[Peetwo]

LMH 22 Sept 2017 - :

The Last Minute Hitch: 22 September 2017


– Steve Hitchen

Aircraft manufacturers today talk a lot about niche marketing; making an aeroplane to fill a specific role to carve market share away from other airframes that don't do that job quite as well. Back in the late 1950s, the Pilatus PC-6 Porter went one better: it created its own niche.Until then, the aviation world really didn't know what could be done with a single turbo-prop engine mounted in the nose of a high-wing aeroplane. The Porter would go on to a career of getting into landing strips other aeroplanes couldn't, of delivering daily supplies, relief material and cargo to isolated communites high in the Andes, the Himalaya, the Owen Stanleys and even on the flatest plains of Africa. It operated as an ambulance, air taxi, freighter, general carrier, and was particularly suited to parachute ops. The Porter really was the great connector. The PC-6 served also in the defence forces and law enforcement agencies of 30 countries, including Australia. With Pilatus ceasing production from 2019, the daddy of all turbine off-airport aircraft will disappear from the list of new-build options, but it will still be seen around the ragged airstrips of the world for many years yet.

"Russell is not the sort of person to be fooled by slight of hand"

There is a unique optimism drifting around the chambers of Canberra at the moment; unique because it seems to be shared by nearly all associations and lobby groups that have been badgering away to get reform thrust through. Even some of those that have been pillars of pessimism seem to have smiles cracking at the corners of their mouths. Regardless of how many times morale has risen to be belted down again by apathy in the capital, it was always a tug-of-war between the sceptics and the optimists as to the state of the industry. It seems that two meetings held this month are driving the sunny dispositions of lobbyists, both of which were rated progressive, constructive and having a "good vibe". But is this really the dawn of a new attitude within CASA, or is Shane Carmody just a very good illusionist? Like CEOs before him, Carmody has promised a sunset on the reform program and told the industry how important consultation is. Doing this has become a pitard that has seen more than one CEO hoisted on in the past, and the persistent failure to deliver on promises is largely to blame for industry disengagement en masse. Things are a-changing according to TAAAF Chairman Greg Russell, and that is an opinion to take with a tonne of salt, because Russell is not the sort of person to be fooled by slight of hand. Although I am not yet ready to herald the beginning of the revolution, this is encouraging.

The Australian Aviation Associations Forum (TAAAF) presents a united industry view to Canberra under the guidance of Honorary Chairman Greg Russell. (composite image)

ASAP the best Chance for Reform yet: Russell
22 September 2017

Greg Russell, Honorary Chairman of The Australian Aviation Associations Forum (TAAAF) has labeled CASA's new advisory panel as the best chance yet for aviation reform.

Speaking after the first Aviation Safety Advisory Panel (ASAP) meeting on 4 September, and a TAAAF meeting held last week addressed by CASA CEO Shane Carmody, Russell told Australian Flying that he is optimistic that progess was being made.

"ASAP is a move in the right direction," he said. "I'm strongly supporting it and I think we've got the best chance we've had for a long time to make some real progess.

"I'm heartened by the fact that CASA has scrapped the 90-odd committees that were involved in consultation. Some of them were self-perpetuating and hadn't been properly managed in the past.

"The important difference with ASAP is that it will have the ability to refer matters to working groups and everything referred will have a deadline so they [the working groups] don't become self-perpetuating. ASAP will expect reports on how the working groups are progressing.

"What it will do is bring a level of discipline to the [reform] process that has been lacking in the past."

Russell cites a complete overhaul of CASA's stakeholder engagement as one of the reasons for the optimistic outlook, despite several historical failures by the regulator to sort out issues.

"I haven't seen a revamp like this in any of the earlier 'false dawns'," Russell said. "I think we've started the right way and it has real potential to deliver the goods."

CASA announced the new panel in June this year, which would be comprised of industry representatives from airlines and associations.

The primary function of ASAP was described as "the primary advisory body through which CASA will direct its engagement with industry and seek input on current and future regulatory and associated policy approaches."

However, some sectors of general aviation are not convinced of the value of ASAP, which Russell recognises.

"So many people are so bruised it's going to take a long time for them to realise that things are changing," he said. "It's time for the industry to stand up and support what's happening."

One of the primary concerns from the industry are the "false dawns" and a feeling that its all been said before but so little done. Russell believes one major point of difference is the new CEO.

"Shane Carmody has a better understanding of how the system works in Canberra and knows how a government-owned organisation operates.

"He's smart enough to realise the whole stakeholder area has been a problem for CASA for many years. To go to the trouble of setting up a consultative forum like this and not heed it's advice; I can't see him being that stupid to be perfectly honest."

Read more at http://www.australianflying.com.au/lates...VLQjXWF.99

But I am not a disciple of the theory that general aviation's malaise is all CASA's fault. There are other viruses infecting us as well, and one of those is a lack of young people walking through flying school doors. You have only to look at group pics of fly-aways and aero clubs and it is immediately apparent that most, if not all, of the people are over 40 or even higher. It's a real issue for the industry, and its good to see that AOPA Australia, courtesy of Dick Smith, has put together some initiatives to get young people excited about aviation. AOPA's tour bus is a big undertaking, but is exactly the sort of innovation we need to bring aviation to the youth of Australia. When they go to air shows, they are no doubt very keen on watching the aeroplanes in front of them, but this bus will give them the chance to actually do something; to participate and be a part rather than just sit on the airside fence and wish they could play too. But I worry for this. Yes, DS did provide start-up capital, but a coach of this type costs money to keep on the road, and if it is to perform the function for which it was conceived, it needs to be plying the highways and freeways, not parked behind the AOPA hangar at Bankstown. It is going to need a lot of support from the entire aviation industry to keep it rolling and viable.

May your gauges always be in the green,

Hitch

Read more at http://www.australianflying.com.au/the-l...x4ErgoT.99

Latest regulatory wrangling: Courtesy Hitch today -

Australia has hundreds of airfields that are not marked on aeronautical charts. (Steve Hitchen)

Frequency Responses support Multicom: Report
26 September 2017

A report analysing responses to CASA's low-level frequency discussion paper (DP) has indicated that most of the submissions to the DP supported using Multicom 126.7 in the vicinity of airstrips not marked on aeronautical charts.

CASA released DP1610AS in February this year to collect feedback on whether or not radio calls at non-controlled, non-CTAF airstrips should be made on Multicom or the Area VHF frequency.

According to the report's compilers, business consultancy Nous Group, submissions favoured the Multicom.

"Over half of all responses and submissions expressed exclusive support for MULTICOM," the report states. "Though there were detailed arguments to retain the current practice of monitoring and broadcasting on Area VHF, including submissions from two Commonwealth Government agencies responsible for aviation safety, there was broad criticism of its perceived limitations from detractors."

Of the 381 responses collected, 315 or 82% expressed support for using the Multicom, whereas only 44% opted for the Area VHF. Several respondents indicated either would be acceptable. Only 11% rejected the Multicom out-right, whereas 35% said the Area VHF was unacceptable.

"Accordingly, Nous’ analysis has found that the majority of respondents favour a return to the pre-2013 situation in which MULTICOM 126.7 MHz was used in the vicinity of an unmarked ALA, except in the vicinity of a discrete Common Traffic Advisory Frequency (CTAF) or Broadcast Area Frequency," the report says.

However, those in favour of the Area VHF include CASA themselves, Airservices Australia, the Australian Maritime Safety Authority and Regional Express.

Most of the support for the Area VHF was based on access to air traffic control, whilst criticism was about congestion and confusion. Supporters of the Multicom cited better coverage, established use and simplicity, but Multicom also drew criticism over congestion.

CASA has said it expects to create a policy on the issue before the end of October 2017.
"We will consider the impacts of any proposed changes on the overall air traffic management system, to ensure that any changes address future needs of all airspace users and are considered as part of an enhanced and improved airspace design," CASA said in releasing the report.

The full Nous Group report and some submissions are on the CASA website.

Read more at http://www.australianflying.com.au/lates...0ol61fd.99

MTF...P2