We do have a mechanism to protect our international aviation industry, its call the International Air Services Commission or IASC. It can be found at
International Air Services Commission
The way it works is that Governments world wide own the international rights, not the airlines who are in theory "lent " these rights for a period. The rights are created under bi-lateral agreements between governments. In Australia's case the negotiation is a multi department negotiation where many factors come into play. However the 2 basic organisations that are always present are DFAT and DOT.
When new rights are negotiated, the allocated period expires or the rights are handed back, the IASC has a hearing to reallocate the rights. In the past these hearings were widely advertised and submissions from interested parties were encouraged. However the grounds for comments are limited to those listed on their web site and can be changed by the Minister.
The last Ministerial criteria issued was in 2004.The section of interest to all in our industry is "General Criteria for Assessing Benefit to the Public". Included in this area is an item of great use to employees if we choose to use it. "Industry Structure.
(e) The Commission should assess the extent to which applications will impact positively on the Australian Aviation Indiustry."
This paragraph was inserted in the early days of the deregulation process when AIPA,ALAEA,FAAA and the ASU were taking an interest at the political level.At the time AIPA employed an economist who together with a couple of Com members actively participated in commenting on all IASC determinations.This team was particularly successful in their task in most cases backing Qantas but not always.There were times when the Ansett pilots in particular and also Qantas were not impressed, but it was AIPAs job to represent their members and they did it well.
With the demise of Ansett, AIPA decided in their wisdom (unwisely in my opinion) that there was no longer a real threat and wound the project down. The economist was let go. To the best of my knowledge the whole process has not been picked up again.
So the question is, given the history, why are the Aviation Industry not again participating in the IASC allocation process? The legislation allows for industry participation and indeed it took a lot of time and money to establish that right.The history is there in the allocation statements on the website. The process is there on the website. All that is needed is the will and the
continuous effort.
However the only way that by experience this works, is for all the Associations to work together so they sing from the same song sheet. The AIPA process worked because they spent money on someone who could produce documents in economic speak and had a Phd after his name so the public servants couldn't discredit him. There was also a massive effort into establishing working relationships with the IASC and DOT. The process took a lot of time and money but it worked.I don't see why it won't work again.
OK so that takes care of code sharing and outsourcing. If you are not clear how, then think opposing in the IASC every traffic determination that the Qantas group applies or any other Australian airline for that matter, where the
whole operation is not Australian.Having opposed it in the IASC then seek maximum publicity about your submission.
As far as open skies and allocation of foreign carriers, that requires a regular presence in Canberra.The Associations have to have the same level of presence as the Airlines do. Think Government Relations Dept. That also is achievable but as I said earlier you will have to spend money and be there for the long term. This kind of relationship is expactly that, a personal relationship between individuals and it has to be consistent and long term.
Again this worked in the past but for whatever reason was let go.
Wunwing