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AMROBA December Newsletter

Via AP emails:

To all members,

December Newsletter – Link Included .

On behalf of AMROBA’s management, I wish you all a Merry Xmas and a prosperous New Year.

As I pack up records to move to Queensland, I have come to the conclusion that CASA has inherited this government’s “do nothing” approach to regulatory change.

Reading a number of past NPRMs that repeat the previous NPRM, has convinced me that government does not wanted change to happen.

Part 43 is a very good example; it has been proposed over and over again.

Government apparently has the same policy with anti-sematic actions, nothing happens.

Look what happened at Bondi.

With us, it a declining industry looking for qualified personnel.

The amount of time industry has wasted making submissions in the last 23 years is outstanding.

What for, nothing happens.

Maybe next year harmonised, non-duplicated regulations will be made?

A dream we all have each year.

See you all in January.

Ken Cannane
Executive Director
AMROBA
Phone: (02) 97592715
Mobile: 0408029329
www.amroba.org.au
Safety All Around.

MTF...P2

[Peetwo]

February 2026 Newsletter

Via the AP emails:

To all members and associates,

February Newsletter – Duplicity and Stagnation

As I have been relocating AMROBA’s records to Qld, it has become obvious that regulatory reform has lost direction.

Only Australia’s government system cannot complete a reform that most other nations completed in 2-3 years.

The US obtains reform by placing government directions in the FAA Reauthorisation Act

The last government direction was late in 1990s.

It set up the CAA and original directions.

Now we get Minister Directions and DAS directions – a system that does complete the change other nations achieved.

There were numerous politicians from post war era that provided bipartisan support that has vanished.

The lack of political support means that the private industry is subject to public service directions that lacks the same vision for Australian aviation

Globally, most nations took 2-3 years to align their regulatory system with FAA or EASA.

Our alignment with global standards specified by ICAO SARPs is low.

The same problems exist now as it was a decade back.

If we had a political aviation astute government, maybe the direction could be corrected.

Where are the civil aviation engineering (design & maintenance) free trade agreements

Been wet most of the time since relocating

Ken Cannane

Executive Director
AMROBA
Phone: (02) 97592715
Mobile: 0408029329
www.amroba.org.au

Safety All Around.

MTF...P2

[Peetwo]

Review of legacy airworthiness directives unique to Australia?? - 

Via Oz Flying:

CASA seeks feedback on scrapping legacy GA airworthiness directives



20 April 2026

The Civil Aviation Safety Authority has opened public consultation on a proposal to repeal a number of legacy airworthiness directives affecting general aviation aircraft, as part of a broader push to modernise regulation.

The consultation centres on 18 uniquely Australian structural fatigue directives, many introduced before 2009 when Australia operated under the legacy Civil Aviation Regulations (CARs) system and did not routinely accept airworthiness directives issued by the aircraft’s State of Design. As a result, CASA and its predecessors issued Australian directives across the board, creating a large number of requirements that were often unique to Australia or duplicated those already in place overseas.

CASA said many of these directives were developed using a precautionary approach based on limited fatigue data available at the time. Under today’s regulatory and risk framework, and with decades of global operational experience now available, many would be unlikely to be issued in their current form.

There are currently more than 150 legacy Australian ADs affecting GA aircraft under 5,700 kg that remain active. The regulator has developed a policy framework to assess whether these directives should be repealed, modified or retained, with the current consultation representing the first tranche of that review.

Industry feedback has already indicated that the structural fatigue ADs under consideration may no longer represent the most effective way of managing ageing aircraft. Concerns include their limited flexibility, failure to account for how individual aircraft are operated and maintained, and reliance on fixed life limits that in many cases can only be addressed through full aircraft retirement.

Many of the directives are also not supported by aircraft manufacturers or the State of Design, creating additional cost and uncertainty for Australian owners and operators, particularly where aircraft remain well-maintained but are approaching prescribed life limits.

CASA is proposing to repeal the 18 identified directives unless there is clear evidence supporting their retention. The regulator said doing so would help modernise the management of ageing aircraft, reduce regulatory duplication and better align Australia with contemporary international practice.
Alongside the proposed repeal, CASA is seeking feedback on the policy framework guiding the review, which is based on principles including alignment with current regulation, risk-proportionate decision-making and consideration of operational impacts. A proposed direction to formalise continuing airworthiness responsibilities for ageing aircraft used in air transport operations is also included.

CASA emphasised that safety remains the priority and that repealing the directives would not reduce owner and operator responsibilities. Aircraft must still comply with manufacturer instructions, applicable State of Design ADs and CASA maintenance and operational requirements.
Submissions are open via CASA’s consultation hub until 14 May 2026, with further consultations expected as additional categories of legacy directives are reviewed.

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