The problem stems from all the fees that are associated with flying that keeps costs up and profits low (in GA anyhow).
Fees are nothing compared to operating cost of the machines, again if you are the last in a line of undercutters you struggle to make ends meet. It's even worse if it's subsidised routes, that you were dumb enough to throw in a tender than had no margins. Again no one has to own planes, and no one has to be a pilot, if you are doing it for the wrong reasons and not for operating a profitable business then piss off and let proper operators with the right machines to tender for the jobs.
Next time you're on a jet with all big miners on board, and you're close to MTOW, do you REALLY think that each bloke is 86 kg's?? Don't open the overweight takeoff argument, thats why standard weights exist, to circumnavigate that requirement.
The comment just shows you lack understanding of the difference in certification of a light aircraft vs transport category. A slight overload in a Boeing won't do much, in a lighty it could overstress structure, degrade what little performance you have, move CoG outside control limits, and many other nasties that transport category have fat built into the system for. For instance in a light twin, lose an engine and its marginal performance to begin with, operating at or even slightly above MTOW, you are probably looking for a paddock. We have to remember that most light aircraft were designed as personal transports or trainers, not 40 years of commercial flying. Even the first 20 years of Navajo production was aimed at personal/business types, not airlines or commuters, it was only after it started to fill those roles Piper started an airline division with the T1020/40.
There are not that many operators in the country that CASA cannot keep tabs on them, if it where really so bad, these companies wouldn't be around anymore.
CASA does not interfere with industrial relations issues unless it affects safety, there are no air laws on pay and conditions for them to uphold. It's up to the individual to uphold their own standards and use fairwork/unions, or just walk, if they feel hard done by. As far as commercial pressure, all commercial pilots are under some form of pressure at all operations. I've been annoyed at decisions not to go by the company because it pissed the passengers off for no reason, that's still commercial pressure, coming from trying to get the job done and the company hindering you (it was safe to depart). Commercial pressure does not mean the company is forcing you to go, it could be implied, angry clients, weather gaps that look like the only chance and a multitude of other things. You could just rename commercial pressure as the stress of the job. Just your GA company owner making you feel bad because he's crying about operating on thin margins is pressure, that you don't want to send them broke with delays and diversions.