AMROBA March newsletter: Volume 17 Issue 03 (March 2019)
Closed Borders & Post Coronavirus
Without doubt, aviation is facing one of its most critical times. If things were not bad enough,
the coronavirus COVID-19 required government to impose restrictions that will directly and
indirectly put immense pressure on our industry. As we have previously experienced, when
people find their employment put on hold, they seek employment elsewhere. When recovery
starts, finding qualified staff becomes extremely hard. Much of our industry support essential
services and these are provided across borders. Government is providing assistance to the
industry, maybe not all. We need aviation regulatory change by introducing new principles
based on re-growing the whole aviation transport system; private to airline.
Everyone is, or should be, practising the government directions during this period, even
though they change daily. The feedback from members is that the decline in aviation is
escalating in some sectors, whilst other sectors are surviving. There is political commitment
for support of aviation, however, we now need to see government and its agencies concentrate
on removing red tape and simplifying the system to stimulate recovery wherever possible.
Contents
1. The Effect of Closed Borders?
The aviation industry, both commercial and private operations, faces unknown pressures and
restrictions that many have not considered. Irrespective whether you work within the airline sector
and just operate privately, we are all feeling the effects. General aviation works across borders and
many maintenance businesses clientele come from another State or Territory. Industry was
already under a decade or two of changing regulatory reforms that mainly added red tape and
confusion. Government must demand regulatory reform that will enable job growth.
2. Aviation ‘Statutes’ not “Fit for Purpose”?
The government must re-write the Civil Aviation Act so CASA is responsible for a safe, sustainable
aviation air transport system and be held responsible for opening foreign aviation markets so
Australian aviation businesses to participate in those markets. The Minister’s portfolio Department
for Infrastructure, Transport, Regional Development and Communications’ website states CASA is
directly responsible for Annexes 1, 2, 6, 7, 8, 14, 18, 19 and shared responsibility for Annexes 10 &
11 with Airservices. Until the Act correctly specify CASA’s Responsibilities for those Annexes
and an Objective supporting a safe, sustainable air transport system that should include
obtaining international agreements with foreign countries to open markets to Australian aviation
businesses in their own rights.
3. Where Will the Future Workforce Come From?
Aviation already has an ageing workforce and the coronavirus effects will lose more personnel who
will take employment wherever they can find employment during the recovery period. The costs for
maintenance personnel to become qualified has escalated in recent years as it has in the pilot
training sector. With the unknown facing us and an ageing workforce, we need to plan for a more
complete but streamlined training environment that uses modern on-line training principles. We
need a system where the National Vocational Education Training system provides full time trade
training covering modules 1-17, except module 10, starting from Y10. The USA has been doing this
for decades, 2-year full time courses with FAA (A&P) trade qualifications enabling maintenance
certification
MTF...P2
Closed Borders & Post Coronavirus
Without doubt, aviation is facing one of its most critical times. If things were not bad enough,
the coronavirus COVID-19 required government to impose restrictions that will directly and
indirectly put immense pressure on our industry. As we have previously experienced, when
people find their employment put on hold, they seek employment elsewhere. When recovery
starts, finding qualified staff becomes extremely hard. Much of our industry support essential
services and these are provided across borders. Government is providing assistance to the
industry, maybe not all. We need aviation regulatory change by introducing new principles
based on re-growing the whole aviation transport system; private to airline.
Everyone is, or should be, practising the government directions during this period, even
though they change daily. The feedback from members is that the decline in aviation is
escalating in some sectors, whilst other sectors are surviving. There is political commitment
for support of aviation, however, we now need to see government and its agencies concentrate
on removing red tape and simplifying the system to stimulate recovery wherever possible.
Contents
1. The Effect of Closed Borders?
The aviation industry, both commercial and private operations, faces unknown pressures and
restrictions that many have not considered. Irrespective whether you work within the airline sector
and just operate privately, we are all feeling the effects. General aviation works across borders and
many maintenance businesses clientele come from another State or Territory. Industry was
already under a decade or two of changing regulatory reforms that mainly added red tape and
confusion. Government must demand regulatory reform that will enable job growth.
2. Aviation ‘Statutes’ not “Fit for Purpose”?
The government must re-write the Civil Aviation Act so CASA is responsible for a safe, sustainable
aviation air transport system and be held responsible for opening foreign aviation markets so
Australian aviation businesses to participate in those markets. The Minister’s portfolio Department
for Infrastructure, Transport, Regional Development and Communications’ website states CASA is
directly responsible for Annexes 1, 2, 6, 7, 8, 14, 18, 19 and shared responsibility for Annexes 10 &
11 with Airservices. Until the Act correctly specify CASA’s Responsibilities for those Annexes
and an Objective supporting a safe, sustainable air transport system that should include
obtaining international agreements with foreign countries to open markets to Australian aviation
businesses in their own rights.
3. Where Will the Future Workforce Come From?
Aviation already has an ageing workforce and the coronavirus effects will lose more personnel who
will take employment wherever they can find employment during the recovery period. The costs for
maintenance personnel to become qualified has escalated in recent years as it has in the pilot
training sector. With the unknown facing us and an ageing workforce, we need to plan for a more
complete but streamlined training environment that uses modern on-line training principles. We
need a system where the National Vocational Education Training system provides full time trade
training covering modules 1-17, except module 10, starting from Y10. The USA has been doing this
for decades, 2-year full time courses with FAA (A&P) trade qualifications enabling maintenance
certification
MTF...P2