AMROBA Newsletter - Volume 15 Issue 2 (February 2018)
1. Governments have no general aviation policy.
We are comfortable stating this having read the BITRE GA Survey. To enable a viable safe general aviation industry to grow and provide jobs throughout Australia, the past regulatory changes additional costs that imposed across aviation sectors need to be totally reviewed. Participants know that, but governments imposed costs far exceed such costs in other countries.
Laurie Brereton was the last Federal Minister that was pushing for economic reform. Prior to the formation of the CAA, the Department was more conscious of making decisions that affected the viability of this sector. Aviation businesses all operate to a very small profit margin.
It is no longer viable for general aviation in many sectors, it is why 35% of the registered aircraft fly zero hours each year. The number of aircraft for sale has never been as high as private aircraft owners abandon a once viable industry.
Read More
2. AME Licencing Has a Pathway to Reform.
The Education Department’s Aerospace Industry Reference Committee has mapped a way to at last implement a training system that will provide the "qualification" to match each AME licence.
The only issue is for CASA to promulgate the EASR Part 147 course duration/mix in the CASR Part 147. It is a catch 22 situation. CASA has no idea of understanding the politics between government departments and agencies. EASA promulgated course duration/mix for one reason: so each EU State would fund the training.
Until CASA promulgates, the States won’t receive the Federal education funding and will remain the same inadequate funding as in the past. You would expect CASA would like to show other NAAs that our course hours/mix is harmonised with theirs.
Read more
3. Are Aircraft Registration Databases Dependable?
If you read the GA Survey report, it makes you question the viability of aircraft and other aviation registers used statistically in Australia. CASA’s aircraft and LAME registers are unreliable.
How many aircraft that are on other sport organisations registers actually fly each year?
We already know the AME licencing register is unreliable as many of the LAMEs on the register are no longer working in this industry. The result of a perpetual licence with no validation period.
Aircraft registers are exactly the same. The GA Survey identified that 30% of the aircraft on CASA’s Aircraft Register flew zero hours.
Ever since the "major" notification form was repealed in the 1900s, the validity of the aircraft on the register is questionable.
Both databases can be corrected by CASA re-introducing validation provisions into the appropriate regulations. In this modern electronic world it can be quite simply done. CASA needs to know that the certificate of airworthiness remains valid. If the CofA is not valid then CASA should suspend the certificate until it is notified by a maintenance release being issued.
For aircraft, the person signing the maintenance release would electronically enter aircraft registration, TTIS and AMO/LAME number into a CASA dedicated portal.
For the LAME, adopt the EASR 5 year validation provision. Re-introduce the LAME notification form from the past that included LAME declaration of employment history.
Read More
MTF...P2
1. Governments have no general aviation policy.
We are comfortable stating this having read the BITRE GA Survey. To enable a viable safe general aviation industry to grow and provide jobs throughout Australia, the past regulatory changes additional costs that imposed across aviation sectors need to be totally reviewed. Participants know that, but governments imposed costs far exceed such costs in other countries.
Laurie Brereton was the last Federal Minister that was pushing for economic reform. Prior to the formation of the CAA, the Department was more conscious of making decisions that affected the viability of this sector. Aviation businesses all operate to a very small profit margin.
It is no longer viable for general aviation in many sectors, it is why 35% of the registered aircraft fly zero hours each year. The number of aircraft for sale has never been as high as private aircraft owners abandon a once viable industry.
Read More
2. AME Licencing Has a Pathway to Reform.
The Education Department’s Aerospace Industry Reference Committee has mapped a way to at last implement a training system that will provide the "qualification" to match each AME licence.
The only issue is for CASA to promulgate the EASR Part 147 course duration/mix in the CASR Part 147. It is a catch 22 situation. CASA has no idea of understanding the politics between government departments and agencies. EASA promulgated course duration/mix for one reason: so each EU State would fund the training.
Until CASA promulgates, the States won’t receive the Federal education funding and will remain the same inadequate funding as in the past. You would expect CASA would like to show other NAAs that our course hours/mix is harmonised with theirs.
Read more
3. Are Aircraft Registration Databases Dependable?
If you read the GA Survey report, it makes you question the viability of aircraft and other aviation registers used statistically in Australia. CASA’s aircraft and LAME registers are unreliable.
How many aircraft that are on other sport organisations registers actually fly each year?
We already know the AME licencing register is unreliable as many of the LAMEs on the register are no longer working in this industry. The result of a perpetual licence with no validation period.
Aircraft registers are exactly the same. The GA Survey identified that 30% of the aircraft on CASA’s Aircraft Register flew zero hours.
Ever since the "major" notification form was repealed in the 1900s, the validity of the aircraft on the register is questionable.
Both databases can be corrected by CASA re-introducing validation provisions into the appropriate regulations. In this modern electronic world it can be quite simply done. CASA needs to know that the certificate of airworthiness remains valid. If the CofA is not valid then CASA should suspend the certificate until it is notified by a maintenance release being issued.
For aircraft, the person signing the maintenance release would electronically enter aircraft registration, TTIS and AMO/LAME number into a CASA dedicated portal.
For the LAME, adopt the EASR 5 year validation provision. Re-introduce the LAME notification form from the past that included LAME declaration of employment history.
Read More
MTF...P2