AHIA - Flight crew licensing - CASR Part 61
Thread Starter
AHIA - Flight crew licensing - CASR Part 61
AHIA editorial from Oct Airwaves
(Just a heads up on AHIA's continuing concern)
As this is the first edition after the launch of CASR Part 61 (Flight Crew Licensing); I have asked our President, Peter Crook to start this column with a brief overview of things happening at his end of the line. Peter is in Sydney and your editor (AHIA Secretary) resides in Brisbane.
Peter’s comments:
We are almost through the second week the implementation of the new CASR Part 61 and associated MoS and I and other members of the AHIA have been fielding a considerable number of questions from the industry. Some of the more pertinent issues are:
From fixed and rotary wing flying schools, "I cannot understand the new Regulation, the wording is unclear and in some cases ambiguous. Can you please help in the interpretation; we do not want to operate illegally".
One fixed wing flying school has made some calculations which indicate the cost of an endorsement on a basic light twin will increase by around $1,000.00. This is due to the instructor, who is not an ATO, now being unable to sign off the endorsement as before. They will have to hire in an ATO to carry out the competency check flight. "Some young students just don't have the additional funds available".
The Chief Pilot of a helicopter operation has held approvals to train and endorse pilots on a medium helicopter for many years. As he is not an ATO they will have to hire these services, as per the previous case. The additional cost of the ATO and the competency check flight could add around $7,000.00 to each endorsement.
As well as the additional cost there is also a degree of risk as the Chief Pilot has the knowledge and experience to conduct the training and check flight in a safe manner. The ATO who most likely would have minimum time on these machines could unwittingly compromise the safety of the check flight by not having the same level of experience and currency.
It was disappointing CASA did not listen to the number of individual aviation professionals, the major aviation associations via the TAAAF (The Australian Aviation Associations Forum) to further delay the introduction of CASR Part 61 until more of the problems were rectified.
Subsequent to my letter to The Hon. Warren Truss requesting a delay, a reply from his office states the delay in implementation from December 2013 to September 2014 was to allow changes in the regulation sought by industry be made in December 2013 and for recent amendments to related provisions under CASR Part 141 to also be approved which will reduce compliance costs for the industry.
Unfortunately from May 2014 to September 2014 there were several changes made to the legislation and associated MoS which were not made available for comment from the industry.
The reply from The Hon Warren Truss also suggests the understanding and implementation of the regulations will be further improved by a range of information available and being enhanced on the CASA website and Aviation Safety Seminars being held by CASA with industry around the country. One would have thought the Seminars should have been held prior to the implementation so as to avoid the obvious misunderstanding that currently exists.
The AHIA is working though Part 61 to prepare a report with constructive criticism and suggestions to amend what we have for the benefit of all. CASA has suggested this review should be completed in late March 2015. The AHIA will run several seminars to gather feedback from our members prior to March 2015.
Secretary AHIA
(Just a heads up on AHIA's continuing concern)
As this is the first edition after the launch of CASR Part 61 (Flight Crew Licensing); I have asked our President, Peter Crook to start this column with a brief overview of things happening at his end of the line. Peter is in Sydney and your editor (AHIA Secretary) resides in Brisbane.
Peter’s comments:
We are almost through the second week the implementation of the new CASR Part 61 and associated MoS and I and other members of the AHIA have been fielding a considerable number of questions from the industry. Some of the more pertinent issues are:
From fixed and rotary wing flying schools, "I cannot understand the new Regulation, the wording is unclear and in some cases ambiguous. Can you please help in the interpretation; we do not want to operate illegally".
One fixed wing flying school has made some calculations which indicate the cost of an endorsement on a basic light twin will increase by around $1,000.00. This is due to the instructor, who is not an ATO, now being unable to sign off the endorsement as before. They will have to hire in an ATO to carry out the competency check flight. "Some young students just don't have the additional funds available".
The Chief Pilot of a helicopter operation has held approvals to train and endorse pilots on a medium helicopter for many years. As he is not an ATO they will have to hire these services, as per the previous case. The additional cost of the ATO and the competency check flight could add around $7,000.00 to each endorsement.
As well as the additional cost there is also a degree of risk as the Chief Pilot has the knowledge and experience to conduct the training and check flight in a safe manner. The ATO who most likely would have minimum time on these machines could unwittingly compromise the safety of the check flight by not having the same level of experience and currency.
It was disappointing CASA did not listen to the number of individual aviation professionals, the major aviation associations via the TAAAF (The Australian Aviation Associations Forum) to further delay the introduction of CASR Part 61 until more of the problems were rectified.
Subsequent to my letter to The Hon. Warren Truss requesting a delay, a reply from his office states the delay in implementation from December 2013 to September 2014 was to allow changes in the regulation sought by industry be made in December 2013 and for recent amendments to related provisions under CASR Part 141 to also be approved which will reduce compliance costs for the industry.
Unfortunately from May 2014 to September 2014 there were several changes made to the legislation and associated MoS which were not made available for comment from the industry.
The reply from The Hon Warren Truss also suggests the understanding and implementation of the regulations will be further improved by a range of information available and being enhanced on the CASA website and Aviation Safety Seminars being held by CASA with industry around the country. One would have thought the Seminars should have been held prior to the implementation so as to avoid the obvious misunderstanding that currently exists.
The AHIA is working though Part 61 to prepare a report with constructive criticism and suggestions to amend what we have for the benefit of all. CASA has suggested this review should be completed in late March 2015. The AHIA will run several seminars to gather feedback from our members prior to March 2015.
Secretary AHIA
Thread Starter
CASR Part 61. Missing cost-benefit analysis??
AHIA queries CASA’s lack of cost benefit analysis for CASR Part 61 after receipt of US data.
A recent NTSB report shows a US civilian accident rate of only 3.94 accidents per 100,000 hours. (A very good result). By comparison, the ATSB Transport Safety Report of October 2013 states our rate is 10.8 accidents per 100,000 hours. Put simply, the FAA operators have an accident rate that is 2.74 times less than our CASA rotorcraft industry.
The AHIA is vigorously pursuing a study of extra expenses appearing as the CASR Part 61 Suite is being rolled out; our work is being slowed due to the number of exemptions, concessions and extra transition time needed to facilitate introduction of the new rules. The AHIA estimates on aircrew testing, ATO and FTE study (and looming shortages) will be a shock to many; especially when heavy multi-engine helicopters segment is looked at more closely.
AHIA members are constantly asking their executive why the cost of regulation is increasing at such an uncomfortable rate due to our nation’s alignment with the EASA system; a past political decision now so unpopular with Australian aviation community. Maybe the solution has always been on our doorstep? Industry comments state a need for a less complicated, less verbose and plain English regulatory system; which has been jointly developed by a regulator sensitive to industry needs.
Despite CASA’s media reports to the contrary; there has been little consultation with the helicopter industry. This unfortunate fact was confirmed when another version of both the CASR Part 61 Instrument and Manual of Standards was released only several days prior to the implementation date on 1 September 2014.
Rob Rich
AHIA Regulatory Review Coordinator
E: [email protected]
A recent NTSB report shows a US civilian accident rate of only 3.94 accidents per 100,000 hours. (A very good result). By comparison, the ATSB Transport Safety Report of October 2013 states our rate is 10.8 accidents per 100,000 hours. Put simply, the FAA operators have an accident rate that is 2.74 times less than our CASA rotorcraft industry.
The AHIA is vigorously pursuing a study of extra expenses appearing as the CASR Part 61 Suite is being rolled out; our work is being slowed due to the number of exemptions, concessions and extra transition time needed to facilitate introduction of the new rules. The AHIA estimates on aircrew testing, ATO and FTE study (and looming shortages) will be a shock to many; especially when heavy multi-engine helicopters segment is looked at more closely.
AHIA members are constantly asking their executive why the cost of regulation is increasing at such an uncomfortable rate due to our nation’s alignment with the EASA system; a past political decision now so unpopular with Australian aviation community. Maybe the solution has always been on our doorstep? Industry comments state a need for a less complicated, less verbose and plain English regulatory system; which has been jointly developed by a regulator sensitive to industry needs.
Despite CASA’s media reports to the contrary; there has been little consultation with the helicopter industry. This unfortunate fact was confirmed when another version of both the CASR Part 61 Instrument and Manual of Standards was released only several days prior to the implementation date on 1 September 2014.
Rob Rich
AHIA Regulatory Review Coordinator
E: [email protected]
Thread Starter
CASA rejects complaints about new licensing rules.
CASA rejects complaints about new licensing rules.
THE Civil Aviation Safety Authority says it is conducting a comprehensive information and education campaign to get people up to speed on controversial new pilot licensing rules.
Operators of smaller aviation concerns have complained about confusion over the new rules, describing them as hard to comprehend, not backed by education, and contradictory in places.
Industry sectors such as flight training, helicopter operations and aerial agriculture lobbied hard to get the September 1 introduction of the Civil Aviation Regulation Part 61 changes delayed because they did not believe either side was adequately prepared.
But CASA, which had issued 570 Part 61 licences by Tuesday, rejected the claims.
“There is a wealth of information on the CASA website for pilots, flying instructors and flying training organisations,” a CASA spokesman said. “We are progressively updating and refining this information based on feedback from the aviation community and the questions being asked.’’
The spokesman said there were currently 19 plain-English information sheets available covering topics ranging from student pilots through to flight reviews and proficiency checks, with three more about to be released. These were short and easy to follow, covering the central elements of the new licensing suite.
A series of AvSafety seminars focusing on the new rules had been running since July, with 22 already conducted and 20 more planned.
The authority also did not believe the new regulations contained contradictions. “However, we are always open to feedback and suggestions from people in the aviation community,’’ the spokesman said. “If there are indeed issues relating to the new regulations that can be usefully addressed, we will do so. CASA encourages anyone with comments or suggestions about the new licensing suite to bring them to our attention.’’
The spokesman also disputed the claims that the new rules were costing more and said CASA was not charging people to make the transition. He said pilots who held a licence before September 1 were issued a new Part 61 licence at no cost when they notified CASA of a flight review or proficiency check, or they gained a rating or endorsement.
There had been lengthy and detailed consultations with the aviation community during the development of the new licensing suite over a number of years and there was an extended transition period of four years for pilots and three years for training organisations.
“The new regulations bring in significant improvements for the flying training sector such as the abolition of the student pilot licence, the inclusion of the recreational pilot licence and the wider use of the aircraft class rating system,’’ he said.
“It introduces greater flexibility, more options and a common structure for all pilot training. Under the previous regulatory arrangements there were many different and sometimes inconsistent arrangements covering training which are now streamlined and standardised.
“This makes the rules easier to understand and provides for better safety outcomes.”
The Australian Newspaper - Fri 3 Oct '14.
THE Civil Aviation Safety Authority says it is conducting a comprehensive information and education campaign to get people up to speed on controversial new pilot licensing rules.
Operators of smaller aviation concerns have complained about confusion over the new rules, describing them as hard to comprehend, not backed by education, and contradictory in places.
Industry sectors such as flight training, helicopter operations and aerial agriculture lobbied hard to get the September 1 introduction of the Civil Aviation Regulation Part 61 changes delayed because they did not believe either side was adequately prepared.
But CASA, which had issued 570 Part 61 licences by Tuesday, rejected the claims.
“There is a wealth of information on the CASA website for pilots, flying instructors and flying training organisations,” a CASA spokesman said. “We are progressively updating and refining this information based on feedback from the aviation community and the questions being asked.’’
The spokesman said there were currently 19 plain-English information sheets available covering topics ranging from student pilots through to flight reviews and proficiency checks, with three more about to be released. These were short and easy to follow, covering the central elements of the new licensing suite.
A series of AvSafety seminars focusing on the new rules had been running since July, with 22 already conducted and 20 more planned.
The authority also did not believe the new regulations contained contradictions. “However, we are always open to feedback and suggestions from people in the aviation community,’’ the spokesman said. “If there are indeed issues relating to the new regulations that can be usefully addressed, we will do so. CASA encourages anyone with comments or suggestions about the new licensing suite to bring them to our attention.’’
The spokesman also disputed the claims that the new rules were costing more and said CASA was not charging people to make the transition. He said pilots who held a licence before September 1 were issued a new Part 61 licence at no cost when they notified CASA of a flight review or proficiency check, or they gained a rating or endorsement.
There had been lengthy and detailed consultations with the aviation community during the development of the new licensing suite over a number of years and there was an extended transition period of four years for pilots and three years for training organisations.
“The new regulations bring in significant improvements for the flying training sector such as the abolition of the student pilot licence, the inclusion of the recreational pilot licence and the wider use of the aircraft class rating system,’’ he said.
“It introduces greater flexibility, more options and a common structure for all pilot training. Under the previous regulatory arrangements there were many different and sometimes inconsistent arrangements covering training which are now streamlined and standardised.
“This makes the rules easier to understand and provides for better safety outcomes.”
The Australian Newspaper - Fri 3 Oct '14.
Thread Starter
Australian Regulator - Someone now at helm
CASA Media Release – Thu 30 Oct ’14.
New Director of Aviation Safety
Mr. Mark Skidmore AM has been appointed as the new Director of Aviation Safety at the Civil Aviation Safety Authority (CASA). The chairman of CASA’s Board Dr Allan Hawke AC announced the five year appointment today (Thu 30 Oct ’14).
Mr. Skidmore has more than 30 years experience in both civilian and military aviation. “Mark Skidmore brings a wealth of aviation experience to the position of Director of Aviation Safety at CASA,” Dr Hawke said. “Mark has worked in civilian aviation as a test pilot, business development manager and company director. He has led large teams of operational, technical and administrative staff, providing leadership for operational, training and support functions.
“Mark had an outstanding military aviation career, beginning as a pilot in the Royal Australian Air Force in the early 1980s. He led RAAF research and development squadrons and was promoted to Australia’s Air Commander, holding oversight for Australia’s air operations, and reaching the rank of Air Vice Marshal before retiring in 2012. The new Director of Aviation Safety was chosen after an international search for the best available person to further develop CASA as a world leader in aviation safety regulation”.
“CASA’s Board has full confidence that under the leadership of Mark Skidmore Australia’s proud aviation safety record will be protected and enhanced. Mark is committed to working with the aviation industry and the general community to achieve the best possible safety outcomes. He understands safety is a shared responsibility with the aviation industry and will encourage and support the industry while at the same time ensuring the interests of the travelling public are protected.
Mark is part of the general aviation community, owning and regularly flying a Globe GC-1B Swift.
“Recognizing Mark needs time to finalize his current commitments he will take up his appointment as Director of Aviation Safety as soon as possible”.
Mark Skidmore career highlights
2013 - Aviation consultant.
2013 - Director Flight Operations Raytheon Australia.
2001-2012 - Royal Australian Air Force – from 2008 Air Commander Australia; previously: Joint Force Air Component Commander including Director of the Coalition Combined Air Operations Centre in the Middle East Area, Director Combined Air and Space Operations Centre, Director Operational Requirements, New Air Combat Capability Commander, Aircraft Research and Development Unit.
1998-1999 - Senior Test Pilot and Business Development Executive Raytheon Australia.
1983-1997 - Royal Australian Air Force – pilot and test pilot
CASA Media contact: Peter Gibson; Mobile: 0419 296 446 or email: [email protected]
New Director of Aviation Safety
Mr. Mark Skidmore AM has been appointed as the new Director of Aviation Safety at the Civil Aviation Safety Authority (CASA). The chairman of CASA’s Board Dr Allan Hawke AC announced the five year appointment today (Thu 30 Oct ’14).
Mr. Skidmore has more than 30 years experience in both civilian and military aviation. “Mark Skidmore brings a wealth of aviation experience to the position of Director of Aviation Safety at CASA,” Dr Hawke said. “Mark has worked in civilian aviation as a test pilot, business development manager and company director. He has led large teams of operational, technical and administrative staff, providing leadership for operational, training and support functions.
“Mark had an outstanding military aviation career, beginning as a pilot in the Royal Australian Air Force in the early 1980s. He led RAAF research and development squadrons and was promoted to Australia’s Air Commander, holding oversight for Australia’s air operations, and reaching the rank of Air Vice Marshal before retiring in 2012. The new Director of Aviation Safety was chosen after an international search for the best available person to further develop CASA as a world leader in aviation safety regulation”.
“CASA’s Board has full confidence that under the leadership of Mark Skidmore Australia’s proud aviation safety record will be protected and enhanced. Mark is committed to working with the aviation industry and the general community to achieve the best possible safety outcomes. He understands safety is a shared responsibility with the aviation industry and will encourage and support the industry while at the same time ensuring the interests of the travelling public are protected.
Mark is part of the general aviation community, owning and regularly flying a Globe GC-1B Swift.
“Recognizing Mark needs time to finalize his current commitments he will take up his appointment as Director of Aviation Safety as soon as possible”.
Mark Skidmore career highlights
2013 - Aviation consultant.
2013 - Director Flight Operations Raytheon Australia.
2001-2012 - Royal Australian Air Force – from 2008 Air Commander Australia; previously: Joint Force Air Component Commander including Director of the Coalition Combined Air Operations Centre in the Middle East Area, Director Combined Air and Space Operations Centre, Director Operational Requirements, New Air Combat Capability Commander, Aircraft Research and Development Unit.
1998-1999 - Senior Test Pilot and Business Development Executive Raytheon Australia.
1983-1997 - Royal Australian Air Force – pilot and test pilot
CASA Media contact: Peter Gibson; Mobile: 0419 296 446 or email: [email protected]
Thread Starter
AHIA: Part 61 Review Committee - Teleconf 3 Nov '14
Peter Crook (President) hosted a catch up teleconference of the original Part 61 working group to share information and pass on his observations from the CASA meeting about Medical Transport changes to be incorporated into the pending draft of the Part 133 (Air Transport) and Part 138 (Aerial Work) rules.
The AHIA will send more information to their members - need a copy - just ask.
As the MC of the Skype link up (and past ones also) I noted that Part 61 was not running too well; the CASA PR saying the opposite was condemned as it was recognised as politically motivated misinformation. As most of the overarching Board and DAS's office have new players without significant or workable GA knowledge; especially helicopters.
The sombre mood was broken by stories of CASA/industry stuff-ups. Fortunately, common sense prevailed and President Peter asked that significant hiccups be collected and presented to CASA to illustrate to all that the real situation and media campaign telling all is well are at odds.
One odd issue noted was that many the new standards will preclude CASA FOI/Examines being able to carry out their duties as they may not meet proficiency or currency needs. Apparently CASA may not fund their staff to clear this problem. Operators are saying they may have to refuse the CASA testing officers as their insurance would not cover the testing officer flying outside the law?
More later. Regulation fatigue is very obvious. 2015 will be a bad year if current trends are to be evaluated.
AHIA
The AHIA will send more information to their members - need a copy - just ask.
As the MC of the Skype link up (and past ones also) I noted that Part 61 was not running too well; the CASA PR saying the opposite was condemned as it was recognised as politically motivated misinformation. As most of the overarching Board and DAS's office have new players without significant or workable GA knowledge; especially helicopters.
The sombre mood was broken by stories of CASA/industry stuff-ups. Fortunately, common sense prevailed and President Peter asked that significant hiccups be collected and presented to CASA to illustrate to all that the real situation and media campaign telling all is well are at odds.
One odd issue noted was that many the new standards will preclude CASA FOI/Examines being able to carry out their duties as they may not meet proficiency or currency needs. Apparently CASA may not fund their staff to clear this problem. Operators are saying they may have to refuse the CASA testing officers as their insurance would not cover the testing officer flying outside the law?
More later. Regulation fatigue is very obvious. 2015 will be a bad year if current trends are to be evaluated.
AHIA
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Apart from all the issues with TRE’s in Part 61, there will be a little bit of excitement in the offshore industry if Part 133.390 is passed/issued. This is CAT A for all Helicopters above 19 seats. That class is the AS332/EC225!
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Yes that’s what we thought but unfortunately CASA sees it as the certified number of seats. Hence there are issues at present where no training can take place in 332’s or 225’s in the aircraft due to another regulation that refers to seat numbers.
Thread Starter
Australian associations join forces against CASA changes
Now is the time for Government to act – TAAAF concerns about regulator’s performance.
Note: The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia (AAAA); Aerostructures and Aircraft Manufactures (AAM); Australian Association of Flight Instructors (AAoI); Australian Business Aviation Association (ABAA); Australian Helicopter Industry Association (AHIA); Australian Women Pilots’ Association (AWPA); Aviation Law Association (ALA); Aviation Maintenance, Repair and Overhaul Business Association (AMROBA); Recreational Aviation Australia (RAAus); Regional Aviation Association of Australia (RAAA) and Royal Federation of Aero Clubs Australia (RFAC).
A TAAAF Communiqué of 19 Nov ’14 states:
Now is the time for Government to act!
The combined peak bodies for aviation met in Sydney last Thursday to consider a range of urgent aviation issues. In considering the Government’s performance against their 12 key aviation election commitments, TAAAF scored the government as having delivered around 40% of their commitments.
A key issue noted was the lack of drive and commitment to act urgently on aviation – even judged by the Government’s own promises. In particular, the Forum expressed concern at the lack of a Government response to the Aviation Safety Regulation Review. The Review was seen as a blue-print for the reform of CASA to make it an effective, efficient, fair and trusted regulator.
It called on the Minister to respond urgently to the Forsyth Review, to finalise Board appointments to ensure the CASA CEO is supported by a strong Board reflective of the interests of the industry, and to issue CASA with a new letter of strategic direction under the Civil Aviation Act.
The appointment of Jeff Boyd to the CASA Board was warmly welcomed but it is of ongoing concern that the CASA Board still has three vacancies, which is seen as holding back the reform of CASA. It also welcomed the appointment of a new CEO but clearly indicated that significant challenges lay ahead in the reform of CASA and in bringing about badly needed improvements as highlighted in the independent Forsyth Report.
With regard to the Forsyth report the Forum strongly supported the return to a three tier regulatory system to facilitate the drafting of simple operational rules. The Forum rejected the current CASA move toward the use of non-regulatory measures such as advisory material, policy, manuals and forms as compliance requirements for operators and pilots. It also strongly supported the introduction of key quality assurance mechanisms within CASA, including a merit decision appeal process; again as identified in the Forsyth report.
The Forum called on the Government to establish immediately a moratorium on all CASA regulatory development work until such time as the new CEO is fully operational, the CASA Board is appointed and the Government has made a clear response to the Forsyth Report.
In particular, CASR Part 61 should immediately be suspended to prevent further damage to the industry and a joint industry/CASA taskforce appointed to apply the principles of sound regulatory development.
CASR Part 61 was seen as a serious problem and not acceptable to the industry in its current form. It was identified as a threat to the viability of some sectors and significant numbers of operators. Additionally there is clearly confusion within the regulator about the implementation of the rule-set and a lack of consistent interpretation and education.
Noting the start of the bushfire season, the Forum supported calls for the creation of an offence for any unmanned aerial system (UAS) to be deployed at a fire-ground by a member of the public not under the control of the relevant fire agency, with serious penalties of the order of AUD$50,000 for any instance.
Media Enquiries: Chris Manning, Chair, 0414 672 212
Communiqué of 19 Nov ’14 ends.
AHIA: We are trying so hard to make changes - even the combined associations with direct access to Warren Truss are ignored!.
Rob Rich
Public Officer and Company Secretary
Australian Helicopter Industry Association Limited
Email: [email protected]
What do you think?
Note: The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia (AAAA); Aerostructures and Aircraft Manufactures (AAM); Australian Association of Flight Instructors (AAoI); Australian Business Aviation Association (ABAA); Australian Helicopter Industry Association (AHIA); Australian Women Pilots’ Association (AWPA); Aviation Law Association (ALA); Aviation Maintenance, Repair and Overhaul Business Association (AMROBA); Recreational Aviation Australia (RAAus); Regional Aviation Association of Australia (RAAA) and Royal Federation of Aero Clubs Australia (RFAC).
A TAAAF Communiqué of 19 Nov ’14 states:
Now is the time for Government to act!
The combined peak bodies for aviation met in Sydney last Thursday to consider a range of urgent aviation issues. In considering the Government’s performance against their 12 key aviation election commitments, TAAAF scored the government as having delivered around 40% of their commitments.
A key issue noted was the lack of drive and commitment to act urgently on aviation – even judged by the Government’s own promises. In particular, the Forum expressed concern at the lack of a Government response to the Aviation Safety Regulation Review. The Review was seen as a blue-print for the reform of CASA to make it an effective, efficient, fair and trusted regulator.
It called on the Minister to respond urgently to the Forsyth Review, to finalise Board appointments to ensure the CASA CEO is supported by a strong Board reflective of the interests of the industry, and to issue CASA with a new letter of strategic direction under the Civil Aviation Act.
The appointment of Jeff Boyd to the CASA Board was warmly welcomed but it is of ongoing concern that the CASA Board still has three vacancies, which is seen as holding back the reform of CASA. It also welcomed the appointment of a new CEO but clearly indicated that significant challenges lay ahead in the reform of CASA and in bringing about badly needed improvements as highlighted in the independent Forsyth Report.
With regard to the Forsyth report the Forum strongly supported the return to a three tier regulatory system to facilitate the drafting of simple operational rules. The Forum rejected the current CASA move toward the use of non-regulatory measures such as advisory material, policy, manuals and forms as compliance requirements for operators and pilots. It also strongly supported the introduction of key quality assurance mechanisms within CASA, including a merit decision appeal process; again as identified in the Forsyth report.
The Forum called on the Government to establish immediately a moratorium on all CASA regulatory development work until such time as the new CEO is fully operational, the CASA Board is appointed and the Government has made a clear response to the Forsyth Report.
In particular, CASR Part 61 should immediately be suspended to prevent further damage to the industry and a joint industry/CASA taskforce appointed to apply the principles of sound regulatory development.
CASR Part 61 was seen as a serious problem and not acceptable to the industry in its current form. It was identified as a threat to the viability of some sectors and significant numbers of operators. Additionally there is clearly confusion within the regulator about the implementation of the rule-set and a lack of consistent interpretation and education.
Noting the start of the bushfire season, the Forum supported calls for the creation of an offence for any unmanned aerial system (UAS) to be deployed at a fire-ground by a member of the public not under the control of the relevant fire agency, with serious penalties of the order of AUD$50,000 for any instance.
Media Enquiries: Chris Manning, Chair, 0414 672 212
Communiqué of 19 Nov ’14 ends.
AHIA: We are trying so hard to make changes - even the combined associations with direct access to Warren Truss are ignored!.
Rob Rich
Public Officer and Company Secretary
Australian Helicopter Industry Association Limited
Email: [email protected]
What do you think?
