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casa - The mc-comick view

Old 1st Aug 2013, 08:12
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casa - The mc-comick view

Here we go again

Definititely, GA is a threat to all

Aircraft Airworthiness & Sustainment Conference 2013

Opening Statement by John F. McCormick

Brisbane – 23 July 2013
Welcome to all.
CASA is pleased to once again be associated with and sponsor this year’s Aircraft Airworthiness & Sustainment Conference.
I congratulate the conference Chairman-Richard Gauntlett-on his resolution to continue to organise and host this important event in the current world climate of financial austerity, noting that the parent organisation in the United States cancelled their equivalent conference earlier this year - as a consequence of budget sequestration.
At this 'fourth' Aircraft Airworthiness and Sustainment Conference we are continuing our discussions and exchanges on the subject of optimising the management of Australia's ageing aircraft fleet - something that remains an increasingly significant challenge as time passes.
CASA's position on ageing aircraft

So what exactly is an ageing aircraft? There is no universal definition as such. At CASA, we take the view that all aircraft are ageing aircraft – beginning at the time of manufacture. The rate at which it ages will, however, depend on how that aircraft is:
  • operated
  • maintained
  • stored over its working life.
Thus chronological age is only one indicator of an ageing aircraft, certainly not the only. While there is nothing inherently wrong with an older aircraft-provided it has been properly operated, stored and maintained-the potential for the effects of maintenance neglect or operational mis-management to accumulate and manifest itself is more likely in an older aircraft.
Similarly, obsolescence should not necessarily be confused with the ageing process:
  • a commercial aircraft is obsolete when it is no longer economically viable to keep it operational
  • a military aircraft is obsolete when its capabilities are no longer competitive with potential adversaries/challengers.
In both cases, a change in the aircraft's role i.e. reassigning the aircraft to freight or training duties may realise some additional utility out of that ‘ageing aircraft’. In other cases there isn’t the availability of funding to replace the aircraft outright, and increasing sustainment costs are borne to keep the enterprise or capability alive.
These and other factors contribute to the wide-spread extension of aircraft lives beyond the manufacturer’s original expectations. Each aircraft and operational scenario is different, and therefore Australia has no plans to impose a universal life-limit on aircraft based on chronological age alone.
Regular Public Transport sector

CASA has no major concerns regarding ageing aircraft management at the ‘heavy metal’, higher end of the aviation spectrum. The maintenance programs developed for most large commercial aircraft in Australia have extensive involvement with the aircraft's manufacturer. This also extends to the incorporation of manufacturer sponsored ageing aircraft programs and initiatives.
In addition, the amount of resources allocated to the continuing airworthiness support of these aircraft by RPT operators is considered appropriate for continued safe operations.
There is also a welcome rejuvenation of many of Australia’s commercial fleets i.e. A380s, B787s and B737s fleet modernisations to name a few. The days of Australians flying overseas on B747s and B767s are coming to an end.
We must mindful that while many wouldn’t consider a brand new A380 or B787 to be ageing aircraft - how we operate and maintain these aircraft today will have a large impact on just how long the aircraft will remain commercially viable into the future.
General Aviation sector

On the other hand, the situation at the other end of the scale – General Aviation – is very different.
General Aviation has few of the resources and manufacturer’s support arrangements enjoyed by the ‘top end of the town’.
Many General Aviation aircraft:
  • are being operated for decades beyond their notional design lives
  • have modest or otherwise no manufacturer’s support arrangements
  • do not have fatigue or usage profiles as guidance by which to manage them
  • receive no more than a yearly/100 hourly inspection that is generic in nature.
The above scenario applies to some 10,000 aircraft of the 15,000 on the Australian Register. This represents a significant concern to CASA.
CASA’s efforts in education

While CASA will always continue to monitor commercial aviation closely – in terms of maintenance, focus will continue to increase on General Aviation sector. We continue to consider a range of initiatives as to how to optimise our oversight of the entire VH registered fleet - starting first and foremost with safety education.
Responsibility for the airworthiness of an aircraft rests with the aircraft’s Registered Operator – or owner – just as it does for a road-worthiness of a car or a sea-worthiness of a boat.
Getting Registered Operators to fully understand their responsibilities as well as the impacts of the ageing process on their aircraft has been a high priority for CASA. Further regulation in this area will be considered as an option only if education fails to positively impact the desired safety outcomes.
CASA’s education initiatives include the distribution of targeted information booklets on the subject of ageing aircraft to all Registered Operators, as well as a series of ageing aircraft educational seminars held around the country in Capital Cities and at Aero clubs over the last few years.
CASA has also developed a very informative e-learning course on the subject of ageing aircraft, which is available to anyone on the CASA web-site. The feedback to date on this initiative, some of which has come from international sources, has been very positive.
In addition, CASA is also trialling a web-based ageing aircraft management tool we refer to as the ‘prototype Matrix Tool’.
This tool provides the user with feedback as to the likelihood their aircraft may be subject to ageing related issues. To date, this tool has had:
  • over 13,000 hits during its trial period – around 30 per day – which is very encouraging, considering there are 15,000 aircraft on the Australian Register today
  • considerable overseas interest, including from the FAA.
CASA is currently considering whether to further develop this prototype tool into a production version – available permanently – at some stage in the near future.
I urge any aircraft owners who are interested in how this tool can help you better understand how your aircraft is ageing to attend tomorrow’s presentation and engage with my staff on the CASA stand.
Instructions for continuing airworthiness

CASA is also considering several options in regard to the minimum levels of maintenance that are appropriate for aircraft operated many decades beyond their intended use-by date.
As an aircraft ages, the nature and intrusiveness of scheduled inspections needs to increase-much the same as for a person’s medical visitations as one ages. However, there is much evidence to show us that this is not occurring in relation to the ageing aircraft fleet. Registered operators are encouraged to take a closer look at their maintenance inspection regime.
Having an increasingly ageing aircraft fleet, subject to a static and generic maintenance regime does not bode well for the long-term, particularly in the absence of manufacturer’s input i.e. Instructions for Continued Airworthiness – in many cases. Where such manufacturer’s input does exist, it should be incorporated wherever possible.
One example of manufacturer’s Instructions for Continued Airworthiness is Cessna and its Supplemental Inspection Documents or SIDs programs.
Cessna especially is to be commended for its efforts in recognising and supporting the continued airworthiness of many of its products well beyond the timeframes of operation for which those aircraft were originally envisaged.
The SIDs inspection and structural replacement programs are based on years of operational data and operator feedback – and address areas in various aircraft that, for a wide variety of reasons could be susceptible to ageing process – including the continued operation of an aircraft many decades beyond its initial design assumptions.
By way of example, New Zealand Civil Aviation Authority has last year mandated the incorporation of all Cessna SIDs where they exist. The results they have received to date from this policy decision show the decision to be fully justified from a safety perspective with many cases of otherwise unknown structural deterioration now uncovered and addressed.
The Cessna SIDs program is an example of a manufacturer actively involved in the ageing aircraft management process of its aircraft.
Closing remarks

On that positive note, I thank you for the opportunity to once again open this important airworthiness conference.
The feedback I get from my people is that this is an excellent forum for the airing and exchange of ideas on how to better manage our respective aircraft and fleets. We pick-up some really good information here each year.
I trust everyone will make the most of the opportunity to maximise their knowledge and pursue worthwhile opportunities at this ‘Aircraft Airworthiness and Sustainment Conference 2013’ over the next 3 days.
Thank you.
Looks like mccormick for PM!!!!

and when I looked at the site, the following is noted:

Dear Community,
It is with disappointment and regret that the AA&S Planning Committee announces that the Aircraft Airworthiness and Sustainment Conference, scheduled at the Gaylord Texan, March 25-28, 2013, will not take place. This decision was made due to the recent directive from DOD with regard to travel restrictions. The impact of this directive on DOD participation at AA&S 2013 would not allow the AA&S Committee to provide our attendees and exhibitors with the value you have come to expect and deserve from the AA&S Conference.

Planning is already underway for AA&S 2014 to be held at the Baltimore Marriott Waterfront, April 14-17, 2014. Many exciting innovations are being considered to maximize the quality of this conference and hit the topics of sustainment and airworthiness that are so critical to you in today’s environment. As we are undergoing this process, we continue to encourage you to contact us with the topics and issues that you and your organization want to see addressed. We look forward to your future participation and appreciate your understanding of this decision.


The AA&S Planning Committee
and How do we explain this???

Conference

The 2013 Aircraft Airworthiness and Sustainment (Australia) Conference is being held over 23-25 July at the Brisbane Convention and Exhibition Centre (BCEC) in Brisbane, Queensland. This is a non-profit event for the benefit of all those who operate and sustain our aerospace vehicles, military or civilian, large or small, manned or unmanned. The target audience includes engineers, technicians, owners, operators, analysts, scientists, logisticians and managers.

Around 70% of the lifecycle cost of an aircraft is taken up by its sustainment and in the current fiscal environment it is more important than ever to ensure that airworthiness and sustainability are managed as efficiently, and pro-actively, as possible. As always, there are many variables to consider: ageing of materials, impacts of increased operations, lack of retained knowledge resulting in poor decision making, obsolescence and integrity of spares, improved testing techniques, changing mission types or hangar environments, the emergence of previously unknown problems, and the list goes on. Change is continual and adapting to it is vital.

This event is supported by the Civil Aviation Safety Authority (CASA) and the Royal Australian Air Force (RAAF), and as always, guest speakers will include representatives from our sister AA&S Conference in the US, reflecting an ongoing collaborative relationship with our allies in the airworthiness, ageing aircraft and sustainment community.
and Who has seen the money here???

Last edited by Up-into-the-air; 1st Aug 2013 at 08:22.
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Old 1st Aug 2013, 09:07
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Many General Aviation aircraft:

- are being operated for decades beyond their notional design lives
- have modest or otherwise no manufacturer’s support arrangements
- do not have fatigue or usage profiles as guidance by which to manage them
- receive no more than a yearly/100 hourly inspection that is generic in nature.

The above scenario applies to some 10,000 aircraft of the 15,000 on the Australian Register. This represents a significant concern to CASA.
No need to be concerned, CASA, significantly or otherwise.

Relax.

Just don’t fiddle with or let self-proclaimed experts second guess the decisions of the regulatory authorities who issued the Type Certificates for, and know what they are doing in relation to the continuing airworthiness of, the ’10,000’ aircraft.

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Old 1st Aug 2013, 09:22
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casa just do not get it!!!!!!!!!

AND:

Creamy, was this not approved by casa???

The above scenario applies to some 10,000 aircraft of the 15,000 on the Australian Register. This represents a significant concern to CASA.
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Old 1st Aug 2013, 09:56
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Boorie for PM, Dick for President. Can't go wrong!
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Old 1st Aug 2013, 10:44
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Does this maen that Oi will have to 'abandon' me beloved DH-82A...?

Originally manufactured May 1942.....but.....wait for it.......

The ONLY original part left on it, is the brass plate bearing the date 'May 1942'.....



p.s. Its in 'better nick' than many of the more modern types......
'Tis bleedin marvellous', wot a glue pot & a bit of canvas will do......


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Old 1st Aug 2013, 11:22
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........ better than when it was new!

Some of these folk do not get it.

And if they just backed off a bit on the BS and got more active and pro-active....lots of things would improve.

They can't even fix the stuff up on CAO100.5 inside a week.

I think technically speaking untikl that is fixed all the conditional inspection folk are "on paper grounded".

I reckon Creamie should lead a massive fly past in Cantberra of on condition aircraft.....massive fly past over their roof at ......400' as 100 is the tolerance is it not?
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Old 1st Aug 2013, 22:34
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are being operated for decades beyond their notional design lives
Find me a GA manufacturer that will declare what the design life is. And by the way, how old was Caribou when it was retired?

have modest or otherwise no manufacturer’s support arrangements
I don't even know what this means. But I can tell you that our 30+ year old aeroplane has better parts support than a 1 YO Toyota

do not have fatigue or usage profiles as guidance by which to manage them
Once again, I don't know what this means. It sounds to me like trying to apply airline concepts to GA. Most GA aircraft are overdesigned compared with RPT aircraft because of scale factors (ie its easier to use a 2mm piece of material rather than the 0.9mm piece of material dictated by design calcs). SHOW ME THE DATA that demonstrates this is a problem!!! Its only an issue in the hypothetical world of public service board rooms filled with non-aviation attendees.

receive no more than a yearly/100 hourly inspection that is generic in nature.
This would be CASA schedule 5. Just remind me again who created it and declared it to be adequate?

And we are paying this guy? No wonder we need a Cypress style deposits tax.
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Old 1st Aug 2013, 23:02
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And what about the B 52 in life service now planned for 75 years much more demanding operational service than Day VFR General Aviation, the KC 135 high gross weight, and its in service planned life is ??????????????

The whole ageing aircraft CASA program was a Diamond inspired justification for papers presented at overseas junkets to satisfy the ego of one man !!!!!!!

It is irrational, brand specific and ignores in service problems.
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Old 2nd Aug 2013, 04:48
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One issue that seems to be overlooked is that aircraft manufacturers make aircraft - rarely do they maintain them.
Despite manufacturers "maintenance schedules" most times experienced LAME's inspecting, rectifying, adjusting and noting specific issues relating to particular aircraft types do a better job at aircraft maintenance. This is particularly so when the CASA Schedule 5 (which I assume was developed way back when CASA Airworthiness staff were helpful people) is utilised.
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Old 2nd Aug 2013, 08:29
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C172D

I own a C172D with 3000 hours, always hangered, corrosion proofed, and in mint condition, provided the airframe is cared for as it has been so far and it doesn't get pranged it will still be flying after I am dead. 51 years old and still going strong, what crap is this from


the Cretins Against Serious Aviation
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Old 2nd Aug 2013, 09:45
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what does it mean....????

Its all tosh from the head tosser. !

And the buggers cant ever do 'truth in advertising'...most of the pics of "ageing aircraft" in the CAsA bumpf are derilect wrecks that have been abandoned for decades and never, ever intended to be put back in the skies again.

Never mind...as per the CAsA code, any old BS will do. !!!!
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Old 2nd Aug 2013, 10:29
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Sad to say I see many crap aircraft day to day. Owners are quite happy to buy a brand new Landcruiser but not spend a cent on their aircraft.

Many owners are happy to fly wrecks :-/
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Old 2nd Aug 2013, 11:23
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Griffo - it's even worse, they're about to classify the Tiger as a warbird!
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Old 2nd Aug 2013, 12:47
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Hi Dora,

GIMME some guns..!!!

Or a few rotten eggs even....



p.s. So....Wot R we gunna do wif our beloved Chippies..??

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Old 2nd Aug 2013, 12:51
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Are the chippies made of wood, Griffo? There is technology to convert sawdust to oil... You could be using them to fuel your 210!
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Old 2nd Aug 2013, 20:30
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RatsoreA -While Chippies are not made of wood, they do cleverly convert noise into oil - then spray it everywhere!

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Old 2nd Aug 2013, 21:55
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Sad to say I see many crap aircraft day to day.
And if you were a car mechanic you'd see many crap cars.

Lets not mix up poor maintenance workmanship and owner indifference up with aging aircraft. That's one of CASA's many naive mistakes which stems from decision making in air conditioned board rooms filled with career public servants.
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Old 3rd Aug 2013, 01:14
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OA: Hear! Hear!
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Old 3rd Aug 2013, 01:19
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Agree with Old Akro. McCormick is not a maintenance professional. He is just a former pilot with a hatred of anything he doesn't understand - most especially GA aircraft and operators.

How many GA accidents in Australia have been caused by structural failure in normal service? The ATSB would know and should have been consulted before McCormick opened his yapper.
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Old 3rd Aug 2013, 01:59
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Hate to tell you this but not only does the Screamer hate GA but he also hates human beings in general. When he started with CAsA almost 5 years ago he went nuts with all the weekend phone calls he would receive which always related to a GA accident somewhere around the nation. He once said that he wished all recreational aircraft were banned from flying on the weekends if for any reason so that he could have some peace and quiet! He only has time for those who have or are flying the big tin, that is it.
His active involvement in the CX Star Chamber is an accurate yard stick from which you can 'measure the man'. Say no more...

Last edited by 004wercras; 3rd Aug 2013 at 02:00.
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