[Peetwo]

AOPA features in the Oz today... :

AOPA of Australia fears insurance premium hikes after AIG pulls out

Aircraft Owners and Pilots Association chief Benjamin Morgan. Picture: James Croucher

• Annabel Hepworth
  
• The Australian
  
• 12:00AM June 2, 2017
  

Aircraft owners and operators fear higher insurance premiums after a global insurer cut the operation of its aviation business in Australia.

The Australian has learned that American International Group ceased its aviation business in Australia and New Zealand from May 9, and has cited a strategic review of local market conditions and its portfolio.

It is understood AIG has told brokers it will continue to write “certain” components of the portfolio from its Asia-Pacific hub in Singapore where possible, where claims will still be serviced.

“Given the aggressive level of price reductions and breadth of coverage being offered by our competitors, AIG Australia is simply unable to achieve long-term scale and sustainable profitability across the full suite of aviation products being offered in the Australia marketplace,” a spokesman said in written response to The Australian.

“As a result of these considerations we have made the difficult decision to exit this line of business locally.”

However AIG said it was committed to aviation as a core business globally and subject to regulatory requirements was “still looking to support certain components of the portfolio out of the AIG aviation hub located in Singapore”.

There were “a number” of accounts the group would seek to support from Singapore.
Brokers had been told that as a general rule these accounts included airports and service providers such as catering, ground service, refuelling, airside liability and industrial aid aircraft, the spokesman said.

The move comes after Allianz also pulled its aviation business out of Australia this year following a review of the local market. Allianz began putting aviation business written out of Australia into run-off from January 1.

AIG’s move has fuelled warnings about pressure on Australia’s once-thriving general aviation sector, which says it has been plagued by excessive red tape.

Aircraft Owners and Pilots Association of Australia executive director Benjamin Morgan said he was worried the withdrawals would lessen competition, leading to “increased premiums for operators and owners, placing further pressure on an already stressed general aviation economy”.

But AIG said that while it was difficult to predict the “exact impact” on aviation businesses in Australia, “we believe considerable competition still exists within the insurance marketplace and insureds should still benefit from a healthy level of capacity and appetite for their aviation insurance needs”.

Mr Morgan said it was “a clear sign Australia’s general aviation industry is failing and at an alarming rate”.

“AOPA Australia has been vocally warning the government for the past year that further industry decline would occur, unless immediate reform was initiated, yet our calls have been ignored.”

Data released last year by AOPA Australia found general aviation pilot numbers had fallen 34 per cent in 10 years.

MTF...P2

[Peetwo]

Update: AOPA Oz in the news -

From Hitch yesterday, via the Yaffa :

The Aircraft Owners and Pilots Association of Australia (AOPA) has six new board members, encompassing some of general aviation's most experienced and passionate identities, including legendary flying instructor and activist Aminta Hennessy OAM, and former CASA and Airservices senior manager Mike Smith.

The new members were announced following the 2017 AOPA Annual General Meeting held at Bankstown last Saturday.The six will join returning members Marc De Stoop, Phillip Reiss, Tony van der Spek, Neill Rear, Spencer Ferrier and Ben Morgan on a 12-person board.

AOPA's new board members are:

Catherine Fitzsimons
Catherine is an aviation professional and flying instructor who owns WardAir Flight Training in Bathurst. She is an experienced CEO and general manager with a domestic and international track record of identifying change opportunities and leading commercial turn-arounds in consumer health/FMCG and nutrition businesses with multi-national companies.

John Glyn
John joined AOPA in the mid 1980s and has been a member since. Currently he has an interest in a Cirrus SR20 which is based at Tamworth Airport, NSW. As well as being an aircraft owner he has been a lawyer for 30 years, specialising in aviation law, acting for many aircraft owners, pilots and engineers in legal matters involving the aviation industry.

Aminta Hennessy, OAM
Aminta is a veteran of the aviation industry and was awarded an OAM in 2005 for services to aviation as a pilot and as an instructor through the establishment of the Australian Association of Flight Instructors. A principal of Clamback and Hennessy at Bankstown, Aminta has been an advocate for general aviation for many years.

Dominic James
Best known for his involvement with the 2009 Pel-Air ditching off Norfolk Island, Dom James is an accomplished pilot with ATPL and CPL(H) licences. Since the accident, he has been a powerful voice for regulatory reform of the aviation industry in Australia and has been credited by some with sparking the 2014 Aviation Safety Regulation Review.

Mike Smith
Mike Smith held senior positions with both Airservices Australia and CASA, most recently as the Deputy Director. He has led numerous complex programs including the introduction of Global Navigation Satellite Systems for en route, non-precision and precision approach use, development and introduction of Safety Management Systems (SMS) and Australian airspace reform. He has 30 years of experience in civil aviation with a substantial knowledge of corporate governance, regulatory processes and safety management systems. He and his wife run a flying school in Sacramento, California.

Phil Yates
Flying instructor Phil Yates says general aviation now is burdened with complicated regulations that pilots struggle to comprehend and expenses which have seen many pilots simply throw their hands in the air and walk away. Further to this, he says commercial pressures have seen the demise of airports and many small flying schools have simply packed it all in and closed shop.

The six replace retiring board members Mark Smith, Allan Bligh OAM, Rob Liddel and Baz Scheffers.

AOPA Executive Director and CEO Ben Morgan believes the new board members will substantially increase the horsepower available to AOPA when negotiating in Canberra.

"It became evident 12 months ago that if we were going to have any success at all in not only revitalising the association, but also empowering our discussions with government, we were going to need to find participants at board level who were highly qualified," he told Australian Flying.

"We needed people who would allow our association to meet with the government at a level that we couldn't just be discounted as a group of private pilots having a whinge."
Morgan believes the experience and skills of the new members will enable them to discussions with CASA on a more level basis, as well as provide a driving force for AOPA programs into the future.

"We're incredibly lucky to have Mike Smith, who has been an AOPA member and huge supporter of general aviation for some time. He's in a position where he's been able to work with the Federal Aviation Administration and various foreign governments around the world, understanding how to reform regulators and make them efficient, so he has a really unique perspective on a multitude of issues that make him an invaluable member."

As well as the advocacy efforts, AOPA has also focused on nuturing the younger generation of pilots and has launched youth programs to achieve that end. The aim prompted the association to entice flying instructors onto the board.

"What AOPA needed was credentials within the flight training environment," Morgan said.

"We needed not just pilots on the board who've been trained, but the people who train the pilots; the business owners who understand how the industry works, and we were very fortunate to have three nominations from Catherine Fitzsimons, Aminta Hennessy and Phil Yates.

"Those three people will be essential in developing our youth aviation outreach programs, and in working with Mike [Smith] on flight training industry issues."

Morgan expects the new board to convene very soon to establish a business plan for 2017-18 so the association can identify goals and methods to achieve the goals, in the process assigning particular portfolios to each of the directors. One of the main focuses of the new board will be to put AOPA on solid ground.

"We're taking an incredibly professional approach to re-structuring this organisation," he said, "We have to become a powerful lobby. We have to have our house in order, our business in order, and we need to ensure that not only are we strong cash-flow wise, but also we've got to be administratively strong, and more importantly we'll need strong directors who are highly capable and have the credentials.

"What we're seeing [with the new board] is the start of this transformation."

More information on the new board members is available on the AOPA Australia website.
 
Read more at http://www.australianflying.com.au/lates...LffC2ro.99

 Next AOPA Oz CEO Ben Morgan comes out swinging on news.com.au:

Over-regulation killing aviation
June 2, 2017 8:13pm
[/url]

• [url=http://www.news.com.au/travel/travel-updates/overregulation-killing-aviation/news-story/3582812a06dc896e73cddb1a987bf6b9#]Video
  
• Image
  

Adelaide's Lunchtime Newsbyte - 1.6.170:57


Robyn Ironside News Corp Australia Network

The nation's chief aircrash investigator says the Renmark Rossair crash is one of the most unusual he's come across. The taskforce which targets Aboriginal youth crime gangs, arrests two teenage boys over the eastern suburbs thefts of luxury cars. CCTV shows chaos at an Elizabeth Downs house after a man was stabbed in a fight. The terminally ill father of missing Port Lincoln woman, Susan Goodwin, begs for answers to the cold case before he dies. Adelaide's recorded its coldest start to Winter since the 1940s - the temperature dipping below three degrees. The Crows fly out to Geelong, with an untried forward on board.
[img=0x0]https://i1.wp.com/pixel.tcog.cp1.news.com.au/track/news/content/v2/origin:video_integrator.l0eXZlYjE61HRiNojxlLFkrn0410SWzM?t_product=newscomau&t_template=../video/player[/img]

Dashcam footage of Essendon DFO crash scene that claimed five lives. Picture: Supplied


OVER-regulation of Australia’s aviation industry has created a situation whereby pilots spend more time ticking boxes and filling out paperwork than flying planes, operators say.

Chief Executive of the Aircraft Owners and Pilots Association, Benjamin Morgan, spoke out about an “industry in decline” following another fatal crash in Australia.

Rossair chief pilot Martin Scott and pilot inductee Paul Daw were killed, along with Civil Aviation Safety Authority officer Stephen Guerin, when a Cessna Conquest crashed shortly after takeoff from Renmark Airport in South Australia on Tuesday.


The crash of a Rossair Cessna Conquest near Renmark claimed the lives of pilots Martin Scott, 65, and Paul Daw, 48, and CASA officer Stephen Guerin, 56. Picture: Dylan Coker.Source:News Corp Australia

The crash was the worst in the state this century, and came just a few months after the Essendon crash in Victoria in which five lives were lost.

Both incidents are now under investigation by the Australian Transport Safety Bureau.

BUREAUCRATIC BURDEN

Mr Morgan said it was difficult to draw a connection between the tragic crashes and the regulatory burdens on general aviation.

But he said there was growing concern about the demands on aviation business owners, many of whom were also pilots.

“What we’re seeing take place is that business owners and operators of flying schools and charter operations are spending more and more time out of the cockpit ticking boxes and filling out forms,” Mr Morgan said.

“If you shift the focus from hands-on proficiency then that will have a toll long-term on aviation safety.”

He said that was not to suggest recent crashes were due to a lack of training or competency.

“More and more flight operations are complaining they’re spending more time on paperwork, and it’s not just AOPA saying that — the entire industry is saying it,” said Mr Morgan.

“It’s highly logical that pilots and business owners, the more time they spend around aircraft the better they’re going to be.

“It’s fair to argue the current system is not working, it’s failing.”

EYES ON THE SKY

AvLaw International chairman Ron Bartsch echoed Mr Morgan’s concerns about the regulatory burden on aviation businesses.

“It’s the old cost benefit analysis of what’s a reasonably acceptable level of safety,” said Mr Bartsch.

“CASA has recognised world standards in terms of safety and oversight but a lot of the increased measures have adversely affected the general aviation community.”

CASA spokeswoman Amanda Palmer said the authority worked across industry to identify and address areas of concern, actively promote safety and educate the aviation community.

“The vast majority of pilots and operators comply with aviation regulations,” said Ms Palmer.

“It is this attitude, combined with a just culture approach and independent accident investigation, that ensures we have some of the safest skies in the world.”

She described this week’s accident at Renmark as a “tragedy”.

“We are working with the Australian Transport Safety Bureau to provide information of relevance to their investigation.”

MTF...P2

[Peetwo]

AOPA steps into the CASA cable wars -

Via Oz Flying today:

A cable terminal fitting of the type affected by the CASA mandate. (ATSB)

AOPA chases Control Cable Data
5 June 2017

The Aircraft Owners and Pilots Association (AOPA) has called on the aviation community to provide information on control cables replaced under a CASA airworthiness directive (AD).

CASA issued AD/GENERAL/87 in early 2015, which mandated replacement of control cables more than 15 years old. The AD drew much criticism from the general aviation industry because it meant many perfectly good control cables needed to be removed and discarded. Last month, CASA amended the AD to include a cable inspection regime, with replacement needed if defects are found.

AOPA has now called on the industry to provide information on control cables that were replaced under the original AD, so it can compile a database on the cost.

AOPA says the information collected will remain confidential, and is asking for:

• Full Name
  
• Contact Email Address
  
• Contact Telephone Number
  
• Aircraft Registration
  
• Total cost of cable replacement
  
• Were removed control cables serviceable?
  
• Were any defects found on the removed control cables
  
• Age of cables removed.
  

 Aircraft owners wishing to provide this information are being asked to contact AOPA Executive Director Ben Morgan ceo@aopa.com.au (02) 9791 9099.

Read more at http://www.australianflying.com.au/lates...5Sv6L6v.99

Interestingly enough KC & the AMROBA Band also focussed on the CASA Cable AD duck-up in their latest newsletter...

2. Cable Inspection AD review

Many operators have changed their flight control cables so they won’t be happy with CASA if it cancels/amends the AD that should never have been published. AMROBA Newsletter Vol. 11, Issue 3, (March 2014) available on the website, raised the approved cable inspection maintenance standard that should be applied in GA. As FAA AC 43-13-1 states, cable tensions need to be relieved to perform inspections correctly. This means every annual inspection maintenance records would require ‘independent’ inspections to rig and functional check flight control systems that had been inspected. As pointed out in the 2014 Newsletter, CASA’s “standard” specified in CAAP 43B-1 still has not been “harmonised” with international standards so why do CASA expect things to change?

Extending the life of cables past a manufacturer/regulator “recommended” replacement time, places the responsibility on the inspector LAME to determine, in the same manner as extending engines or any other component with a “recommended maintenance/overhaul” period, to be safe to proceed beyond the recommended period. Is it wise to make such decisions? AMROBA encourages its members to input to CASA Proposed AD amendments.

The first reaction CASA should take to safety issues is to research the inspection standards that apply, determine whether the inspections standards are appropriate and then make a decision to enforce the inspection standards if appropriate.

In AMROBA’s opinion, the inspection standards can be confusing if one looks at the inspection standards specified in CASA’s CAAP 42B-1. If the FAA promulgated inspection standards were applied, they are appropriate and should be enforced.

AMROBA has for over a decade lobbied for this CAAP to be changed – its inspection standards are way below world standards and conflict with FAA AC43-13-1.

CAAP 42B - 6.4 All items are to be inspected for GENERAL CONDITION together with specific requirements where nominated.

6.5 The term GENERAL CONDITION includes, but is not limited to, the following: freedom from excessive:

 leakage;
 corrosion, deterioration of protective treatments;
 cracking and disbonds;
 deformation, wear, scoring, chafing, flat spots and fraying;
 obstruction or other obvious damage; or
 burning, arcing or heat damage; and
 that hoses are within inspection and testing periods.

What is “excessive”? CASA should fix their own standards.

Volume-14-Issue-5.pdf Size: 619.96 KB  Downloads: 0

IOS - "..Not happy Shane.." -  


MTF...P2  

[Peetwo]

The hypocrisy of the 'Mystique of Aviation Safety'.

Context reference: Accidents - Domestic #191

From the SBG:-

Which brings to item last; sadly we have had yet another fatal accident. Too early to tell for certain if the latest was a VFR into IMC incident; but it serves as a stark reminder of the perils associated with such an excursion. There has been furious debate, spread over many decades on how best to reduce this repeating statistic.  It is an old killer, always present, the dangers well known. You can take your pick of practical solutions – there are many on offer. But clearly ‘regulatory’ penalties and punishment don’t work, much has been written of the ‘psychological’ reasons for pushing your luck; volumes have been published on what’s best to do and what’s not; yet the statistics, world wide, show no reduction. We’ve all done it – junior to senior; yet the only folk not tempted are those who have done it, survived and sworn never to do it again. One instructor, definitely of the ‘old school’ and decades ago, used to take his students into cloud and ‘time’ how long they lasted; not long was the answer.



So much depends on ‘other’ factors that it is almost impossible to determine how long it takes to become ‘disoriented’ and once the holes in that famous cheese start to line up – the outcome is in the lap of the gods. “Just don’t do it” shout the purists – but what of the accidental encounter, the unintentional: or, what of the old trap, that of letting the door behind you close, of always having an escape route and somewhere to go, when trumps turn to dog-pooh? Don’t know the answer and I’ve never heard a complete solution. Seven families have been left grieving. ATSB and CASA do what they can – in their own way, they do and it is not their fault. The advent of GPS and reliable auto pilots create a false sense of security; perhaps these should be removed from the basic training syllabus. Situational awareness is an imperative – contact with the reality of what’s ahead, behind and around the corner; in your own hands and on your own head. I’ll leave it there; for I have no solution to offer, no silver bullet; just our condolences to those left behind...

Courtesy of a Sandy Reith (open) email chain:

Aminta and Gentlemen,

In view of recent accidents we should restate some remedies and highlight the necessity for reform of the Civil Aviation Act.

There are well known conditions that will go towards safer flight, instrument flight rules (IFR) being an obvious way to reduce those accidents which are due to loss of visual reference. Loss of flying schools and the dearth of IF instructors, loss of radio personnel who are qualified for IFR equipment upgrades and maintenance, and increase of expenses via unnecessary CASA impositions, all mitigate against the take up of IFR flying. Airways charges by Airservices plus landing and parking fees compound the financial problems of obtaining an IF Rating.

In addition the whole psyche of our regulatory regime of criminal punishment for any deviation from a rule set that is so complex that any flight might easily contravene something. This creates a climate of excessive fear. Excessive fear is counter to a confidant and thoughtful approach to any flight operations, and often I've seen pilots about to fly and half their adrenalin has already been expended. In turn this will result in tiredness and less than optimal decision making, and loss of sharpness in handling skills.

I undertook my instrument training in the seventies. I recall thinking that synthetic vision would be a natural and desirable way to overcome all the drawbacks of having to interpret a number of analogue instruments in conjunction with limited radio navigation equipment. Of course we took pride in overcoming all of the inherent difficulties and had pride in maintaining and practicing skills that required a lot of work and concentration. But just as we wouldn't want to revisit and relearn the skills of eighteenth century sailors, we should embrace technological advances such as synthetic vision.  

Unfortunately in a hidebound, bureaucratically ruled and excessively taxed aviation environment, any advances are very slow, or in Australia we have practically impossible regulatory hurdles. Its noted that the problem of slow technological take up has been recognised in the USA and they are taking steps to speed up such progress. One area of interest, out of drone technology, is the possibility of much lower costs for lightweight auto pilots and navigation systems. Here again is an area that has potential for safer operations in general aviation (GA).

Lastly, its well known that the pilot with recency, that is the pilot who is current and well practiced, has a far lower accident rate by hours flown compared to the pilot with a low calendar rate of flying experience. Until Parliament amends the Act to promote and foster, coupled with a simple and workable rule set, safety will suffer and GA will decline. The current model of governance is the independent Commonwealth corporate body whose only (tenuous) continuing connection to the will of Parliament (i.e. us) is via the weakest of directions, a 'Statement of Expectations'. Therefore without change reform is not possible, because, unfettered, the bureaucratic incentives are to make work and maintain power for great working conditions and ever higher salaries. 

Sandy Reith

MTF?- No doubt...P2

[Kharon]

AP stats:-

AP's been keeping a little scorecard – a simple enough affair – based on return for membership fees; in terms of what has 'my' organisation been doing, or trying to get done, in the best interests of the members. The little graph has been running since the Tamworth stockade and every once in a while I update the information and watch as the computer sorts out the data. I think its time to dish out a Tim Tam award, to the AOPA crew. Their graph showed a trend to below the line for a while, however, Sunday night I updated the thing and the results definitely deserve a Tim Tam. They have, in every category improved, matured and, IMO more importantly, have never taken their foot off the ‘best interests’ of their members pedal. Streets ahead of the ‘opposition’ in all categories.

The joining fee is not expensive; the unselfish efforts being made on behalf of GA make the fee good value as any benefits they gain for the light aircraft industry will be shared by all. I say give ‘em what support you can, there is a new board, new blood and a refreshing attitude which, with your support just could become a force to be reckoned with.

Anyway – FWIW – AP says well done AOPA(A) on a neat turn around to a much better destination.

Toot - toot.

[Kharon]

AOPA and the punters choice.

There is a thread running on the UP, related to the ‘cost’ of doing business with CASA. Shan’t bother to put up a link – the thing is hardly worth the reading, however this statement caught my eye:-

“Can I ask what AOPA are doing? I was under the impression they represented pilots, have they no power?”

The short answers in reverse order:-

“I was under the impression they represented pilots, have they no power?”

AOPA can, will and do represent their member owners and pilots, they have even been known to assist folk who are not members. The old AOPA became mired in politics and survival, it is a long story, without a happy ending, best kept for a rainy day. The ‘new’ AOPA is (IMO) an entirely different animal. ‘We’ have watched with interest the progress; think of it as a kid learning to fly – rough, uncoordinated, lacking finesse – as everyone is at first. This is to be expected, with first class assistance there is always ‘improvement’ but the litmus test is the change in attitude and approach to task; this is always the thing looked for. The changes over the last half year have been remarkable. Even through hard, cynical eyes the improvement is impressive all that is lacking now is membership. AOPA is truly ‘independent’ and have set about reducing both the cost and regulatory burden on their members. They cannot achieve this without the support of the members. Combined with AAAA and AMROBA they could, with support from the aviation community, become an effective voice for real reform – in real time. The minister’s minions know this; if you want to help – join up, get involved and be part of the solution. That boys and girls is real power.  

“Can I ask what AOPA are doing?”

Since the Tamworth stockade a frightened, do-nothing minister has hidden behind the CASA and departmental barricades. The shock tactics brought into sharp focus the anger, disgust and disappointment left in the wake of the brutal treatment the Rev. Forsyth received. Industry hopes for real reform were high after his report was tabled, almost everyone believed there would be significant improvements: there were not. That fool ‘whatsisname’ completed the heartbreak; anger levels were palpable – expressed at Tamworth. Through the efforts of the Senate and industry bodies, the minister has been forced to actually ‘do something’. His advice dusted off the tried and true ‘gab-fest’ with industry representation and gifting time to sooth the troubled waters. It is a proven strategy, the only wrinkle this time is that there will only be ‘select’ representation.

Ask not what AOPA are doing; ask why are they being prevented from participating; the more asking that question, the more likely it is the answer will be provided. The only axe AOPA has to grind is yours; they cannot do this if you don’t bring it along to the workshop. Join up, give it a twelvemonth – not much to loose; much to gain.

Toot toot.

[thorn bird]

A question for the bleating sheep K.

Are you a member of AOPA? if you are, do you make any effort to contribute your opinions or experiences to strengthen AOPA's advocacy on behalf of your industry?

Its stated there are 35,000 pilots in Australia, a debatable figure perhaps better described as "There are 35,000 licences issued in Australia". The question is how many of them are active?

AOPA has only 2000 or so members of that 35,000. 2000 voices in the cacophony of noise that assails the political class from all the other interest groups is hardly likely to be heard, especially when self serving bureaucrats actively work to suppress and undermine that voice.

2000 members also does not generate a great deal of financial resources with which to fight the good fight, as well as provide other services to their members. AOPA's weakness in the past could be attributed to the apathy of the owners and pilots in Australia who, it would seem prefer to sit on the fence and bleat, rather than mount the barricades and fight.

The bureaucrats who run CASA, know this very well, they are without doubt cunning and devious opponents, there is nothing they won't stoop to to protect their bailiwick and they have an army of lawyers and the contents of the public purse to support them.

Its a political game of thrones they play, its not a fair fight, without numbers, which brings finances, it requires involvement, without which there is very little AOPA can do except pray for one or two dragons maybe.

Yet they do have successes that largely go unsung.

I was not an AOPA member yet they went to bat for me and broke through a road block I was experiencing with CASA.

I know also of a young engineer who's career and livelihood about to be destroyed by CASA for a simple mistake, was spared because of AOPA's advocacy. He was also not an AOPA member. Bet he is now.

In the past couple of years AOPA has undergone some radical change. It is no longer prepared to tow the CASA line. Its board now has some serious expertise in its ranks and it is, despite the attempts of the bureaucrats to stifle its voice and exclude it from contributing to the debate, gaining some traction as it learns the art of politics.

Membership costs less than you'd spend on a Friday session at the pub, but of far greater importance, involvement of members, if there is to be any chance of success.

So we can sit on the fence and bleat, while CASA goes about its nefarious project of pricing us out of business or enjoyment of our hobby, or contribute. Google AOPA in the USA and see just what can be achieved.

[Peetwo]

AOPA and the punters choice.

There is a thread running on the UP, related to the ‘cost’ of doing business with CASA. Shan’t bother to put up a link – the thing is hardly worth the reading, however this statement caught my eye:-

“Can I ask what AOPA are doing? I was under the impression they represented pilots, have they no power?”

The short answers in reverse order:-

“I was under the impression they represented pilots, have they no power?”

AOPA can, will and do represent their member owners and pilots, they have even been known to assist folk who are not members. The old AOPA became mired in politics and survival, it is a long story, without a happy ending, best kept for a rainy day. The ‘new’ AOPA is (IMO) an entirely different animal. ‘We’ have watched with interest the progress; think of it as a kid learning to fly – rough, uncoordinated, lacking finesse – as everyone is at first. This is to be expected, with first class assistance there is always ‘improvement’ but the litmus test is the change in attitude and approach to task; this is always the thing looked for. The changes over the last half year have been remarkable. Even through hard, cynical eyes the improvement is impressive all that is lacking now is membership. AOPA is truly ‘independent’ and have set about reducing both the cost and regulatory burden on their members. They cannot achieve this without the support of the members. Combined with AAAA and AMROBA they could, with support from the aviation community, become an effective voice for real reform – in real time. The minister’s minions know this; if you want to help – join up, get involved and be part of the solution. That boys and girls is real power.  

“Can I ask what AOPA are doing?”

Since the Tamworth stockade a frightened, do-nothing minister has hidden behind the CASA and departmental barricades. The shock tactics brought into sharp focus the anger, disgust and disappointment left in the wake of the brutal treatment the Rev. Forsyth received. Industry hopes for real reform were high after his report was tabled, almost everyone believed there would be significant improvements: there were not. That fool ‘whatsisname’ completed the heartbreak; anger levels were palpable – expressed at Tamworth. Through the efforts of the Senate and industry bodies, the minister has been forced to actually  ‘do something’. His advice dusted off the tried and true ‘gab-fest’ with industry representation and gifting time to sooth the troubled waters. It is a proven strategy, the only wrinkle this time is that there will only be ‘select’ representation.

Ask not what AOPA are doing; ask why are they being prevented from participating; the more asking that question, the more likely it is the answer will be provided. The only axe AOPA has to grind is yours; they cannot do this if you don’t bring it along to the workshop. Join up, give it a twelvemonth – not much to loose; much to gain.

Toot toot.

---

A question for the bleating sheep K.

Are you a member of AOPA? if you are, do you make any effort to contribute your opinions or experiences to strengthen AOPA's advocacy on behalf of your industry?

Its stated there are 35,000 pilots in Australia, a debatable figure perhaps better described as "There are 35,000 licences issued in Australia". The question is how many of them are active?

AOPA has only 2000 or so members of that 35,000. 2000 voices in the cacophony of noise that assails the political class from all the other interest groups is hardly likely to be heard, especially when self serving bureaucrats actively work to suppress and undermine that voice.

2000 members also does not generate a great deal of financial resources with which to fight the good fight, as well as provide other services to their members. AOPA's weakness in the past could be attributed to the apathy of the owners and pilots in Australia who, it would seem prefer to sit on the fence and bleat, rather than mount the barricades and fight.

The bureaucrats who run CASA, know this very well, they are without doubt cunning and devious opponents, there is nothing they won't stoop to to protect their bailiwick and they have an army of lawyers and the contents of the public purse to support them.

Its a political game of thrones they play, its not a fair fight, without numbers, which brings finances, it requires involvement, without which there is very little AOPA can do except pray for one or two dragons maybe.

Yet they do have successes that largely go unsung.

I was not an AOPA member yet they went to bat for me and broke through a road block I was experiencing with CASA.

I know also of a young engineer who's career and livelihood about to be destroyed by CASA for a simple mistake, was spared because of AOPA's advocacy. He was also not an AOPA member. Bet he is now.

In the past couple of years AOPA has undergone some radical change. It is no longer prepared to tow the CASA line. Its board now has some serious expertise in its ranks and it is, despite the attempts of the bureaucrats to stifle its voice and exclude it from contributing to the debate, gaining some traction as it learns the art of politics.

Membership costs less than you'd spend on a Friday session at the pub, but of far greater importance, involvement of members, if there is to be any chance of success.

So we can sit on the fence and bleat, while CASA goes about its nefarious project of pricing us out of business or enjoyment of our hobby, or contribute. Google AOPA in the USA and see just what can be achieved.

This seems like an appropriate place to regurgitate some commentary from frankus45,   Sandy & jenseninterloper440 to last week's LMH... :

frankus54 • 7 days ago
Re the representative body and CASA, a vigorous orginisation with a significant membership will be likely to get its nose out of joint if they are feeling their agenda and voice is not being promoted with sufficient vigor by the peak body. I'm impressed with AOPA's motivation and sense of action (as a member) but their method of constant (and by history justified) banging CASA over the head for the regulator's issues, and then not publicly acknowledging CASA when there is positive progress, is only not only poor diplomacy but penalizes them for constructive collaboration (should it happen). CASA won't take the GA industry seriously united peak body can speak on its behalf.



Sandy Reith frankus54 • 6 days ago
Frankus54, with respect and as an AOPA member since the 60s, and as GA owner operator airport aircraft CFI and Chief Pilot including my own RPT ops, I've watched with dismay the unnecessary destruction of what should be a vibrant and productive industry.
The blame for this can be sheeted home to successive governments who have abrogated their responsibilities by creating a regulator independent of government.
You feel that its up to the GA industry to correct this appalling situation by being all at one voice to government. I must say that this is not correct. We pay our MPs to govern for everyone. It is their responsibility, not ours. As for CASA and expecting this dysfunctional body to undermine its enormous feather bed this is a completely forlorn hope.
Its a concern of marginal consequence that the laughingly named ASAP (as soon as possible!) does not have a proper representation of the various segments of GA. It is of course just a studied insult to AOPA and AMROBA and should be called out for that.
ASAP will not accomplish anything except some excuse for Minister Chester and government generally to do nothing 'while discussions place'.
The unforgiving truth is that CASA is simply a dragging anchor while the ship of GA is being hammered on the rocks and CASA will never reform itself.
Only political action will accomplish this therefore CASA has no role in reform whatsoever and to expect different is to fly in the face of history, some 30 years of a slowly unfolding industry disaster with the loss of thousands of jobs and businesses.

• • 
    jenseninterloper440@glail.com Sandy Reith • 5 days ago
    No argument there. I have had my own experiences with Casa that could only be described as maddening. In the day job I deal with government through a peak body and the more you learn about how it works, the less confidence you have. The buck stops at the Minister and at that level, we have has a succession of 3rd rate leadership for some time (not just GA). The proof is in the stats. My point was that with new top management at Casa, a collaborative approach from a cohesive GA peak body would be a "reset button" to a more constructive relationship. This includes publically recognising progress as well as naming and shaming. As soon as we have multiple interest groups taking on individual issues, our power to force change is deminished. This assumes that the peak body has its collective act together. The weaknesses emerge in a peak body when ego and self interest take over. (As we see in the government every day). All the same, I happily entertain and support all options that will improve the situation. Including vigorous action and banging the table rather than just sitting there and copping it (The revolution will not be televised)
    

MTF...P2

[Peetwo]

BITRE figures prove Dick Smith & AOPA dire predictions -

Via the Oz:

Dick Smith: general aviation sector faces ruin

Dick Smith holds a wake for general aviation at Bankstown airport in Sydney. Picture: John Feder.

• The Australian
  
• 2:52PM July 18, 2017
  
• [size=undefined]12[/size]
  
• [size=undefined]ANNABEL HEPWORTH
  
  Aviation Editor
  Sydney
  @HepworthAnnabel
  [img=0x0]https://i1.wp.com/pixel.tcog.cp1.news.com.au/track/component/author/d4b891a093ad6ddc703117011dc4fd61/?esi=true&t_product=the-australian&t_template=s3/austemp-article_common/vertical/author/widget&td_bio=false[/img][/size]
  

The number of general aviation aircraft that are flying has fallen further, sparking warnings by businessman and aviation veteran Dick Smith that the sector faces “destruction”.

Mr Smith issued the warning about the challenges facing the general aviation sector as recent figures from the Bureau of Infrastructure, Transport and Regional Economics show that the number of active aviation aircraft doing GA work was 8976 in 2015.

This is a fall on the year prior, when there were 10,034 active aircraft in GA operations. In 2013, there were 10,173 aircraft, although this was up on the 9448 ­recorded in 2012. Mr Smith lamented that “less and less” people were flying.
“It’s absolutely criminal what’s happening to general aviation. It’s the basis for airline pilot training,” Mr Smith told The Australian.

“It’s very serious ... it’s basically the destruction of an industry.”

As evidence of the decline in the sector, Mr Smith pointed to the serious difficulties he had in attempting to getting his beloved Cessna Citation serviced.

Mr Smith sold the Citation last year, saying at the time that it was “simply too expensive to keep it running in Australia with the regulations we are forced to comply with”.

The warning comes after it emerged last month that a landmark review into the costs and red tape impacting the sector has been delayed. While the report, also being conducted by BITRE, was expected to be finished by June 30, it will now be finalised in “coming months”, the office of Infrastructure and Transport Minister Darren Chester indicated recently.

Aircraft Owners and Pilots Association of Australia executive director Benjamin Morgan said the BITRE data highlighted a decline in some of the biggest areas of aviation activity.

The Australian has confirmed that AOPA has written to Mr Chester and Civil Aviation Safety Authority boss Shane Carmody drawing attention to the figures.

[img=558x366]http://cdn.thinglink.me/api/image/949558177534312449/1024/10/scaletowidth#tl-949558177534312449;1043138249'[/img]
In a letter last week, Mr Morgan also attached 57 pages of comments from participants in a petition on saving Australia’s general aviation industry.

The BITRE data showed that by hours flown, training was down by 5.6 per cent in 2015 over 2014, and had fallen by 14.5 per cent in 2014 over 2013. Survey and photography work was also well down.

“This isn’t surprising considering that our pilot number graphs and avgas sales numbers all show a 35 per cent decline over the past 10 years,” Mr Morgan said.

He said AOPA’s economic modelling conservatively suggested the decline in the sector over the past five years “translates to a half-billion-dollar loss to the broader Australian economy”.

“AOPA Australia firmly believes the declines have continued through 2016 and are forecast to accelerate through 2017, unless genuine reforms are initiated,” Mr Morgan said. It was alarming that the report showed that one in five aircraft were now unused, because this meant a share of the fleet was “no longer providing an economic contribution to the industry”.

The report showed there were 1367 aircraft zero flying hours where the owners blamed repair, maintenance or restoration work.

The data also showed hours flown for non-scheduled commercial air transport — charter flights — was down 10.9 per cent in 2015 from 2014, and had fallen 17.9 per cent in 2014 over 2013.

MTF...P2

[Cap'n Wannabe]

Just saw this on my FB feed..

AOPA USA president Mark Baker. (AOPA)

AOPA USA weighs into Australian Medical Debate
16 August 2017

Owners and Pilots Association in the USA has added support to the AOPA Australia campaign to reform the Class 2 medical system in Australia.

AOPA USA president Mark Baker co-signed a letter with AOPA Australia president Marc De Stoop addressed to CASA and Minister for Infrastructure and Transport Darren Chester, outlining the positive impacts the BasicMed system in the USA has had on general aviation.

"Third class medical [equivalent of Australia's Class 2] reform in the United States was signed into law on July 15, 2016 by President Obama, after being passed by the House and Senate a few days earlier," the letter sets out. "On January 10, 2017, the FAA published the BasicMed final rule, based on the legislation, and set May 1, 2017 as the effective date for the new regulations.

"We believe a similar initiative to reform the medical regulations and standards for general aviation pilots in Australia will improve safety and be a catalyst for growth in the community. AOPA and AOPA Australia jointly call on CASA to undertake this initiative.

"In the first three months since BasicMed has been implemented, more than 15,000 pilots in the United States have become eligible to fly under these new medical standards, and we expect that number to grow substantially. Hundreds of thousands of pilots in the US will benefit from BasicMed, reducing the ineffective and burdensome government bureaucracy, and saving both pilots and the government millions of dollars.

"We believe reforming medical certification regulations and applying risk-based standards would benefit pilots in Australia and save time, resources, and money that could be reinvested in ways that do much more to enhance safety including increased proficiency flying and installing advanced safety equipment in aircraft."

AOPA USA has developed guidance material for pilots operating under the new BasicMed system, including an on-line education course. The association believes that this, coupled with an honest relationship with a GP, will enhance rather than degrade aviation safety.

"We believe that making flying more affordable through medical reform can be a catalyst that will get many pilots back to flying, and once implemented, will boost participation in general aviation and help the industry recover from the current downward spiral that it is in," the letter concludes.

Recent feedback to a CASA discussion paper on aviation medical reform showed the industry was overwhelmingly in favour of a self-certification system in Australia similar to the USA's BasicMed.

Read more at http://www.australianflying.com.au/lates...6AqhTaU.99

Top catch Cap'n Wannabe -

[Peetwo]

Courtesy AOPA :

Medical reform: The lifeline for pilots Down Under

AOPA and AOPA Australia urge CASA to undertake medical reform AOPA and AOPA Australia urge CASA to undertake medical reform

August 16, 2017 By AOPA Communications staff

In a joint letter to Shane Carmody, CEO of the Civil Aviation Safety Authority (CASA) in Australia, AOPA and AOPA Australia requested that CASA undertake reforms similar to BasicMed to revitalize general aviation in that nation.



A Garmin G1000-equipped Cessna 182 Skylane flies near Frederick, Maryland. Photo by Mike Fizer.

With a steady decline in active aircraft and dwindling pilot numbers, the future of GA in Australia remains bleak, and policies such as BasicMed could be just what the doctor ordered to keep GA alive and prosperous in the Outback. AOPA and AOPA Australia believe that new medical standards for GA pilots in the country will contribute to improved safety and be a catalyst for growth in the aviation sector—just as it is in the United States.

The success of BasicMed in the United States provides an excellent example for Australia to follow for GA pilots in the country. Just 100 days into BasicMed, more than 15,000 pilots are operating under the new medical alternative. In the next few years, BasicMed is expected to reach hundreds of thousands of pilots.

According to AOPA Australia, the country could use a boost in the GA sector. AOPA warned that GA pilot numbers have fallen by 34 percent in the past decade, while the number of GA aircraft not flying has increased by more than 50 percent, meaning that more than 3,000 aircraft are parked.

In the letter to CASA, AOPA and AOPA Australia wrote about their concerns of overregulation, which is a big inhibitor to GA. “We believe reforming medical certification regulations and applying risk-based standards would benefit pilots in Australia and save time, resources, and money that could be reinvested in ways that do much more to enhance safety including increased proficiency flying and installing advanced safety equipment in aircraft.”

AOPA Australia CEO Benjamin Morgan echoed statements made in the letter regarding the red tape hurting the industry, especially for flight schools and small businesses. Morgan said that bureaucratic burden is a contributing factor to the decline of GA in Australia as operators are forced to spend more time on paperwork than they do in the cockpit. Reducing the rules and regulations would likely contribute to an increase in flying and boost the industry from the downward spiral it’s currently in.

AOPA and AOPA Australia believe that making flying more affordable through medical reform and reducing the regulatory burden would encourage thousands of people to start flying, get back to flying, and keep flying.

MTF...P2

[Peetwo]

Courtesy AOPA :

Medical reform: The lifeline for pilots Down Under

AOPA and AOPA Australia urge CASA to undertake medical reform AOPA and AOPA Australia urge CASA to undertake medical reform

August 16, 2017 By AOPA Communications staff

In a joint letter to Shane Carmody, CEO of the Civil Aviation Safety Authority (CASA) in Australia, AOPA and AOPA Australia requested that CASA undertake reforms similar to BasicMed to revitalize general aviation in that nation.



A Garmin G1000-equipped Cessna 182 Skylane flies near Frederick, Maryland. Photo by Mike Fizer.

With a steady decline in active aircraft and dwindling pilot numbers, the future of GA in Australia remains bleak, and policies such as BasicMed could be just what the doctor ordered to keep GA alive and prosperous in the Outback. AOPA and AOPA Australia believe that new medical standards for GA pilots in the country will contribute to improved safety and be a catalyst for growth in the aviation sector—just as it is in the United States.

The success of BasicMed in the United States provides an excellent example for Australia to follow for GA pilots in the country. Just 100 days into BasicMed, more than 15,000 pilots are operating under the new medical alternative. In the next few years, BasicMed is expected to reach hundreds of thousands of pilots.

According to AOPA Australia, the country could use a boost in the GA sector. AOPA warned that GA pilot numbers have fallen by 34 percent in the past decade, while the number of GA aircraft not flying has increased by more than 50 percent, meaning that more than 3,000 aircraft are parked.

In the letter to CASA, AOPA and AOPA Australia wrote about their concerns of overregulation, which is a big inhibitor to GA. “We believe reforming medical certification regulations and applying risk-based standards would benefit pilots in Australia and save time, resources, and money that could be reinvested in ways that do much more to enhance safety including increased proficiency flying and installing advanced safety equipment in aircraft.”

AOPA Australia CEO Benjamin Morgan echoed statements made in the letter regarding the red tape hurting the industry, especially for flight schools and small businesses. Morgan said that bureaucratic burden is a contributing factor to the decline of GA in Australia as operators are forced to spend more time on paperwork than they do in the cockpit. Reducing the rules and regulations would likely contribute to an increase in flying and boost the industry from the downward spiral it’s currently in.

AOPA and AOPA Australia believe that making flying more affordable through medical reform and reducing the regulatory burden would encourage thousands of people to start flying, get back to flying, and keep flying.

& from AOPA EPILOT... :

AOPA USA URGE CASA FOR MEDICAL REFORM

Our good friends at AOPA (USA) this past week, stood in partnership with AOPA Australia calling on the Civil Aviation Safety Authority to effect private pilot medical reform.  In a joint letter signed by AOPA (USA) CEO & President, Mark Baker, and AOPA Australia President, Marc De Stoop, they highlighted that the success of BasicMed in the United States provides a excellent example for Australia to follow.



According to AOPA (USA) In the first 100 days since the US BasicMed reforms were introduced, some 15,000+ pilots have taken to the skies under their reformed pilot medical standards.  In the next few years the numbers are expected to reach hundreds of thousands of pilots.

[/url]

AOPA (USA) and AOPA Australia believe that making flying more affordable through medical reform and reducing regulatory burden would encourage thousands of people to start flying, get back to flying and keep flying.

[url=https://aopa.com.au/wp-content/uploads/2017/08/AOPAUSAletter.pdf]Click here to view the joint letter
Click to view AOPA (USA) video showcasing the joint letter

On the subject of AOPA (USA) I note the following excellent (kudos/recognition) article from JDA journal... :

Some very useful safety statistics about GA


Posted By: Sandy Murdock August 28, 2017

General Aviation Safety Statistics

AOPA’s GA Accident Scorecard & Nall Report

Low Accident Rate Maintained as GA Activity Grows

Air Safety Institute Releases 26th 'Nall Report,' Partners with Type Club
AOPA annually issues a comprehensive report of the safety record of General Aviation. This analysis benefits from its collection of data for 18 years. In this age which has relied heavily on numbers to focus actions to reduce risks associated with flying, this is an incredibly valuable resource. In contrast to two Senators who have fixated on small numbers, these macro trends provide useful insights into what GA should prioritize to improve its record.


A detailed scorecard of every safety indicia is a very useful tool from which every participant in GA should learn. Here is the index to the information provided:
General Aviation Accidents Summary……………………………………………     1
General Aviation Accidents, 2007-2016…………………………………………     2
General Aviation Accident Rates, 2007-2015………………………………….    4
Summary of General Aviation Accidents by Year ……………………………    6
2015 Accident Conditions: Non-Commercial Fixed-Wing………………..    7
2016 Accident Conditions: Non-Commercial Fixed-Wing………………..    9
2015 Accident Conditions: Non-Commercial Helicopter………………….   11
2016 Accident Conditions: Non-Commercial Helicopter………………….   13
2015 Accident Conditions: Commercial Fixed-Wing ……………………….   15
2016 Accident Conditions: Commercial Fixed-Wing ……………………….   17
2015 Accident Conditions: Commercial Helicopter …………………………   19
2016 Accident Conditions: Commercial Helicopter …………………………   22

Here are some of the major points of the 26th Joseph T. Nall Report:

• The measure of GA accidents against the number of hours flown remained at its record low for a second consecutive year in 2014, a year that saw overall GA flight activity pick up slightly after a long decline.
  

• The 952 noncommercial fixed-wing aircraft accidents in 2014 amounted to a reduction of nine accidents from 2013, and resulted in an essentially unchanged accident rate of 5.78 per 100,000 hours.
  

• Increased activity in the commercial fixed-wing and noncommercial helicopter segments more than offset decreased activity in the commercial helicopter and noncommercial fixed-wing segments to produce an aggregate 1.7-percent increase in flight hours, from 22.7 million hours in 2013 to 23.1 million hours in 2014, according to the report.
  

• The year’s 229 fatal accidents caused 354 individual fatalities, a three-percent decline from 2013. The incidence of fatal accidents, however, increased by 11 percent, the report said.
  

• Fatalities in accidents on noncommercial fixed-wing flights rose by 15, or five percent. The 11 fatalities on fixed-wing commercial flights marked a decline of 39 percent, year to year.
  

• Noncommercial fixed-wing flights made up 75 percent of estimated GA activity in 2014, up two percent from 2013; however, those flights accounted for 82 percent of all accidents, up from 81 percent in 2013. They also were responsible for 86 percent of fatal accidents, also up from 81 percent the previous year.
  

• Overall, the results indicate that the significant improvements and historically low accident rates registered in 2013 “proved not to be a one-time statistical anomaly,” wrote AOPA Air Safety Institute Executive Director Richard McSpadden in his Publisher’s View in the Nall Report. “Across the general aviation community, we can take pride that our collaborative efforts appear to be having a positive, sustained impact.”
  

• Accident causes tend not to vary significantly from year to year, a trend the new report confirmed, noting that pilot-related mishaps continue to account for about 75 percent of all accidents—20 percent of which were fatal.
  

• McSpadden also acknowledged “that there is more work to do and further improvements are well within our capability. Troubling and stubborn accident categories remain. The wide discrepancy between pilot-related and other types of accident causes and the notable differences in accident rates between commercial and personal flying illustrate that further improvements in general aviation safety are needed and achievable.”
  

• “The overwhelming majority of these accidents are avoidable, so if we can convince more pilots to access safety information, we can drive the accident rate even lower, and save lives,” he said. “That is why numerous industry leaders and type club presidents are joining the Air Safety Institute in a push to reach more private pilots with safety information in a program we call ‘Find one, bring one,’ which encourages pilots to find a pilot not accessing safety information and bring them to safety.”
  

• In 2016, there was a three-percent increase in accidents, but fatal accidents declined from 20 percent of the total to 16 percent. For the fourth straight year, 2016 had fewer than 1,000 noncommercial fixed-wing accidents, of which fewer than 200 were fatal, “levels not previously seen in the post-World War II era. There were 156 in 2016, 6 percent below the previous record low of 167 recorded three years earlier,” it said.
  

 

Fancy that AOPA doing the research and compiling the stats... - who needs the supposedly independent BITRE...


MTF...P2  

[Kharon]

Brilliant.

It’s great to watch AOPA (Oz) developing and maturing as the new board hits its stride and management get a real sense of direction. Healing the breach and reaching out to the USA chapter has needed to be done for such a long while now, it is a righteous and ‘proper’ thing to do. AOPA need to be congratulated.

It is about time we all weighed in behind AOPA, forgot about any past quarrels and help make AOPA reach its full potential as a voice for the private and light aircraft commercial services. Darren 6D may believe he can ignore the dissenting voices and feel he can dictate who he will listen to, but outfits like AMROBA and AOPA are going to be hard to dismiss if they continue to present a rational, factual, supported case.

Well done AOPA; choc frogs all around.

Toot – toot.

[Kharon]

Couple of great ‘tweets’ on Twitter today. Cheers me up no end when I see things like the AAAA working with agriculture to improve and learn, no fuss, no fan-fare, just two sides of an essential industry getting on with the job. Then a big smile as Ben Morgan of the AOPA and SAAA Richard Tomlinson go for fly in a beautifully made RV around the Sydney basin. What a great way to forge strong links between organisations with similar interests; no fuss, no politics, just doing what they initially set out to enjoy; a mutual interest in flight.

Well done all; the choc frog tin has been topped up so we can spread a few around to those who ‘dun strong’.

Toot – big smile – toot.

[Peetwo]

Courtesy Oz Flying & the Yaffa today -

AOPA's new bus will seat 30 people and will have flight simulator stations installed in the rear. (AOPA Australia)

The Aircraft Owners and Pilots Association of Australia (AOPA Australia) has launched a Tour Coach and Mobile Simulator Centre to give them a larger presence at air shows and fly-ins around Australia.

The front section of the coach will be configured as a 30-seat transporter, with the back half dedicated to a digital flight studio containing X-Plane flight simulators.The studio will also double as an aviation education and multi media centre.

According to AOPA Australia CEO Ben Morgan, the new coach is part of a plan to bring the thrill of flight to young aspiring aviators.

"I think all aircraft owners and pilots would agree that more needs to be done to encourage youth involvement in general aviation, if we are to see our industry revitalised," he told Australian Flying.

"Everywhere I have traveled in the past year, members and industry supporters have all called on AOPA Australia to take a lead role in meeting the above challenge, to which our board agrees.

"The addition of the coach will also enable the association to reach out into the broader aviation community, traveling to locations that we would otherwise be unable to get to."

The luggage space underneath will be used to carry AOPA's exhibition equipment, including merchandise, tables, chairs, pop-up marquees, cafe modules, BBQ, catering equipment and food/beverage stores.This will enable exhibition staff and all the stand fittings and furniture to be transported together more easily.

AOPA's tour bus is a result of a $30,000 donation and challenge last year from aviation identity Dick Smith to develop a powerful initiative to encourage young people to get involved in aviation.

"Our response to this challenge has been the development of our Mobile Simulator Centre and Junior Pilots Cessna 152s," Morgan explained.

"Both assets will work in partnership with aero clubs, flying schools and aviation businesses to create signature AOPA Australia events that gift youth their first flight experience, whilst encouraging them start their flying training."

Morgan is very aware of the enormity of the challenge they are taking on, and won't be backward when it comes to asking the aviation community to pitch in and help.

"Whilst the initiative at this stage has been an AOPA Australia effort, we will be calling on industry businesses and supporters to get behind the program through various sponsorship opportunities," he said.

"Already we have been fortunate to receive support from the Sport Aircraft Association of Australia, who have come on-board to help promote and drive the initiative. We're also in talks with a number of aircraft manufacturers and industry businesses.

"Of course, I would encourage industry supporters who would like to help our association to reach out and make contact with us. Our view is that we are stronger working together."

AOPA Australia's Tour Coach and Mobile Simulation Centre is slated to appear at the SAAA hangar at Airventure Australia at Narromine 19-21 October 2017.

Read more at http://www.australianflying.com.au/lates...b6Yh1G5.99

MTF...P2

[Peetwo]

Via Ben Morgan, AOPA Australia - "Minister you must listen"...

MTF...P2

[Peetwo]

Mildura airport ding dong -

AOPA Oz are today in Mildura offering proactive advocacy on behalf of local operators, pilots and aircraft owners:

Great to meet aircraft owners, pilots and businesses at Mildura Aero Club today, working together for a stronger general aviation industry

---

AOPA AUSTRALIA STANDING WITH AIRCRAFT OWNERS, PILOTS AND BUSINESSES AT MILDURA AIRPORT!

Many thanks to the team from Sunraysia Daily who took time to meet with concerned aircraft owners, pilots and businesses who are standing strongly opposed to the proposed Mildura Airport Master plan.

Airport businesses and users have been locked out of the planning consultation processes, unable to contribute towards the future design and direction of Mildura Airport.

Mildura Airport Pty Ltd, the operator of the airport, has asserted to council that it has undertaken consultation, however, local aircraft owners, pilots and businesses entirely refute the claim and are concerned that the airport management is using bullying and intimidation tactics to drive a development agenda that will disadvantage general aviation at the airport.

The AOPA Australia and local general aviation community members today will be working to seek Councillors support to defer the approval of the master plan, requiring the establishment of a formal airport community consultative framework to ensure that local users have a direct input into their futures.

The Mildura Rural City Council will meet at 5pm, where the Airport Master plan will be put before Councillors for acceptance. AOPA Australia and the concerned local general aviation community will be in attendance to oppose the plan.
[/size]

Also yesterday the following, via Oz Flying :

Mildura Airport in North-West Victoria. (Phil Vabre)

Mildura NOTAM to cancel Operational Restrictions
25 October 2017

A NOTAM has been issued effective immediately canceling operational restrictions imposed by the operator of Mildura Airport.

The airport's operator had modified their entry in the En Route Supplement Australia (ERSA) to ban glider flights above the airport and ballooning and aerobatics within 5 nm. The restrictions are not backed by regulation.

Local operator Ramair Flying Services received a letter from Mildura Airport Chief Executive Bill Burke asking them to cease aerobatics in accordance with the restrictions in ERSA, threatening to take "further action" if Ramair didn't confirm they would stop the practice.

However, the airport operator had not gone through the Request for Change (RFC) process to modify the airspace procedures, and consequently the NOTAM has been issued to remove the entries from ERSA.

"The operators of a certified or registered aerodrome have regulatory requirements for what they can publish in AIP-ERSA set out in CASR Part 139 and its MOS [Manual of Standards]," a CASA spokesperson told Australian Flying.

"These relate to aerodrome facilities and operations or procedures on the ground at the aerodrome. Chapter 5 of MOS Part 139 details aerodrome information for the AIP for certified aerodromes. Para 5.1.2.9 does include a provision for aerodrome operators to publish special procedures ‘where the flying procedure is generated by the aerodrome’. Banning balloons, gliders or aerobatics in the vicinity of an aerodrome is not a flying procedure."

Australian Flying believes the operator of Mildura Airport has been advised that they must go through the RFC process, but that the change is unlikely to be accepted.
The incident did bring into focus the legal standing of ERSA and whether or not compliance is mandatory.

"Where there is a regulatory requirement behind the procedures or instructions then CASA considers it mandatory," the spokesperson said. "However, for any information published in ERSA, CASA expects pilots and aircraft operators to comply with the information published."

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

MTF...P2  

[P7_TOM]

Rules here:-

Chapter 5 of MOS Part 139 details aerodrome information for the AIP for certified aerodromes. Para 5.1.2.9 does include a provision for aerodrome operators to publish special procedures ‘where the flying procedure is generated by the aerodrome’. Banning balloons, gliders or aerobatics in the vicinity of an aerodrome is not a flying procedure."

The (good) question – here:-

The incident did bring into focus the legal standing of ERSA and whether or not compliance is mandatory?

The answer - here - sorta:-

"Where there is a regulatory requirement behind the procedures or instructions then CASA considers it mandatory," the spokesperson said. "However, for any information published in ERSA, CASA expects pilots and aircraft operators to comply with the information published."

Seems to me there is a perfect case to tell the developers and Mildura council to bugger off.

[Peetwo]

AOPA win for CASA common-sense approach to Class 2 pilot medicals -

Via Ben Morgan on Facebook today:

[/url]


Aircraft Owners and Pilots Association Australia
18 mins · [url=https://www.facebook.com/AOPAaustralia/posts/1150557555075168#]
WE DID IT - STRONGER TOGETHER!
AOPA AUSTRALIA COMMENDS CASA ON BASIC CLASS 2 REFORM
The Aircraft Owners and Pilots Association of Australia extends our sincere thanks and appreciation to Mr Shane Carmody, Director of Aviation Safety, CASA regarding the Basic Class 2 reform announcement today.

The new Basic Class 2 reform is a major win for Australia’s general aviation community and for the AOPA Australia membership!

The new Basic Class 2 medical will enable thousands to return to flying and will bring an end to decades of contention between CASA AVMED and the pilot community. This reform will serve to help enable general aviation revitalisation and signals that our national aviation safety regulator is listening and responding.

The AOPA Australia views CASA’s decision to base the Basic Class 2 medical on the Austroads commercial vehicle driver standards to be fair and balanced and commend CASA on enabling the use of general practitioners, which will enable pilots to access medical assessments at thousands of locations across Australia.

Today’s announcement is also a major win for Australian flight instructors and aerial agriculture pilots, who will now be permitted to operate with an unrestricted Class 2 medical, further reducing the cost and regulatory impost on these vital sectors.

Whilst the announcement comes as relief for a large portion of the pilot population we at the AOPA Australia look forward to further working with the CASA in the areas of Private IFR and NVFR operations for their inclusion into the future.

I would also like to acknowledge the hard work and dedication our board and DAME Directors, Mr Tony Van Der Spek and Rob Liddell, who have been advocating for medical reform over this past 10 years.

The AOPA Australia extends our sincere thanks and appreciation to Mr Shane Carmody and his team and we stand ready to assist CASA with pilot education and awareness regarding the new Basic Class 2 system.

Best regards,

BENJAMIN MORGAN
Executive Director - AOPA Australia
Email: ben.morgan@aopa.com.au

 
MTF...P2

[Cap'n Wannabe]

Hmmmm....I'm a little skeptical about this.  It sounds like they've re-badged the current driver's licence medical, calling it a Basic Class 2, although it sounds like they're upping the standard a tad.  Allowing certain commercial ops with an unrestricted Class 2 is a good thing, I think.  Depends exactly what those ops are....for example, is multi-engine IFR freight charter going to be allowed?
Are they going to reduce the medical requirements for a CPL, MECIR, and CIR?
Will AVMED actually listen to specialist advice and act accordingly?
A small step in the right direction, but I guess the proof will be in the pudding..