[Peetwo]

KC Can'tberra update - 

Recent meetings with CASA are positive and confirm that CASA is redirecting itself to enable the maintenance industry to operate with less red tape.
   
1. The shortage of LAMEs is internally being reviewed by CASA.  Great.

AMROBA and others have proposed that foreign AME licence holders, especially experienced LAMEs, be recognised for the issue of an Australian AME licence. CASR Part 66.035 and on provides for this to happen.

These experienced foreign LAMEs don’t need an AA type examination as long as they work for a CAR30/Part145 AMO for the first year. AMO induction training provides how the company certify and how schedules/system regulatory requirements are met by the AMO.

This is now being discussed by CASA management. If they cut the red tape then our members will benefit.

If a fast track policy can be promulgated then short term we may be able to import some LAMEs to keep businesses operating.

•     At last a fast track policy may be eminent.
  

2. Long term fixes to the Part 66 licence

CASA is close to producing a DP on Part 66 licence categories and ratings.

This is way overdue.

EASA has reviewed their Part 66 more than once when they found out Part 66 did not work well in the non-airline sectors.

We have had the same issue since CASA introduced this EASA system but no changes.

AMROBA has reviewed this and have come to the following conclusion.

•     Part 66 will never be replaced by the past CAR31 – we must move on.
  
• Adoption of the EASR Part 66 current regulation would introduce:       
  

         - Group Ratings to the B1.2
         - Introduce a B2 Light
         - Has “system” ratings.

• Introduces a B3 (piston engined airplanes under 200Kg)
  
• Also includes recreational licencing which might be a conflict with where CASA is going with Part 43.
  

All of these changes are beneficial to the non-airline maintenance sectors

CASA is open to discussion on the group ratings under the B1.2 rating.

The ratings may need some modification based on where the experience can be attained in Australia; like CAR31 did to identify its group ratings.

We believe some tinkering with the EASR group ratings can make the groups more applicable to Australia.

Since EASA introduced Part 66, Part 23 aircraft standards have increased weight and seating to absorb the commuter category plus piston or turbine powered. Strange we base the licence ratings on a definition of 5700Kg small aeroplanes.

The future will eventually be based on the certification standards. Certifying as airworthy compels a LAME to know the certification basis.

The most important part we need to adopt from EASRs and insert into the Part 147 MOS is Appendix A to EASR Part 147.

This details the course hours applicable to each licence category/sub-category.

If inserted in CASR Part 147 MOS ASAP it will assist greatly in overcoming government and union pressure to obtain the correct funding for trade/licence training.

AMROBA has planned talks with the government Ministers in the next couple of weeks to discuss trade/licencing training.

Maybe, just maybe, we are starting to advance in the right direction.

Please increase the pace.

Regards

MTF...P2 

[Kharon]

A master of the game.

Quite apart from being a first class human being (a bloody good bloke) you have to admire and respect Ken Cannane for the way he has set about solving the CASA created mess in the engineering/maintenance world. The real problems identified, the regulatory mish-mash unscrambled, solutions to all provided, gratis and free of both charge and agenda.

The tireless efforts on behalf of his industry while peerless and admirable, highlight several areas which are desperately in need of practical, experienced 'know-how' and understanding from within the regulator. Cannane has experience and qualification out the ying yang; competent and effective during his tenure with the 'administration' topped off with a wide experience of the real world. CASA do not appear to have any folk with this deep understanding of what makes the wheels go-around.

Take a long look, try to find this level of competency, experience and knowledge within the CASA ranks; start at the top table and work down to the lowly pushers of pens and keepers of paperclips. Then, if you manage to find any, see how much clout they have, how many rose tinted apple carts they have upset;or, count the wind-mills conquered;  and then, define the level of frustration. Although, that too may be too big a challenge, hand picked crew, carefully selected for their ability to 'go along - to get along' in an isolated, structured environment.

Industry needs folk like Cannane running the administration of aviation. Matters aeronautical demand a deep understanding of multiple disciplines, competent leadership invested in sound policy and application of sensible, practical rules. The yawning abyss between a man like Cannane and the basket weaving, lavender scented current top management is wide and deep, increasing at an exponential rate, every time CASA open their mouths to change feet, visible during Kumbaya breaks and knock off time.

Aye well, we'll always have Albo, his fuel levy, his white paper leading to green - sometime in the next millennium, leaving both industry and administration at sea, afloat in a rudderless boat; captained by the ships cook. Terrific; Bravo;; Ayup -  "Nuthin' but love."

[Sandy Reith]

“ Aye well, we'll always have Albo…”

And we have his independent ATSB.

When as Transport Minister, he kicked the ATSB out of his Department. In his reading speech he declared that it shouldn’t be subject to politics.

Right, so an arm of government shouldn’t have to comply with the expectations of the citizen’s representatives.

PM Albanese and his Ministers are all about maintaining the Westminster system, so they say.
It was Labor Minister Gareth Evans who got rid of aviation out of his Department, and managed to 3/4 ruin General Aviation by the creation of an independent regulator, CASA, ‘not subject to politics.’

On display is a breathtaking ignorance about the concept of Ministerial responsibility and the nature of democratic control of government through elected representatives. Won’t be long before this Labor government creates more such independent bodies to take away responsibility from Ministers with the inevitable bad outcomes at huge expense to the taxpayer.

[Peetwo]

AMROBA Newsletter - August 2022

Via AMROBA: https://amroba.org.au/wp-content/uploads...t-2022.pdf

GA Fragility

General Aviation as a whole is fragile and it needs to be supported. Flying is expensive, especially on one’s own money. In the competition with other priorities such as student loans, a first home, or a new family, flight training often falls to the bottom of the list. Buying your own aircraft, though often a more cost-effective way to train than renting, doesn’t even register on the scale for many. However, in a generation of Instagrammers and Youtubers, flying can, and does often, virtually sell itself.

Compound that with lack of available space in the local flight school, which in many cases weathered the hard times by seeking out lucrative foreign training contracts, and what should be the first step on a gradual upward career trajectory seems more impossible at every juncture.

It also means that pilots have a duty to future generations to introduce new people to airplanes and connect those potential pilots with the opportunities to realize their dreams. Whether volunteering at a youth aviation event, donating back to the scholarship program that helped them get started, or simply by taking a friend for an airplane ride. Otherwise, there will be no J-3 Cub, either for the students or the 747 captains.

The growth of aviation is dependent on the growth of pilot numbers.

MTF...P2 

[Peetwo]

AMROBA Newsletter - September 2022 

Via AMROBA: https://amroba.org.au/wp-content/uploads...r-2022.pdf



MTF...P2 

[Peetwo]

AMROBA Newsletter - October 2022

Via AMROBA: Volume 19 Issue 10 October 2022





MTF...P2 

[Peetwo]

AMROBA member correspondence & November Newsletter -  

Via the AP email chains:

To all members,

November Newsletter

As we get towards the end of another year with little done in the civil aviation engineering fields to increase global recognition, simplify processes and costs to address the shortage of LAMEs and pilots, it is time for government/CASA/industry to have a new vision to return aviation to the job creating industry it was before the creation of the CAA/CASA government agency control of regulatory reform. 

We all know that the Department controlled era of aviation had a job creating pioneer approach to helping aviation grow and create jobs.

The Department days concentrated on encouraging and supporting micro and small businesses. There were hundreds of them.

In addition, there was a real commitment to adopting and implementing the ICAO promulgated Annex Standards and Recommended Practices.

Maintenance personnel licences were more acceptable worldwide than today.

• We really need a new vision from the government/department/CASA that supports micro and small businesses.

o These existed in great numbers in the days when there was no shortage of maintenance personnel and pilots.
o Simplification and reduction of red tape and costs must happen.

• We need a proper NVET training system for the avionic and mechanical training streams that provides Basic, plus Complex VET training.

o That needs amending Part 66/147 to harmonise with Australia’s regulatory personnel training system.
o CASA must insist that the VET create “Aircraft Maintenance Engineer”  training pathways.
o The is a government department/agency to department/agency issue prior to consultation with our industry.

 DITRDA/CASA to DEWR/ASQA

• Our future development must be based on the current global categorisation of aircraft, not the Australian superseded system.

o Government Department/CASA should review how Transport Canada Aviation addresses ultralights, etc.
o AMROBA has supported the Canadian management control of the ultralight system.

 Australia and Canada worked together in the early days.
 Canada introduced a Part 21 “Certificate of Airworthiness – Owen maintained.”

• This Canadian system should be adopted in Australia.
• It has an excellent safety record.
• AMROBA proposed it to CASA in 2002

 Resurrecting micro/small businesses that were available in their hundreds pre-CAA/CASA must be a priority.``````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````````
• Directly-supervised maintenance organisations that only complied with regulation and standards.

o No need for approved manuals or additional quality staff.

We need a new government vision for our Civil Aviation Engineering Industry.

One that is cost-effective based on micro/small businesses through to large business that can compete in the domestic and, if needed, the global civil aviation market in their own right.

Until government departments to departments agree with the vision that will provide for job creation and present a whole of government commitment to a new vision, industry will have to continue with the silo approach of government variable policy/decisions/directions.

Regards
     

Plus: Ref - https://auntypru.com/wp-content/uploads/...r-2022.pdf



MTF...P2 

[Peetwo]

AMROBA roadmap to MRO regulatory reform -

Via AMROBA: Aviation Regulations & Red Tape Restrict

MTF...P2 

[Sandy Reith]

Excellent work from the tireless Ken Cannane and AMROBA, if only we had responsible government all of AMROBA’s policies would have been implemented years ago. Unfortunately the present Albanese government shows not one iota of interest in GA reform. Nevertheless we press on and hope that politicians of any stripe will take note and maybe some future government with a backbone will make change in the National interest.

[Peetwo]

KC's vacation project - 

Via the AP email chains:

To all members and Associates.

Latest Breaking News Article: Bring Back Small Businesses

Over the break, I have been researching why aviation did so well under Government Department management and why it has not been as successful under Government Department and Agency Management.  Remember, one Department has been split into a Department & Agencies with some blurred responsibilities.

What was surprising is sole Departmental management, whilst based in Melbourne in particular, developed aviation regulations to enable people to obtain employment in the aviation industry it had created. The basic approach was being compliant with ICAO standards and aligned closely with FAA concepts.

For instance, they realised that many operations were scaled down concepts from the FARs to work in Australia, especially in sizes of aircraft and operators/organisations.

But what was most interesting is that they nurtured small businesses, adopted the FAA concepts for non-FAA maintenance and flight training organisation by minimum red tape approvals based on “minimum aviation standards” that were produced, in those days, by the US Department of Transport.

Now spelt out in an FAA AC – referred to in latest BN.

Many of the DCA publications relating to personnel training/licencing was focused on gaining employment in the industry it had created.

e.g. 
“DCA Publication 35, DCA states DCA’s AME licence development approach: “This publication produced for the guidance of those employed, or those interested in employment, in the engineering work of the civil aviation industry, who wish to become informed on the matter of Aircraft Maintenance Engineer Licences.”

The document mirror imaged the ICAO AME training manuals.

Today, regulatory development is based on other countries without any change to enable employment in Australia.

There is absolutely no other reason for decline than aviation the regulatory system.

The massive GA industry that existed was actually regulatory removed, AMROBA contends it time to resurrect DCA aviation small aviation industry. 

Please read, it is interesting stats.

Regards

Via amroba.org.au :

Breaking News 
Bring Back Micro/Small Business Rules
2023 – Bring back Micro Businesses

---

MTF...P2 

[Peetwo]

KC to members: "Where are they?"

Via the AP emails:

To all members,

Welcome back to the new year.
During the break I have visited some regional areas on the eastern side of the nation.
When you drop into the local tourist information centre one thing stood out.
There was all but nothing identifying any aviation activities at the local airport.
A quick drive to the local airport confirmed the lack of aviation activities.
So regulatory change since moving HO to Canberra has created a shortage of pilots and maintenance personnel.
Worse still, it has sent regional civil aviation into the greatest decline in 103 years of civil aviation in Australia.

A reunion with some elderly ex-regulators raised two major point.
• The Melbourne government personnel regulatory supported aviation regional growth by creating possibilities for small stand-alone businesses. Very focused on changes to create jobs.
• The Canberra government personnel have been about adopting principles whether they create employment or not.
o The red tape today is way beyond adding to safety.
• Canberra government also stopped the devolvement of responsibilities to industry that Melbourne was delivering.

When stating the Canberra government, they meant the public service legislatively assigned to make the changes.

In our first Newsletter this year we focus on job creation changes required in future regulatory development.
2023 January Newsletter Open and read – Ctrl/Click.
There has to be an emphasis in this Newsletter on any proposed regulatory change must estimate how many jobs it will create.

1. What if regulatory change adopted the FAR SASO Flight Training in principle
a. If it was same as the system pre-CARs, this would create jobs and reduce pilot shortage.
b. Debatable, but a cost-effective viable system could easily be developed.
2. What if the directly-supervised maintenance organisations were resurrected.
a. Basically, operating to a Part 145 progressive super light to moderate Light Part 145
b. Debateable, but a cost-effective viable system could easily be developed.
Both changes would provide the regulatory structure to create jobs and remove the shortage of pilots and maintenance personnel.

2023 – the year of regulatory change to create aviation jobs.
This year should be about creating the regulatory system to enable jobs to be created.
A regulatory system that doesn’t create jobs demonstrates the directions given to government legislative drafters are not focused on job creation but making principles law without consideration of the consequences.

Regards

Plus: https://amroba.org.au/wp-content/uploads...y-2023.pdf

MTF...P2 

[Peetwo]

AMROBA early Newsletter - 

Via AP email chains:

      

The newsletter is a little early this month as I will be at the Airshow next week

Newsletter February 2023 now available.

It includes next generation of electric powered aircraft, Avalon Airshow, Environmental Issues, MRO Skills, Future Regulations.

Why is “Aerospace” doing so well and “Aviation” not so well?

What is the government, departments and agencies real vision for Australian civil aviation?

• Is it to support a civil aviation domestic manufacturing industry that is also globally recognised?
  
• Is it to support a civil aviation aircraft/component maintenance industry that is also globally recognised?
  
• Is it to support a private/commercial domestic civil aviation industry?
  
• Is it to ensure airports are dedicated to support civil aviation participants and services to/for all Australians?
  
• Is it to support the training of maintenance personnel & pilots to global standards?
  

Participants in civil aviation today are a direct result of civil aviation regulations and requirements coordinated by CASA and its predecessors, overseen by the department. Obviously without vision for growth.

The original change from department control to agency control introduced by the Civil Aviation Act & Regulations began civil aviation, non-airline, decline based on the regulatory system introduced in 1988. Where is our manufacturing, general aviation sectors now compared to pre CAAct & Regs?

Any other industry that can create jobs and provide alternative transport and global trade benefits would have some government, department and/or agency vision of growth and change to enable it to happen.

We are confident that government/CASA knows the issues facing civil aviation sectors but one has to wonder whether they have the ‘vision’ for a future prosperous, cost effective, safe civil aviation system.

To bring back a vibrant industry, regulations and requirements have to change to enable it to happen.

Has anyone in government, department or agencies have a vision of civil aviation in the future?

Are they in a position to influence changes to regulations and requirements to enable it to happen?

The cold hard fact is we are required to live our lives in accordance with the rules and all the rules.

e.g. Why isn’t there air taxi services across Australia like the local cab service within towns?
 
Do we have to wait for a White Paper or do the departments & agencies have the real vision for the future?
 
Regards

---

MTF...P2 

[Peetwo]

KC's latest 'Breaking News' - 

Via the AP email chains:

To all members,
 
Having attended the Geelong Airshow last week, the display of new technology and innovation that is now starting to have impact on civil aviation raised two major points that Australian civil aviation need to address ASAP. The attached article demonstrates that CASA failed to include course training standards from EASR Part 147 in CASR part 147.

This has prevented the funds that should have been available to reduce apprentices, AMEs and LAMEs training fees.
 
1. Civil aviation goes through changes as new technologies become available.

1. Non pressurised to pressurised aircraft, piston to turbine power, jumbo jets, advanced avionics, etc.
   
2. Starting yesterday, civil aviation is going through the biggest technology change in the last 50 years.
   

 
2. Government regulatory systems, personnel training standards, licencing are still a decade behind the current global industry;. how can we catch up?

1. AI controlled new technology aircraft are being built and completing NAA certification this year.
   
2. vTOL passenger carrying aircraft are being certified under Part 23 this year.
   
3. These advanced technology aircraft developments are in Australia.
   

 
3. Government regulatory systems are dated, in Aircraft Certification, 18 years behind the USA.

1. Current AME training and licencing has created a crisis in numbers.
   

                                                              i.     Hinders attracting new AMEs/LAMEs.
        b. The latest Breaking News attached identifies EASA “Standards” CASA did not adopt.
        c. If CASA had adopted, it would be much cheaper to train AMEs/LAMEs
 
The greatest worry to participants in aviation, especially GA, if current regulatory reform cannot keep pace with new technology being adopted by industry participants, what chance does the industry have in attracting new participants.  The training needs for future technologies need inclusion in promulgated Standards even if the regulations are not expected to be made in the future.
 
We need trained personnel ready before new technology is put into service.

Civil aviation is about to go through its most exciting period of change over the next decade or two. 
 
Regards

Plus: Ref - https://amroba.org.au/wp-content/uploads...-Funds.pdf





MTF...P2 

[Peetwo]

AMROBA latest newsletter: Volume-20-Issue-3-March-2023  

Via AP email chains:

> To all members,
 
With government once again concentrating of developing a White Paper, we look at why regulatory reform never finishes.

• Government departments and agencies cannot complete reform within one term of government or one term of the CEO of CASA.
  
• Change of direction of reform is no longer politically directed.
  
• Most FARs are a result of Bills passed by Congress.
  
• Canada has a Cabinet Direction process.
  
• Australia leaves it to CASA to determine the future without Parliamentary direction.
  

 
March 2023 Newsletter  
 
The only way government can make long term changes is by amending Sec. 98 of the civil aviation act.
 

1. We raise this by using an example. Why does S98 state the GG can make regulations to give effect to the provisions of the Convention relating to safety?
   • For the engineering fields to operate both domestically and globally, industry needs regulations that give effect to the Convention and its assign Annexes.
     
   • Get rid of the safety restriction – all aspects of the Annexes are there to ensure a sound safe and efficient regulatory system
     
2. The convention’s global aviation regulatory system – why aren’t we harmonised after 70 plus years membership of ICAO?
   
3. Understanding the Convention’s Annexes Maintenance Release
   • Time Australia harmonised with other major regulatory systems
     
   • Needs to be adopted prior to CASR Part 43 being adopted.
     
4. Understanding where responsibility lies for safety and liability of those responsible
   • Understanding the difference between “bad” and “good” systems.
     
   • To err is human.
     

 
AMROBA has made a submission to the White Paper and will continue to input until the Green Paper is circulated.
 
Lastly, we don’t understand why CASA will not promulgate EASR Part 147 Annex, attached, so federal funding can be made available for training.
4 CASA CEOs have all been lobbied to promulgate with no result.
 
Why does CASA not see how this relates to the  AME/LAME critical shortage?
Basically proper funding to trade and licence train
 
Regards

---

MTF...P2 

[Peetwo]

Breaking News: Another White Paper

Via AMROBA:



Another White Paper






MTF...P2 

[Peetwo]

AMROBA April Newsletter: Volume 20 Issue 4 April 2023

Ref: https://amroba.org.au/wp-content/uploads...l-2023.pdf











Addendum: 

ICAO Resolutions Still in Force

Resolution 29-3 Harmonisation

Resolution A33-11

For the interest of KC and the AMROBA clan, a Su_Spence AQON in reply to Senator Canavan...





MTF...P2 

[Peetwo]

AMROBA exposes CASA's ineptitude, ignorance and liability on current LAME shortage?? - UDB!   

Bit of a tale here so try to keep up...  

A couple of weeks ago, KC via the AP emails:

 To all Members.

Four Basic Steps

Civil aviation maintenance is not a domestic market it is an international market where the qualifications and skills within that global market are required to be standardised to enable businesses individuals access to these markets, including employment globally.

1. Because of Australia’s massive shortage of trades persons, we need access to the global civil aviation engineering workforce to enable Australian employers to fully staff their businesses.
• Tradespersons are just not available in Australia.
2. Introduce global standard “Aircraft Maintenance Engineer” TAFE courses harmonised with the international standards promulgated by ICAO.
• The NVET system does not have an “Aircraft Maintenance Engineer” qualification meeting global standards.
3. The intent of the Chicago Convention is to have single global standards for everything, including maintenance personnel.
• This does just apply to personnel it also applies to aircraft, products and all training
4. NVET introduce Aircraft Maintenance Engineer training courses that meet these international standards.
• ICAO provides training and full guidance on qualifying to their global training standards.
Benefits: Not only does it enable employment from other countries but also enables Australian aviation tradespersons to take employment in other countries, just like pilots.

It already applies to pilots who regularly seek employment off-shore, when will it apply to aircraft maintenance engineers and licenced aircraft maintenance engineers.

Australian LAMEs pre the formation of the CAA, under previous standards. had better global recognition in other countries than they do today.

Aim:        the training and qualifications in all aviation countries meet international standards and practices promulgated by ICAO.

Benefit:          transportable qualifications and skills within the international civil aviation engineering markets.

All of these ICAO points are applicable in Australia. ICAO is showing leadership in this initiative.
ICAO’s Net Generation of Aviation Professionals.

The shortage of aviation professionals can be attributed to some of these factors:

■■ retirements of the current generation of aviation professionals;
■■ aviation professions are not attractive enough to potential candidates;
■■ competition with other industry sectors for skilled employees;
■■ training capacity insufficient to meet demand;
■■ learning methodologies not responsive to new evolving learning style; accessibility to affordable training;
■■ lack of harmonization of competencies in some aviation disciplines; and
■■ little awareness by the “next generation” of types of aviation professions available.

ICAO introduced this initiative a decade back but no action by government to adopt the training to global standards.

The above four points must  be passed to the Education Department who are the appropriate government department to adopt this project.

Time to stop spinning wheels and do it properly like our Asian neighbours are doing..
    

And in response to Andrew Anderson Chair of the GAAN:

Andrew,

I know the GAAN is operationally focused but engineering has to be globally focused.

All our products need to meet the FAR system so we can obtain international recognition.

The same applies to maintenance personnel. We still do not have a dedicated NVET training for an “Aircraft Maintenance Engineer” Qualification or training packages for CASA AME licences.

We are stuck in Warp time with a Diploma of Aeroskills that supported the maintenance system pre CAA.

Ref: https://auntypru.com/wp-content/uploads/...023574.pdf

Along the same theme, I asked KC to respond to this article from Aviation Week's MRO digest: 

Aircraft Engineer Licensing Needs To Be Streamlined, MRO Experts Say




Adrian Schofield

Australia’s MRO industry faces major challenges due to a shortage of licensed aircraft engineers, and more needs to be done to improve the engineer certification process, according to a panel of experts.

KC in reply...

“..Australia’s MRO industry faces major challenges due to a shortage of licensed aircraft engineers, and more needs to be done to improve the engineer certification process, according to a panel of experts.

Adopt fully the EASA Part 147 training courses applicable to CASR Part 66  5 courses and 4 sub-courses.

“The [MRO] industry was bleeding during COVID—many people just left the industry,” Heston MRO CEO Asta Zirlyte said during the Aviation Week MRO Australasia conference in Brisbane on May 17. She noted that many engineer licenses “exist on paper, but people are gone and [the licenses] are not active.”

Adopt EASA renewal time period so the LAME database records available LAMEs

Zirlyte said she would like to see regulators facilitate some “fast, short-term solutions.” Longer-term solutions can still be discussed, but in the meantime the industry needs help now, she said.

AMROBA have supported fast tracking of foreign LAMEs – pass an Air law exam

One thing that should be done is expediting approvals for foreign licensed aircraft engineers to start working in Australia, Zirlyte said. There could be some restrictions placed on their licenses initially if required, but at least they could become active more quickly, she said.

CASA is supposedly developing this process.

Geoff Shearer, MD of New Zealand-based Kotare Aviation, said the MRO sector has seen 2-3 years of “people leaving the industry.” In terms of growing the engineering workforce, the focus should be on “breaking down the barriers to entry and speeding up the process,” he said.\

Provision of applicable training courses is the first step.

Shearer noted there are forecasts projecting robust fleet growth in the Australasia region in the medium term. However, he “wonders how many of these [new aircraft] will be on the ground because of the lack of engineers.”

Provision of applicable training courses is the first step.

There was an average of 297 aircraft engineer licenses issued per year in the 2006-2016 period, said Sheridan Austin, owner of Aviation Quality and Management Services. The average dropped to 135 per year in 2017-2021, and there were just 117 certified in 2022, Austin said.

Because current training only supports the airlines.

Austin said one of the reasons for declining numbers of aircraft engineers was a change in the way licensing was certified in Australia in 2011.

Actually happened in 2007

There has been a dramatic decline in the number of engineering apprentices being taken on by Australian MRO operators, Austin said. This is partly an effect of the certification changes.

It is more difficult for operators to hire apprentices while there are fewer licensed engineers to supervise them, Austin said. However, “it is critical to the survival of our industry” that more operators take on apprentices.

There is no appropriate national apprentice trade training courses to support licencing.

Austin authored a report for the Regional Aviation Association of Australia in October 2022 outlining several recommendations to improve the engineer licensing and training process...”

The basics in latest Newsletter is the real reason for a decline.

  KC: "..The basics in latest Newsletter is the real reason for a decline..."

Hmm...go to the 'Spring 2022 RAAA Newsletter' for RAAA's summary of Sheridan Austin's report done on behalf of the RAAA...  

The LAME shortage

The RAAA’s report, ‘The ‘Aircraft maintenance engineer shortage – crisis and opportunities’ has been getting a lot of coverage since its release in October, so you will probably have seen mention of it. A key issue for RAAA members, especially in rural and regional areas, the LAME shortage is critical. As member, Matthew Wheatley of Sigma Aerospace based in Tamworth, says, ‘There is a shortage of licensed aircraft maintenance engineers (LAME) in Australian aviation, a shortage now at crisis point. If we do not address this immediately, the continuing airworthiness of the Australian aircraft fleet will be significantly compromised, and more aviation maintenance organisations will be forced to close their hangar doors, threatening the future viability of the Australian aviation industry and the critical transport infrastructure it provides.’

However, what makes this report different, because the LAME shortage is not news—it’s something which has been raised for many years, in numerous reports—is the fact that that it offers federal and state decision makers some concrete, pragmatic and achievable ways to do something about it. And that’s largely because the author of the report is Sheridan Austin, an AME of many years’ standing, with 25 years of aviation experience, much of it in aviation engineering regulation, quality and safety standards, in rural and regional areas...

...Read the full report on the RAAA’s website.

The report has been widely distributed. RAAA chief executive, Steve Campbell and Sheridan Austin have been promoting these issues with aviation media; the Federal Minister, the Hon. Catherine King; CASA; and training organisations. Australian Aviation’s Adam Thorn interviewed Campbell and Austin in a podcast titled ‘How to fix our engineering talent shortage’ on 20 October, which is well worth a listen..."

  
Okay so back to KC's 'basics in latest Newsletter' ..for the real solutions for addressing the LAME shortage..   :

Ref: https://auntypru.com/wp-content/uploads/...023616.pdf









Hmm...pretty consistent message there KC! - 

MTF...P2 

[Peetwo]

AMROBA Breaking News - Connecting AQF Quals to CASA Licences – 2023



Via AMROBA: https://amroba.org.au/



KC's Recommendations:











MTF...P2 

[Peetwo]

AMROBA July Newsletter - 

Volume 20 Issue 7 July 2023









MTF...P2 

[Peetwo]

AMROBA August Newsletter - 

• Volume 20 Issue 8 August 2023
  

KC still quietly kicking goals! - 

MTF...P2