10-04-2019, 04:36 PM
Furthermore;
The arguments from Mr. Cromarty about young people not being interested, or have so many different opportunities, might have some merit if the population of Australia was stagnant from, say, 1975. Truth is if one puts the activity of General Aviation (GA) against the population increase then Mr. Cromarty’s statistics and estimates are seriously understated. Around 1975 our population was approximately 14 million, now 25 million. Its reasonable to expect that a transport activity that gives great advantage to flying for our long distances would at least grow in some proportion to that population growth.
The argument that car travel is so improved beggars the truth, vehicle trip times, regional or intercity, have barely changed and arguably slower due to speed limits. In days gone past, certainly in Victoria there were no speed limits, and far less traffic, owner onus applied over 50mph, and a drive to Sydney could be accomplished in as little as 8 hr.
In regard to private aircraft trip cost and lower airline fares, one can agree to a limited extent. A very limited extent because airlines only service a tiny proportion of places that one can access by private or charter aircraft, and invariably and inevitably, go out and back from a limited number of hubs. Not to mention the inflexibility of schedules.
In regard to costs in 1966 one hour with instructor cost about $14 or 1/4 of the average wage (c.$60/week). Therefore your one hour training today is about the same proportion of wages. Unfortunately for Mr. Cromarty’s cost arguments it is well understood in our flying schools, and from my knowledge, that the extraordinary additional new Part 61 imposts, on top of already massive and unproductive paperwork, do generate a lot of unnecessary work which must be passed on to students. They don’t have anything like these costs in the USA and so their costs are much lower, and why one can learn in the US for a lot less money in spite of our pathetic exchange rate, travel and accommodation expenses.
Is Mr. Cromarty aware that in the US there is no extra Certificate, permit or Air Operators Certificate to be negotiated in order for any Instructor to teach flying? There are no instructor gradings. The US instructor needs an AIM book $15.99. There is no mandated syllabus, but there is a standard to be passed. Their safety record is equal or better than that produced by our hidebound and excruciatingly complex training regime. An applicant for an Australian flying school permit might be out of pocket $50,000 or $100,000, have to nominate different administrative personnel and senior instructor for an approval, negotiate over months or years and never be certain of the outcome.
Do people understand that an Australian instructor must hand write lesson notes and have the student sign them after each lesson? If not carried out probably a criminal offence of strict liability. No computer typed notes allowed, we’re being driven back to quills and ink wells.
As for self driving cars which are not yet in any way the norm, self flying aircraft could, or will be, just as practical, and probably safer. In any case flying has speed, and if anything matters most to people of any age its the time factor. Roads are very expensive to build and maintain, one km of runway accesses a super highway to anywhere on the Continent.
Insofar as the so called legacy fleet of GA is concerned our maintainers are expert at refurbishing and well maintained aircraft are virtually just as safe, reliable and efficient as they were when brand new, in many cases more so. Engines and avionics being more reliable and after market aerodynamic improvements are quite common. Unfortunately the unwarranted and ferocious regulatory attack by CASA on the fleet, example Cessna SIDs, has resulted in $millions in lost hull value, untold $millions in excessive maintenance, numerous unused aircraft deteriorating from lack of use and significant numbers being exported back to the USA. Well done CASA.
With proper regulation and administration, road law and administration as a good practical example of governance, GA could grow, providing jobs and services, and could once again supply sufficient home grown pilots for our airlines.
The arguments from Mr. Cromarty about young people not being interested, or have so many different opportunities, might have some merit if the population of Australia was stagnant from, say, 1975. Truth is if one puts the activity of General Aviation (GA) against the population increase then Mr. Cromarty’s statistics and estimates are seriously understated. Around 1975 our population was approximately 14 million, now 25 million. Its reasonable to expect that a transport activity that gives great advantage to flying for our long distances would at least grow in some proportion to that population growth.
The argument that car travel is so improved beggars the truth, vehicle trip times, regional or intercity, have barely changed and arguably slower due to speed limits. In days gone past, certainly in Victoria there were no speed limits, and far less traffic, owner onus applied over 50mph, and a drive to Sydney could be accomplished in as little as 8 hr.
In regard to private aircraft trip cost and lower airline fares, one can agree to a limited extent. A very limited extent because airlines only service a tiny proportion of places that one can access by private or charter aircraft, and invariably and inevitably, go out and back from a limited number of hubs. Not to mention the inflexibility of schedules.
In regard to costs in 1966 one hour with instructor cost about $14 or 1/4 of the average wage (c.$60/week). Therefore your one hour training today is about the same proportion of wages. Unfortunately for Mr. Cromarty’s cost arguments it is well understood in our flying schools, and from my knowledge, that the extraordinary additional new Part 61 imposts, on top of already massive and unproductive paperwork, do generate a lot of unnecessary work which must be passed on to students. They don’t have anything like these costs in the USA and so their costs are much lower, and why one can learn in the US for a lot less money in spite of our pathetic exchange rate, travel and accommodation expenses.
Is Mr. Cromarty aware that in the US there is no extra Certificate, permit or Air Operators Certificate to be negotiated in order for any Instructor to teach flying? There are no instructor gradings. The US instructor needs an AIM book $15.99. There is no mandated syllabus, but there is a standard to be passed. Their safety record is equal or better than that produced by our hidebound and excruciatingly complex training regime. An applicant for an Australian flying school permit might be out of pocket $50,000 or $100,000, have to nominate different administrative personnel and senior instructor for an approval, negotiate over months or years and never be certain of the outcome.
Do people understand that an Australian instructor must hand write lesson notes and have the student sign them after each lesson? If not carried out probably a criminal offence of strict liability. No computer typed notes allowed, we’re being driven back to quills and ink wells.
As for self driving cars which are not yet in any way the norm, self flying aircraft could, or will be, just as practical, and probably safer. In any case flying has speed, and if anything matters most to people of any age its the time factor. Roads are very expensive to build and maintain, one km of runway accesses a super highway to anywhere on the Continent.
Insofar as the so called legacy fleet of GA is concerned our maintainers are expert at refurbishing and well maintained aircraft are virtually just as safe, reliable and efficient as they were when brand new, in many cases more so. Engines and avionics being more reliable and after market aerodynamic improvements are quite common. Unfortunately the unwarranted and ferocious regulatory attack by CASA on the fleet, example Cessna SIDs, has resulted in $millions in lost hull value, untold $millions in excessive maintenance, numerous unused aircraft deteriorating from lack of use and significant numbers being exported back to the USA. Well done CASA.
With proper regulation and administration, road law and administration as a good practical example of governance, GA could grow, providing jobs and services, and could once again supply sufficient home grown pilots for our airlines.