of dollars invested; are sophisticated operationally, employ many or provide income to service businesses.  People understand ‘small business’; the truckies proved that.  Ben is on a winner and promoting GA as small business will create more traction than the vague, denigrating, misunderstood term GA.  

AOPA has also called on Infrastructure and Transport Minister Darren Chester to take “clear and direct action” to support small aviation businesses.

Even a wooden head like ‘whatsisname’ can understand the concept that ‘small business’ is struggling; whether or not he will actually do something useful is to be seen. We shall allow some time for the completion of boot lace tying class, if he passes that, then it may be worth wasting time and wind.

The CASA response is ‘scary’ and typical.  Morgan called the CASA bluff and won a small pot; but they have deep pockets and more exit strategies than a vicar in a cat house.  For example:-

A CASA spokesman said: “CASA accepts activity in general aviation has reduced over a lengthy period of time, although we have yet to do a comprehensive analysis of the data provided by AOPA.

There, in one statement; CASA do not accept the ‘opinion’ of AOPA.  Which, stand alone is bad enough, but watch the time slip away as a ‘tiger team’ is put on active duty to devolve and dilute the AOPA findings, then use their ‘official’ findings to renege on any promises made and to justify the continuance of ‘the mystique’.  It would be a grave error to believe the war is over; AOPA has won a small skirmish and the big guns have not arrived, nor have the battle lines been drawn.  For it is indeed a battle and if industry ‘big guns’ sidle off into the neutral zone of ‘exemption’ and ‘instruments’ and ‘privileges’ then, alas, things will revert to normal quicker than you can say “duck me”.  

Blah, blah, blah and horse feathers is the best way to describe the rest of the CASA statements.  Skidmore has sat on his ass for almost two years and achieved little tangible; Forsyth remains only an opinion, Senate recommendations long forgotten, ADSB stays, 61 stays, 48.1 stays, CVD is still in limbo, the same useless FOI and managers are still doing exactly as pleases.  I could go on, and on; but that will suffice for now.  There is no intention within CASA to change their stance on anything, no matter how illegal or ludicrous that stance maybe.

Anyone who thinks differently has not been watching the CASA game closely.  They are tough to beat, they hold government support, are the organisation the minister will turn to for advice and, make no mistake, to cover the ministerial arse that advice will be taken. So, game on and no prisoners taken.  

In peace there's nothing so becomes a man
As modest stillness and humility:
But when the blast of war blows in our ears,
Then imitate the action of the tiger;
Stiffen the sinews, summon up the blood,
Disguise fair nature with hard-favour'd rage;
Then lend the eye a terrible aspect;

[Peetwo]

It was the best of times, it was the worst of times - Part II

Between ‘Binger’, Hitch and AOPA finally, at long last clear picture emerging of just how desperate is the plight of ‘small aviation business’.  

One of the very good ideas, which IMO should be universally adopted, from now is the use of the term “small aviation businesses”.  The term GA, or general aviation gives a wrong impression and leaves a ‘gap’ in the public mind.  Many of the ‘small’ aviation businesses have millions of dollars invested; are sophisticated operationally, employ many or provide income to service businesses.  People understand ‘small business’; the truckies proved that.  Ben is on a winner and promoting GA as small business will create more traction than the vague, denigrating, misunderstood term GA.  

AOPA has also called on Infrastructure and Transport Minister Darren Chester to take “clear and direct action” to support small aviation businesses.

Even a wooden head like ‘whatsisname’ can understand the concept that ‘small business’ is struggling; whether or not he will actually do something useful is to be seen. We shall allow some time for the completion of boot lace tying class, if he passes that, then it may be worth wasting time and wind.

The CASA response is ‘scary’ and typical.  Morgan called the CASA bluff and won a small pot; but they have deep pockets and more exit strategies than a vicar in a cat house.  For example:-

A CASA spokesman said: “CASA accepts activity in general aviation has reduced over a lengthy period of time, although we have yet to do a comprehensive analysis of the data provided by AOPA.

There, in one statement; CASA do not accept the ‘opinion’ of AOPA.  Which, stand alone is bad enough, but watch the time slip away as a ‘tiger team’ is put on active duty to devolve and dilute the AOPA findings, then use their ‘official’ findings to renege on any promises made and to justify the continuance of ‘the mystique’.  It would be a grave error to believe the war is over; AOPA has won a small skirmish and the big guns have not arrived, nor have the battle lines been drawn.  For it is indeed a battle and if industry ‘big guns’ sidle off into the neutral zone of ‘exemption’ and ‘instruments’ and ‘privileges’ then, alas, things will revert to normal quicker than you can say “duck me”.  

Blah, blah, blah and horse feathers is the best way to describe the rest of the CASA statements.  Skidmore has sat on his ass for almost two years and achieved little tangible; Forsyth remains only an opinion, Senate recommendations long forgotten, ADSB stays, 61 stays, 48.1 stays, CVD is still in limbo, the same useless FOI and managers are still doing exactly as pleases.  I could go on, and on; but that will suffice for now.  There is no intention within CASA to change their stance on anything, no matter how illegal or ludicrous that stance maybe.

Anyone who thinks differently has not been watching the CASA game closely.  They are tough to beat, they hold government support, are the organisation the minister will turn to for advice and, make no mistake, to cover the ministerial arse that advice will be taken. So, game on and no prisoners taken.  

In peace there's nothing so becomes a man
As modest stillness and humility:
But when the blast of war blows in our ears,
Then imitate the action of the tiger;
Stiffen the sinews, summon up the blood,
Disguise fair nature with hard-favour'd rage;
Then lend the eye a terrible aspect;

In subsidium: Anderson with an excellent 'nailed it' reply on the Hitch article...  

Anderson • 6 days ago


It is truly breathtaking how divorced from reality CASA has become.

Clearing the organisation of the former senior management was an essential step in the right direction for GA, but much, much more is required than tinkering with the website - which is essentially the extent to date of "overhauling CASA’s service delivery systems".

The layer upon layer of regulation imposed in the relentlessly punitive manner by CASA has primary culpability for the decline of GA over the past decade.

"CASA does not accept that the reduction in general aviation activity can solely be attributed to safety regulations or actions by CASA" is simply meaningless propaganda. The operative weasel word here is "solely". It may be true that the decline is not solely attributable to CASA regulation. Wings are not "solely" the reason an aircraft can fly either, but try doing it without them.

CASA must take full responsibility for its reprehensible activities over many years - with GA slowly being driven into the ground as each one passed.

The CASA "spokesperson" (PR code for propagandist) as well as the rest while they are "working to develop a service culture" need to accept they have decimated the industry.

The AOPA report is the best evidence yet of the extent of the carnage.

CASA may or may not have lit the fire, but they sure have been standing by with a high pressure hose pumping avgas onto the flames.

Speaking of weasel words, I wonder if anyone has taken the time to read the latest edition of Murky Mandarin's bollocks SSP (see HERE)? You know the one that was released with little to no fanfare on the day of the Tamworth rally and three days before Malcolm called the  ridiculous two month election campaign.

Contradiction examples from the SSP.

Eg.1 This is Murky's policy statement which supposedly, among other things, is meant to address government aviation policy:

Australia's State Safety Policy Statement

Australia's aviation safety system plays a vital role in ensuring that Australia has a safe, efficient and competitive aviation industry. Australia will continue to seek closer alignment with International Civil Aviation Organization (ICAO) Standards and Recommended Practices and adopt international best practices in its aviation safety system.

The Australian Government has endorsed the following safety principles that underpin the future aviation safety system:

1. Safety is the primary consideration of Australia's aviation agencies and industry in the performance of their functions;
   
2. The highest safety priority should be afforded to passenger transport operations;
   
3. Australia's regulatory approach and responses are based on a sound assessment of the level of risk associated with particular aviation operations;
   
4. Aviation agencies and industry work closely together to identify aviation safety risks and ensure that the most appropriate methods, practices and technologies are adopted to address and reduce these risks;
   
5. A strong 'just culture' approach underpins information sharing between industry and safety agencies as information sharing assists in preventing future safety events and reflects international best practice;
   
6. Recognition that Australia's safety regulatory system plays an important role in ensuring that Australia has a safe, efficient and competitive aviation industry;
   
7. Australia's aviation regulatory procedures, processes and approach to regulation is fair, transparent and promotes nationally consistent operations;
   
8. Active and ongoing engagement by industry and safety agencies will help inform future regulatory priorities and the development of simpler regulations, standards and orders;
   
9. The safety performance of our aviation safety system will be continuously monitored and measured through the Stat's aggregate safety performance indicators as well as service provider's safety performance indicators; and
   
10. Sufficient financial and human resources for safety management and oversight will be allocated; and staff will be equipped with the proper skills and expertise to discharge their safety oversight and management responsibilities competently.
    

Mike Mrdak
Secretary, Department of Infrastructure and Regional Development
6 May 2016

 
In light of the Mildura Fog duck-up; the ongoing investigation of the broken tail VARA ATR (3 years and counting); and the recent release (after 3 years) of a shambolic investigation into a pushback accident between two RPT jets; I would suggest that the Department and it's responsible agencies are already in direct contravention of No.2 :

"...The highest safety priority should be afforded to passenger transport operations..."    

Eg.2

Quote from SSP Introduction:

The SSP is a key means of demonstrating how each ICAO Contracting State intends to achieve an acceptable level of safety performance in civil aviation in its own State. The SSP is in essence the safety management system (SMS) for the State.


The detailed requirements for SSPs are set out in Annex 19 to the Convention on International Civil Aviation (Chicago Convention). Australia's SSP sets out the specific safety activities which we will continue to perform to meet the ICAO State responsibilities concerning the safe and efficient performance of aviation activities in Australia. 

Those paragraphs highlight our obligations as a signatory to ICAO, as outlined under Annex 19, under a State run SMS (SSP). Yet if you refer to my post - The 'despicable' Dazzling Dazza - you can truly get a sense of how much Murky's new SSP is pure unadulterated weasel words and a complete and utter load of bollocks :

Cynically I also wonder if the quiet no frills release of Murky's SSP, has something to do with the fact that M&M does not want to draw attention and be questioned on the 3000+ notified differences & some of my further observations mentioned here:

Of the ICAO SARPs Annex 13 & 19 are integral to the proper implementation and effective administration of a State SSP. However as a further indicator that the Australian aviation safety bureaucracy is merely paying lip-service to the spirit & intent of ICAO, one only needs to review the 'notified differences' for A13 - http://www.airservicesaustralia.com/aip/current/sup/generatedsupplements/Annex_13.pdf -

; & A19 - http://www.airservicesaustralia.com/aip/current/sup/generatedsupplements/Annex_19.pdf .

There is a combined 12 pages and total of 55 NDs for the two Annexes.

However the real cynicism and affront to industry is within the detail. Let me explain, quote from department SSP DRAFT request for industry comment:

On 4 December 2015, the Department released an updated draft SSP for aviation industry and public comments. The comment period has now closed.

 
Note the date. Now refer to AIP SUP H104/15 [url=https://www.airservicesaustralia.com/aip/current/sup/s15-h104.pdf]  The SUP was issued on the 10 Dec 2015 and notified additional differences to at least 2 of the Annexes instrumental to the administration of a State SSP. So are the relevant notified differences, in particular with Annex 19, preempting the DRAFT SSP being implemented without amendment? How can that be possible when industry stakeholders were yet to comment?

The other option is that the NDs for Annex 19 are based on the current and original SSP.

However the current SSP was published in April 2012, how is it then possible to have additional NDs for a supposedly ICAO compliant document that has been in place for more than 4 years? 

Here is hoping that Murky's mob will eventually publish all industry comments on the 4 Dec 2015 DRAFT SSP..

The other thing that may have prompted M&M to discretely release the SSP two days before the caretaker government period, is that the SSP was referenced in the released TAAAF Policy. 

4. State Safety Program

The State Safety Program (SSP) for aviation is the primary structure for the Government to deliver its obligations under international aviation conventions.

The current approach of Government excludes industry from ongoing involvement in the SSP, other than through very broad consultation or through various piecemeal consultative mechanisms, often through different agencies.

There is a critical need to establish a stronger government-industry partnership through a fresh approach that recognises the role of industry in supporting and informing Government aviation policy. 

The Forum believes that Government should review the structures involved in the State Safety Program and provide mechanisms for improved high-level consultation with industry, including industry representative membership of the key committees.

The Forum is deeply concerned with the ongoing practice of Australia lodging differences to ICAO standards without consultation with industry. This practice must be stopped and a new system of industry consultation implemented through the SSP to ensure any difference lodged has the support of industry and is aligned with Government objectives for the efficient functioning of the Australian aviation regulatory system and international harmonisation.

If this policy (or a version of it) was adopted by the Coalition and they get back into government, it is far easier to say the SSP is done & dusted till next time (3yrs), therefore not requiring adherence to government policy...

 So AOPA and the other members of the TAAAF, keep the pressure up but do not for a minute believe the Department and it's agencies have turned over a new leaf. Murky and his minions are far too practiced in the art of obfuscation and self-preservation to ever really allow efficient functioning of the aviation regulation system and/or international harmonisation...
MTF...P2

[Peetwo]

From Ben Morgan CEO of AOPA today..   

23rd August 2016


The Hon Darren Chester MP
Minister for Infrastructure and Transport
House of Representatives
Parliament House
Canberra ACT 2600
Australia.

Mr Mark Skidmore
Director of Aviation Safety (CASA)
Civil Aviation Safety Authority
GPO Box 2005
Canberra ACT 2601
Australia

- Members of the Aircraft Owners and Pilots Association
- Users of the Aviation Advertiser – Australia network
- Government Ministers and Senators
- Industry media


AOPA Proposed Policy on Class 2 
Private Pilot Medical Certification.

The Hon Darren Chester MP,

Over the past year aviation regulators in the United Kingdom (UK), United States of America (US) and New Zealand (NZ) have all moved to reform their medical requirements for Private Pilots License holders, following extensive evidence based assessment and review.

These reforms (which have been previously communicated to your office) have been heralded by the global aviation community and are expected to breathe essential life back into the general aviation economies of each respective country.

AOPA Australia over the past five years has received thousands of telephone calls and emails from private pilots, all calling for broad reform of Australia’s Class 2 Private Pilot Medical Certification system.  Our membership have demonstrated that a high number of Australian private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED which has removed fit and healthy pilots from Australia’s general aviation community and subjected thousands of pilots to unnecessary delays and expense regarding medical assessment.

In consideration of our membership feedback and moves by international regulators, AOPA Australia has produced a clear Proposed Policy position on Class 2 Private Pilot Medical Certification - to which we have attached to this email and included below.

The AOPA proposed policy on Class 2 Private Pilot Medical Certification is important to the future of Australia's general aviation industry and if implemented will serve to reconnect thousands of perfectly healthy pilots who have been unfairly discriminated by the existing CASA AVMED system.

This vital reform will dramatically reduce licensing costs to industry and will remove unnecessary layers of bureaucracy and red-tape that have contributed to the serious decline in general aviation pilots in Australia, which based on CASA’s own data amounts to some 8,000+ pilots exiting our industry (see chart below).




AOPA’s policy will help kick-start and re-invigorate private flying activity within the general aviation industry, which will result in increasing demand for the varying support services whilst creating valuable jobs and opportunities for small business across Australia.

In the recently published CASA Stakeholder Relationship Health Report (click here to download), the surveyed industry stakeholders made clear their sincere dissatisfaction with regard to both CASA’s decision making and performance.  Industry has sent a loud and clear message that we cannot continue with the current system.

Australia’s general aviation industry is calling on you as Minister for Infrastructure and Transport to direct CASA to adopt the AOPA proposed policy without delay, sending a clear message of support to our industry and the small businesses who rely on it.

AOPA is ready to meet with you and looks forward to the opportunity to discuss this vital policy in more detail.

Yours sincerely,

BENJAMIN MORGAN
Executive Director - Aircraft Owners and Pilots Association

Mobile: 0415 577 724
Telephone: (02) 9791 9099
Email: ben.morgan@aopa.com.au

&..the policy:


MTF...P2

[Peetwo]

23rd August 2016


The Hon Darren Chester MP
Minister for Infrastructure and Transport
House of Representatives
Parliament House
Canberra ACT 2600
Australia.

Mr Mark Skidmore
Director of Aviation Safety (CASA)
Civil Aviation Safety Authority
GPO Box 2005
Canberra ACT 2601
Australia

- Members of the Aircraft Owners and Pilots Association
- Users of the Aviation Advertiser – Australia network
- Government Ministers and Senators
- Industry media


AOPA Proposed Policy on Class 2 
Private Pilot Medical Certification.

The Hon Darren Chester MP,

Over the past year aviation regulators in the United Kingdom (UK), United States of America (US) and New Zealand (NZ) have all moved to reform their medical requirements for Private Pilots License holders, following extensive evidence based assessment and review.

These reforms (which have been previously communicated to your office) have been heralded by the global aviation community and are expected to breathe essential life back into the general aviation economies of each respective country.

AOPA Australia over the past five years has received thousands of telephone calls and emails from private pilots, all calling for broad reform of Australia’s Class 2 Private Pilot Medical Certification system.  Our membership have demonstrated that a high number of Australian private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED which has removed fit and healthy pilots from Australia’s general aviation community and subjected thousands of pilots to unnecessary delays and expense regarding medical assessment.

In consideration of our membership feedback and moves by international regulators, AOPA Australia has produced a clear Proposed Policy position on Class 2 Private Pilot Medical Certification - to which we have attached to this email and included below.

The AOPA proposed policy on Class 2 Private Pilot Medical Certification is important to the future of Australia's general aviation industry and if implemented will serve to reconnect thousands of perfectly healthy pilots who have been unfairly discriminated by the existing CASA AVMED system.

This vital reform will dramatically reduce licensing costs to industry and will remove unnecessary layers of bureaucracy and red-tape that have contributed to the serious decline in general aviation pilots in Australia, which based on CASA’s own data amounts to some 8,000+ pilots exiting our industry (see chart below).




AOPA’s policy will help kick-start and re-invigorate private flying activity within the general aviation industry, which will result in increasing demand for the varying support services whilst creating valuable jobs and opportunities for small business across Australia.

In the recently published CASA Stakeholder Relationship Health Report (click here to download), the surveyed industry stakeholders made clear their sincere dissatisfaction with regard to both CASA’s decision making and performance.  Industry has sent a loud and clear message that we cannot continue with the current system.

Australia’s general aviation industry is calling on you as Minister for Infrastructure and Transport to direct CASA to adopt the AOPA proposed policy without delay, sending a clear message of support to our industry and the small businesses who rely on it.

AOPA is ready to meet with you and looks forward to the opportunity to discuss this vital policy in more detail.

Yours sincerely,

BENJAMIN MORGAN
Executive Director - Aircraft Owners and Pilots Association

Mobile: 0415 577 724
Telephone: (02) 9791 9099
Email: ben.morgan@aopa.com.au

Courtesy Oz Flying today: 

CASA's Aviation Medicine Branch oversees DAMEs and medical checks.

AOPA pushes for Class 2 Medical Reform
24 August 2016

The Aircraft Owners and Pilots Association (AOPA) has written to Minister for Infrastructure and Transport Darren Chester urging him to consider removing the requirement for private pilots to hold a Class 2 Medical Certificate.

In the letter dated 23 August which included an alternative medical policy that calls for private pilots to need only an AustRoads Unrestricted Private Drivers Medical standard with no need for routine medical examinations unless the pilot has one of several known conditions.

AOPA Executive Director Ben Morgan pointed out that the National Aviation Authority in several other countries had already examined the potential for reform.

"Over the past year aviation regulators in the United Kingdom, United States of America and New Zealand have all moved to reform their medical requirements for Private Pilots License holders, following extensive evidence based assessment and review," Morgan said.

"These reforms ... have been heralded by the global aviation community and are expected to breathe essential life back into the general aviation economies of each respective country.

"private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED"

"AOPA’s policy will help kick-start and re-invigorate private flying activity within the general aviation industry, which will result in increasing demand for the varying support services whilst creating valuable jobs and opportunities for small business across Australia.

"Australia’s general aviation industry is calling on you as Minister for Infrastructure and Transport to direct CASA to adopt the AOPA proposed policy without delay, sending a clear message of support to our industry and the small businesses who rely on it."
Other particulars of the AOPA policy include:

• the medical would not apply to flights in aircraft with an MTOW over 2500 kg
  
• no more than five passengers could be carried
  
• pilots would have to make a statutory declaration of medical standard once up until the age of 70 and every three years after 70
  
• pilots who fail to meet the standard could apply for a medical certificate via a DAME
  
• IFR pilots would need to see a DAME every four years under the age of 40 and every two years after that
  
• NVFR pilots would be included under the proposed medical standard.
  

Morgan stated in the letter that the current practices of the Aviation Medical Branch (AVMED) have damaged general aviation, which the AOPA policy seeks to correct.

"Our membership have demonstrated that a high number of Australian private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED which has removed fit and healthy pilots from Australia’s general aviation community and subjected thousands of pilots to unnecessary delays and expense regarding medical assessment.

"In consideration of our membership feedback and moves by international regulators, AOPA Australia has produced a clear Proposed Policy position on Class 2 Private Pilot Medical Certification ..."

Read the full AOPA proposed policy on the link below.
AOPA Class 2 Medical Policy

Read more at http://www.australianflying.com.au/lates...HB1fCvf.99

[Peetwo]

Stacks on Electric Blue - AOPA weighs in on ANAO ASA audit report, while Dick Smith guns for Sir A...

First an update from the 'bump in the night' thread...

Ah; yes, but…

7. Airservices demonstrated a lack of organisational commitment to the effective implementation of probity principles in respect to the ICCPM arrangements.

It was reasonably foreseeable that Airservices’ contracting of ICCPM to assist with the OneSKY Australia project would give rise to perceptions of conflicts of interest and, potentially, actual conflicts of interest.

But the ICCPM engagements were not effectively managed so as to ensure the OneSKY tender process was free of any concerns over conflict of interest that could impact on public confidence in the outcome.

I’ll go with GD on this; pre lubrication in anticipation of the event.  Houstoblame has a his little goat tethered under the tree as bait while he sits in the high branches, expecting an easy scalp. The EB is not savvy enough to realise he is a sacrificial item; too self impressed to see who is the bait in the trap and far too busy running about making half asses speeches to realise that no one is really listening to the bleating of a tethered goat.

Round two will be ‘interesting’ methinks.

To 'that man' Higgins in the Oz today:

‘Heads must roll’ after audit office pans Airservices spending

The air traffic control system has not offered value, the audit office says. Picture: Roger Lovell

• Ean Higgins
  
• The Australian
  
• 12:00AM September 2, 2016
  

Aviation leaders have called for “heads to roll” at Airservices Australia following a damning report by the government spending watchdog that found a lack of probity, competitive tendering and cost control meant the organisation was not getting “value for money” for the $1.5 billion One­SKY air traffic control system.

The Australian National Audit Office this week tabled its much anticipated report on contract arrangements between government-owned Airservices and a Canberra-based group with military links known as the International Centre for Complex Project Management.

Among the findings, Airservices paid ICCPM consultants up to $5000 for an eight-hour day to advise on the OneSKY project, which is designed to integrate the military and civilian air traffic control systems into a single state-of-the-art network.

“Overall, Airservices’ approach to contracting ICCPM to assist with the delivery of OneSKY Australia was ineffective in providing value-for-money outcomes,” the Audit Office said in its report.

The executive director of the Aircraft Owners and Pilots Association, Benjamin Morgan, said that as a government-owned organisation, Airservices had given itself “the gold pass standard ­licence of wasting”.

“Heads have to roll. Somebody has got to take responsibility for this scathing report,” Mr Morgan said.

Businessman and aviator Dick Smith called on the Airservices board, headed by chairman Angus Houston, to review the appointment of its chief executive, Jason Harfield, who was Airservices’ executive general manager for ­future service delivery during most of the period examined by the Audit Office.

Mr Harfield wrote on his LinkedIn profile that during that time “I have the accountability for the leadership, acquisition and delivery” of OneSKY and was the project’s “senior responsible owner”.

Mr Smith described Mr Harfield as “an honest, hardworking bloke who has been put in a position that he simply does not have the skills and training to undertake”.

“Someone needs to hold Sir Angus accountable for these (CEO appointment) decisions,” Mr Smith said.

Mr Harfield did not respond to questions. Sir Angus said he would not ask the board to review Mr Harfield’s appointment.

The Audit Office launched the investigation after both Labor and Coalition members of a Senate committee had in public hearings grilled Mr Harfield about what they claimed were “dodgy” dealings with ICCPM.

The committee heard a year ago that ICCPM managing director Deborah Hein is the wife of Steve Hein, who worked for ICCPM until hired by Airservices in a senior managerial role. One contract Airservices struck with ICCPM was processed by Mr Hein.

Senators also expressed incredulity that Airservices had paid ICCPM consultant Harry Bradford $1 million to negotiate on its behalf with the prime contractor on the OneSKY project, aerospace group Thales Australia, when the managing director of Thales, Chris Jenkins, was then also the chairman of ICCPM.

In its report, the Audit Office said: “Internal controls intended to promote compliance were regularly bypassed. Where they were applied, the controls were often ineffective.”

In a statement on its website, Airservices says: “Airservices acknowledges it can improve its procurement processes and better manage perceived conflicts of interest. Actions to address each of the recommendations made by the ANAO are near completion.”

MTF...P2

[Gobbledock]

Dick ever so correctly said;

“Someone needs to hold Sir Angus accountable for these (CEO appointment) decisions,” Mr Smith said.

Couldn't agree more Dick. And in a normal world free from the protection of Government he would be held accountable.
The natural and predictable response from the Bus Driver was, of course;

"Sir Angus said he would not ask the board to review Mr Harfield’s appointment".

No surprise there. Sir Anus doesn't understand or believe in accountability. And after all, he is a career bureaucrat, a yes man, a long term sphincter cleaner who has spent his life hidden away from the big bad scary world under the umbrella of a protected government career!

Both of them (Sir Anus and Electric Blue) should be frog marched out of the building.

Another day in the life of Goldman Sachs Turnbull ey? The ANAO audit, the Census'less debacle, 3 of Malcolm's senior trough dwellers leaving parliament early on Day 1, tsk tsk tsk Malcolm, and now you have an escalation of issues growing in ASA, the ATsB debacles, the CAsA musical DAS chairs, and the can of worm airport shenanigans taking hold. All which seem to have a root cause - Murky!!!!

What's that about fish and rotting heads??


TICK TOCK Malcolm???? Oh, most definitely sir.....

[Peetwo]

 From Ben Morgan CEO AOPA Australia...

AOPA Proposed Policy on Class 2 
Private Pilot Medical Certification.

CALL TO ACTION.


Valued AOPA Members,

Over the past year aviation regulators in the United Kingdom (UK), United States of America (US) and New Zealand (NZ) have all moved to reform their medical requirements for Private Pilots License holders, following extensive evidence based assessment and review.

These reforms have been heralded by the global aviation community and are expected to breathe essential life back into the general aviation economies of each respective country.

AOPA Australia over the past five years has received thousands of telephone calls and emails from private pilots, all calling for broad reform of Australia’s Class 2 Private Pilot Medical Certification system.  Our membership have demonstrated that a high number of Australian private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED which has removed fit and healthy pilots from Australia’s general aviation community and subjected thousands of pilots to unnecessary delays and expense regarding medical assessment.

In consideration of our membership feedback and moves by international regulators, AOPA Australia has produced a clear Proposed Policy position on Class 2 Private Pilot Medical Certification - to which we have attached to this email and included below.

The AOPA proposed policy on Class 2 Private Pilot Medical Certification is important to the future of Australia's general aviation industry and if implemented will serve to reconnect thousands of perfectly healthy pilots who have been unfairly discriminated by the existing CASA AVMED system.

This vital reform will dramatically reduce licensing costs to industry and will remove unnecessary layers of bureaucracy and red-tape that have contributed to the serious decline in general aviation pilots in Australia, which based on CASA’s own data amounts to some 8,000+ pilots exiting our industry (see chart below).




AOPA’s policy will help kick-start and re-invigorate private flying activity within the general aviation industry, which will result in increasing demand for the varying support services whilst creating valuable jobs and opportunities across the country.

In the recently published CASA Stakeholder Relationship Health Report (click here to download), the surveyed industry stakeholders made clear their sincere dissatisfaction with regard to both CASA’s decision making and performance.  Industry has sent a loud and clear message that we cannot continue with the current system.

AOPA understands that its members care deeply about general aviation and are willing to stand up and fight for what matters to them and is now calling on our entire membership to help make our Proposed Policy on Class 2 Private Pilot Medical Certification a reality.


BE PART OF CHANGE.

STEP 1 – Download and review the AOPA Proposed Policy

Attached to this email is the AOPA Proposed Policy on Class 2 Private Pilot Medical Certification, which you can download and review.

Should you wish to discuss the policy, 
please feel free to contact the AOPA offices on (02) 9791 9099


STEP 2 – Download and send a letter of support to the Minister

Attached to this email is a letter which you can send to the Minister for Infrastructure and Transport, the Hon Darren Chester MP, showcasing your support for the AOPA Proposed Policy on Class 2 Private Pilot Medical Certification.  Be sure to send this letter to as many aviation friends and colleagues as possible!


STEP 2 – Muster signatures for the AOPA Petition!

Attached to this email is the AOPA Class 2 Private Pilot Medical Certification Petition, which you can download and have your aviation friends and colleagues sign.  AOPA is calling on each and every one of our members to download this important petition and to muster as many signatures as possible!  Help AOPA and our industry send a clear message to the government.

IMPORTANT - Once you have mustered as many signatures as possible, you will need to send the originals to AOPA.  We cannot submit anything other than the original documents.  Please send the original petition documents to;

Attention:  Mr Benjamin Morgan
Aircraft Owners and Pilots Association
PO BOX 26, Georges Hall NSW 2198, Australia.

The petition documents must be returned to AOPA in original copy, no later than the 30th September 2016.  Once received, AOPA will collate the received Petitions into a master document and present it in person to the Minister for Infrastructure and Transport, The Hon Darren Chester MP.

This is our opportunity to send a big message, so please ensure you email as many friends and colleagues as possible - we all need each others support on this vital call for reform.

 
Or via Oz Flying...

AOPA issues Call to Action on Class 2 Medicals
AOPA has called on members to raise a petition demanding the government adopt the AOPA position on Class 2 medicals.
Read more

MTF...P2

[Peetwo]

 From Ben Morgan CEO AOPA Australia...

AOPA Proposed Policy on Class 2 
Private Pilot Medical Certification.

CALL TO ACTION.


Valued AOPA Members,

Over the past year aviation regulators in the United Kingdom (UK), United States of America (US) and New Zealand (NZ) have all moved to reform their medical requirements for Private Pilots License holders, following extensive evidence based assessment and review.

These reforms have been heralded by the global aviation community and are expected to breathe essential life back into the general aviation economies of each respective country.

AOPA Australia over the past five years has received thousands of telephone calls and emails from private pilots, all calling for broad reform of Australia’s Class 2 Private Pilot Medical Certification system.  Our membership have demonstrated that a high number of Australian private pilots are being subjected to unfair and unreasonable medical assessments by CASA AVMED which has removed fit and healthy pilots from Australia’s general aviation community and subjected thousands of pilots to unnecessary delays and expense regarding medical assessment.

In consideration of our membership feedback and moves by international regulators, AOPA Australia has produced a clear Proposed Policy position on Class 2 Private Pilot Medical Certification - to which we have attached to this email and included below.

The AOPA proposed policy on Class 2 Private Pilot Medical Certification is important to the future of Australia's general aviation industry and if implemented will serve to reconnect thousands of perfectly healthy pilots who have been unfairly discriminated by the existing CASA AVMED system.

This vital reform will dramatically reduce licensing costs to industry and will remove unnecessary layers of bureaucracy and red-tape that have contributed to the serious decline in general aviation pilots in Australia, which based on CASA’s own data amounts to some 8,000+ pilots exiting our industry (see chart below).




AOPA’s policy will help kick-start and re-invigorate private flying activity within the general aviation industry, which will result in increasing demand for the varying support services whilst creating valuable jobs and opportunities across the country.

In the recently published CASA Stakeholder Relationship Health Report (click here to download), the surveyed industry stakeholders made clear their sincere dissatisfaction with regard to both CASA’s decision making and performance.  Industry has sent a loud and clear message that we cannot continue with the current system.

AOPA understands that its members care deeply about general aviation and are willing to stand up and fight for what matters to them and is now calling on our entire membership to help make our Proposed Policy on Class 2 Private Pilot Medical Certification a reality.


BE PART OF CHANGE.

STEP 1 – Download and review the AOPA Proposed Policy

Attached to this email is the AOPA Proposed Policy on Class 2 Private Pilot Medical Certification, which you can download and review.

Should you wish to discuss the policy, 
please feel free to contact the AOPA offices on (02) 9791 9099


STEP 2 – Download and send a letter of support to the Minister

Attached to this email is a letter which you can send to the Minister for Infrastructure and Transport, the Hon Darren Chester MP, showcasing your support for the AOPA Proposed Policy on Class 2 Private Pilot Medical Certification.  Be sure to send this letter to as many aviation friends and colleagues as possible!


STEP 2 – Muster signatures for the AOPA Petition!

Attached to this email is the AOPA Class 2 Private Pilot Medical Certification Petition, which you can download and have your aviation friends and colleagues sign.  AOPA is calling on each and every one of our members to download this important petition and to muster as many signatures as possible!  Help AOPA and our industry send a clear message to the government.

IMPORTANT - Once you have mustered as many signatures as possible, you will need to send the originals to AOPA.  We cannot submit anything other than the original documents.  Please send the original petition documents to;

Attention:  Mr Benjamin Morgan
Aircraft Owners and Pilots Association
PO BOX 26, Georges Hall NSW 2198, Australia.

The petition documents must be returned to AOPA in original copy, no later than the 30th September 2016.  Once received, AOPA will collate the received Petitions into a master document and present it in person to the Minister for Infrastructure and Transport, The Hon Darren Chester MP.

This is our opportunity to send a big message, so please ensure you email as many friends and colleagues as possible - we all need each others support on this vital call for reform.

 
Or via Oz Flying...

AOPA issues Call to Action on Class 2 Medicals
AOPA has called on members to raise a petition demanding the government adopt the AOPA position on Class 2 medicals.
Read more

Update: Although it has been very quiet in recent weeks(??) from AOPA Oz's normally outspoken CEO Ben Morgan, apparently (along with the Prez and others) he is fronting up today, alongside reps from the SAAA at Aviation House for joint discussions on Class 2 medicals: 

AOPA & SAAA TO MEET WITH CASA
ON CLASS 2 MEDICAL REFORM.

Valued AOPA Members & Industry Supporters,

Representatives of the Aircraft Owners and Pilots Association (AOPA) and the Sport Aircraft Association of Australia (SAAA) will be attending a meeting with the Civil Aviation Safety Authority (CASA) on Wednesday 5th October to discuss progress on Class 2 Private Pilot Medical Certification reform.

Over the past month the AOPA has received an incredible number of supporting letters and petition documents from general aviation organisations, aircraft owners and pilots, clearly showcasing industry’s strong support for Class 2 reform.  Please keep this support going and send a clear message to government that it is time for immediate change.

Both the AOPA and SAAA are standing firm on the call for Class 2 reform, which would see thousands of general aviation pilots return to our industry - free from the unfair AVMED discrimination which has crippled our industry.

The meeting will take place at Aviation House, Canberra from 1pm to 2:30pm, Wednesday 5th October 2016 and will be attended by;

General Aviation Industry Representatives;

Mr Marc De Stoop - President, AOPA
Mr Benjamin Morgan - Executive Director, AOPA
Mr Rob Lawrie - President, SAAA
Mr Richard Talbot - Treasurer, SAAA

Civil Aviation Safety Authority, Executive Team;

Mr Rob Walker - Stakeholder Engagement Group Manager, CASA
Mr Graeme Crawford - Aviation Group Manager, CASA
Ms Tracey Frey - Sustainability Group Manager, CASA


Following the meeting AOPA and SAAA will release to industry an overview of the meeting and the discussions so that you may all understand the progress which is being made to date.

In the meantime, AOPA and the SAAA are encouraging as many industry participants as possible to send a clear message to the Australian government that it is time for change.

Attached to this email are three important documents;

1.  AOPA Proposed Policy on Class 2 Private Pilot Medical Reform
2.  AOPA Letter to Minister Mr Darren Chester MP
3.  AOPA Petition

I call on you all to sign the letter of support to the Minister for Infrastructure and Transport, Mr Darren Chester MP and have your friends and colleagues sign the AOPA petition today!

Now is the time for positive change for our industry, stand with AOPA as we work towards kick-starting Australia’s general aviation economy, unlocking our industry’s potential for growth.

Best regards,

BENJAMIN MORGAN
Executive Director - Aircraft Owners and Pilots Association

IMPORTANT - Once you have mustered as many signatures as possible, you will need to send the originals to AOPA.  We cannot submit anything other than the original documents.  Please send the original petition documents to;

Aircraft Owners and Pilots Association
PO BOX 26, Georges Hall NSW 2198, Australia.

MTF....P2

[Peetwo]

Latest from BM...  

CLASS 2 REFORM
A STEP CLOSER TO REALITY.


Valued AOPA Members & Industry Supporters,

Class 2 private pilot medical certification reform is now a step closer, following a meeting between the Aircraft Owners and Pilots Association (AOPA), Sport Aircraft Association of Australia (SAAA) and the Civil Aviation Safety Authority (CASA) on 5th October 2016. 

The safety regulator has confirmed to AOPA and SAAA that it will move to public consultation for Class 2 reform before the close of the year, with a view towards regulatory introduction by March of 2017.

Mr Rob Walker, Industry Stakeholder Group Manager CASA, went on the record to state that the AOPA and SAAA call for reform had been clearly heard from within the regulator and that CASA was now working to see Class 2 reform delivered as soon as possible.

AOPA and SAAA reinforced that over the last 10 years, some 8,000+ general aviation pilots have exited Australia’s aviation industry (a 34% decline) and that the large reduction in pilots flying was contributing to large declines in Australia’s general aviation economy.  Making clear that the AOPA proposed policy on Class 2 private pilot medical certification aims to reconnect thousands of general aviation pilots with flying, the policy is supported by moves by the US FAA, UK CAA and NZ CAA, highlighting that there is no safety case to be made by the regulator for continuing to unfairly discriminate and prematurely ground pilots based.

Now that the regulator has committed to moving forward with public consultation, the challenge will be to keep CASA on track and to ensure that the Class 2 reform is not turned into an unusable or ineffective regulation.

Very shortly the Australian aviation industry will have the opportunity to respond directly on Class 2 reform, both the AOPA and SAAA will be working hard to encourage the industry to do so en-masse and will make available resources to help individuals do so in the coming weeks.

In the meantime our associations are continuing the push and are determined to see Class 2 reform a reality.

Best regards,

BENJAMIN MORGAN
Executive Director - Aircraft Owners and Pilots Association

&...Via Oz Flying:

Industry Action forces Progress on Class 2 Medical Reform
13 October 2016

Action by the Sport Aircraft Association of Australia (SAAA) and the Aircraft Owners and Pilots Association (AOPA) has forced CASA to review the requirements for Class 2 medicals.

After a meeting with both associations in Canberra on 5 October, CASA has committed to producing a discussion paper by the end of the year with a view to implementing reforms in the first quarter of 2017.

"The safety regulator has confirmed to AOPA and SAAA that it will move to public consultation for Class 2 reform before the close of the year, with a view towards regulatory introduction by March of 2017," said AOPA CEO Ben Morgan.

"Mr Rob Walker, Industry Stakeholder Group Manager CASA, went on the record to state that the AOPA and SAAA call for reform had been clearly heard from within the regulator and that CASA was now working to see Class 2 reform delivered as soon as possible."

The SAAA forced CASA's hand in July this year when it requested the regulator grant self-certification rights to members who flew with the same restrictions as those applied to Recreational Aviation Australia (RAAus) pilots, who currently have those rights. To not grant the request has been described as a clear-cut case of discrimination.

AOPA added pressure in August when they released a new Class 2 medical policy that called for less stringent medical standards for all VFR pilots, not only those operating under similar circumstances to RAAus. The SAAA has since supported the AOPA policy in principle.

Both groups have presented CASA with data from RAAus, which is believed to show that pilots operating without Class 2 medicals pose no safety risk at all.

Reports coming from the 5 October meeting are positive, but both associations are concerned that CASA will try to drag out the reform process.

"Now that the regulator has committed to moving forward with public consultation, the challenge will be to keep CASA on track and to ensure that the Class 2 reform is not turned into an unusable or ineffective regulation," said Morgan.

"Very shortly the Australian aviation industry will have the opportunity to respond directly on Class 2 reform, both the AOPA and SAAA will be working hard to encourage the industry to do so en masse and will make available resources to help individuals do so in the coming weeks."

The SAAA has said they will encourage all pilots to contribute to the industry response once the discussion paper has been released

Read more at http://www.australianflying.com.au/lates...lpUR5o7.99

MTF...P2

[Sandy Reith]

Excellent work by AOPA and SAAA the first tentative ray of sunshine in a very long time. However fifty years on stage so a couple of questions.

Why do we have to wait until March or ? April May June July August September October November December '17 Jan Feb Mar April May.....'18.... '19......?

Why is there no quote from 1. The Minister, 2. Jeff Boyd, or 3. Mr. Carmody, but instead they've left this most important time line 'view to ...first quarter' to an underling? Why will not any of the Big Three give us a definite " reform will be in place by ..."? If CASA is so know all and expert, we have the USA and UK reform strategy coupled with 20 plus years of RAAus medical history, not to mention half a brain common sense, why can't they simply make it happen? Why do we need all this additional time? Surely reform is urgent to save jobs, to innovate, to reverse the now admitted downward spiral of GA and total loss of faith in the regulator.

The euphoric greeting of the Forsyth Review gave away to disgust when it became clear that the Minister was not going to follow through and expecting CASA to reform itself proved to be like asking a confirmed drug addict to do cold turkey and take a big pay cut at the same time.

As I said at the time of the accepted Forsyth recommendations, "High hopes or soft soaps? " I say not good enough, we want detail agreement and a fixed timeline supported by Minister and Board and CEO.

They should each be asked do they support this reform? Straight away they could pull AVMED into line even under the current rules and get some practical reform started immediately if they mean business this time.

Don't hold your breath.