[Peetwo]

The bolded bit;

"Thai authorities have set up two new committees to tackle the concerns and will send teams to South Korea, China, Australia and Germany to discuss the issues following a trip to Japan late last week, Prajin added".

Sweet Jesus, why would they want to do that, come to Australia? Go to bloody NZ or Canada, but not Australia. All we have is a CEO/porn star lookalike who wants to hold hands, who wants to talk, giggle and discuss, who wants to dump a poofy named 'tiger team' upon us, a CEO who likes to dismiss the veracity of one of the most important reviews done in decades,  and all this under the watchful eye of a a short freak with a giant pumpkin head and an out of touch Silvertail Miniscule who needs to pack up his skin ointment, his lisp and his colostomy bag and piss off back to Kingaroy.

But then again, CAsA is so fu#ked that maybe CAsA will adopt some of Thailand's worst practise which would be an improvement over CAsA!!!

"Unsafe and downgraded International tigers for all"

Turbulent times for Tiger country -

Gobbles it would seem for some bizarre reason some of our SE Asian neighbours value Aussie aviation safety expertise...

Maybe it is because of programs like the ones that were headed up by true aviation safety experts like Alan Stray.

From Flight Global interview May 2009 -

Alan Stray is director international of the Australian Transport Safety Bureau. He was awarded the Public Service Medal for his work supporting development of the Indonesian National Transportation Safety Committee

What first sparked your interest in aviation?

At a young age I had a deep desire to be a missionary pilot, having often heard about the work of missionary aviation in many countries through my church.

How did you begin your professional aviation career?

In January 1965 I began a five-year aircraft maintenance engineering apprenticeship working on a range of general aviation aircraft from the smallest fabric-covered type to turboprops and the Bristol freighter. In February 1968 I began flying lessons.

Aircraft maintenance engineering and a commercial pilot licence were prerequisites for mission aviation and I spent the 1970s engineering and flying in Papua New Guinea. I returned to Australia in 1980 and flew as a regional airline captain for seven years before joining the then Bureau of Air Safety Investigation in January 1987.

What personal qualities does an investigator need?

In addition to technical skills and a practical background in the aviation industry, an accident investigator requires certain personal attributes. These include integrity and impartiality in the recording of facts, logic and perseverance in pursuing inquiries, often under difficult or trying conditions, an analytical and enquiring mind, and tact in dealing with a wide range of people who have been involved in the traumatic experience of an aircraft accident or serious incident.

What are the best and worst aspects of the job?

Working with those best placed to achieve safety improvements such as regulators, airlines, maintenance organisations, and manufacturers, is important and satisfying. The trauma of an accident site where there has been major airframe disruption and the resultant loss of life can be extremely difficult.

Helping accident victims' families understand the circumstances of an accident and keeping them informed of the progress and subsequent findings of the investigation can be a challenging and unpredictable experience. Some families, although needing answers, are completely accepting of the investigation processes while others, through their grief, are needing answers that the investigator may not be able to provide. This can create tensions.

What has the Indonesia project achieved?

The Indonesian project has achieved a steady rate of capacity building in aviation, marine and rail safety. In May 2007, in co-operation with the Indonesian government, the Australian government, through its Indonesia Transport Safety Assistance Package, committed to three years of transport safety capacity building.

My part of the overall project covers safety investigation with the Australian Transport Safety Bureau directly assisting the Indonesian National Transportation Safety Committee.

To date our projects have developed ICAO-compliant investigation policies and procedures for the NTSC and assisted in the investigation and report writing to ICAO standards of some significant investigations.

A number of training courses for NTSC investigators have been conducted in Indonesia and three investigators are now completing the ATSB's 12-month Diploma of Transport Safety Investigation course in Canberra (a fourth investigator has already completed the programme), and an engineer is undergoing flight recorder replay and analysis training.

 
The fruit of Alan's labour is perhaps best highlighted in the exemplary Final Report on QZ8501, completed within a year of the tragic accident and as yet with little criticism...

5 SAFETY RECOMMENDATIONS


While the KNKT acknowledges the safety actions taken by the aircraft operator, there still remain safety issues that need to be considered. The KNKT issues the following Safety Recommendations addressed to:

5.1 Aircraft Operator

1. The KNKT recommends that Indonesia AirAsia to re-emphasize the importance of the Standard Call-Outs in all phases of flight.

2. The KNKT recommends that Indonesia AirAsia to re-emphasize the taking over control procedure in various critical situations of flight.

5.2 Directorate General Civil Aviation


1. The KNKT recommends that the Directorate General Civil Aviation to ensure the implementation of air operators‟ training of flight crew is in accordance with the approved operations manual.

2. The KNKT recommends that the Directorate General Civil Aviation to ensure that air operators under CASR 121 conduct simulator upset recovery training in timely manner.

3. The KNKT recommends that the Directorate General Civil Aviation ensures that air operator maintenance system has the ability to detect and address all repetitive faults appropriately.

4. The KNKT recommends the Directorate General Civil Aviation ensures the Indonesian Civil Aviation Safety Regulations to regulate the duties of the pilot in command as specified by ICAO Annex 6.

5.3 Aircraft Manufacturer

1. The KNKT recommends that Airbus to consider in developing a means for flight crews to effectively manage multiple and repetitive Master Caution alarms to reduce distraction.

2. The KNKT recommends that Airbus to consider and review the FCTM concerning the Standard Call-Outs in all phases of flight.

5.4 United States Federal Aviation Administration and European Aviation Safety Agency

1. The KNKT supports the previous French BEA recommendation (Recommendation FRAN-2015-024) on ensuring that future programs to include initial and recurrent training relating to taking over control of aircraft equipped with non-coupled control stick.

2. The KNKT recommend expediting the implementation of mandatory for upset recovery training earlier than 2019.

While on the Indonesian aviation safety SSP, on another strange parallel irony, 10 days before the NTSC release of the QZ8501 Final Report, I intercepted this informative article from the Jakarta Post -  Policy-making in aviation needs to involve industry players :

Indonesia’s intention of becoming a member of the UN International Civil Aviation Organization (ICAO) council may backfire if the government implements regulations without considering their impacts on flight-industry players. Air Law Community chairman Andre Rahadian said in a discussion on Thursday that several regulations imposed by the government aimed to improve flight safety and security had burdened airlines.

“Regulations should consider the airlines, especially in terms of their businesses continuity,” he said, adding that some regulations had prevented airlines from making achievements while already being affected by the slowing global economy.

Andre highlighted several regulations that weighed in airlines’ costs, such as a minimum paid-up capital requirement and minimum fleet age. He expressed concern that a regulation obligating airlines to deposit paid-up capital of Rp 500 billion (US$36.57 million) in the form of fresh funds and/or capital goods would only increase costs.

He said only two airlines in the country owned such capitalization, leaving others to struggle to meet the requirement in three-years time. The Transportation Ministry introduced earlier this year the minimum capital regulation in response to a major plane accident. The ministry was of the opinion that the accident occurred on account of improper maintenance as a result of the airline’s insufficient capitalization.

Andre said that by involving industry players in the regulation-making process, the government would be able to measure the possible impact of the proposed regulation.

“This can also ensure legal certainty as chances to revise the regulation will be smaller,” he said. The government aims to become a ICAO council member for the 2016-2019 period to introduce Indonesian interests in the organization’s policies. To support the objective, the government must improve flight safety to meet the ICAO requirements.

The move is in line with the ministry’s commitment to focus on transportation safety next year, as it plans to allocate 20 percent of its Rp 48.5 trillion ($3.57 billion) budget in the 2016 state budget to improve safety in air, land, sea and rail transportation.

Coordinating Maritime Affairs Minister Rizal Ramli said on Thursday that the government had asked the Australian government to support Indonesia in its efforts to become a council member. “I assisted in talks with the Australian government to convince Australia and other countries support us,” he said as quoted by kompas.com. The ministry claimed earlier this month that it had implemented corrective recommendations from the ICAO and the US Federal Aviation Administration (FAA) in its efforts to become a council member.

The ministry’s director for air transportation, Muzaffar Ismail, said the corrective actions, which were in line with recommendations from the ICAO, were 96.2 percent complete. The ICAO officials will carry out an evaluation and conduct an inspection this year to follow up and validate the adjustments.

Rizal stated that the large size of Indonesia’s airline business encouraged such an effort.

Data from the ministry said that the country’s airlines had flown around 87 million passengers last year. It aims to fly around 162 million people by 2019. To support the growth, the ministry plans to build 62 new airports by 2030, adding to the existing 237.

  
 Although the findings of the QZ8501 final report could be seen as a set back for the stated Indonesian effort above, it should also be recognised that the NTSC have proven their effectiveness as a properly independent & compliant State AAI (Annex 13). This integrity & independence is fundamental to the implementation of a proper ICAO Annex 19 SSP. Sadly the same cannot be said for our State AAI, the currently much maligned ATSB...


MTF...P2