Merged: Senate Inquiry
Careful what you wish for
Kharon
*
Join Date: Oct 2010
Location: Styx Houseboat Park.
Posts: 1,107
Mods – howzabout either merge this mess or; lock one. Hells Bells it happens fast enough when any other small thing goes awry. Waddja say ? huh?.
Last edited by Kharon; 12th Jul 2013 at 09:31. Reason: I, mean FFS. Guys!?
I feel sorry for the Mods, a bit like the Reserve Bank and interest rates, damned if they do and damned if they don't!
*
Join Date: Oct 2010
Location: Styx Houseboat Park.
Posts: 1,107
Mods – howzabout either merge this mess or; lock one. Hells Bells it happens fast enough when any other small thing goes awry. Waddja say ? huh?.
Last edited by Kharon; 12th Jul 2013 at 09:31. Reason: I, mean FFS. Guys!?
I feel sorry for the Mods, a bit like the Reserve Bank and interest rates, damned if they do and damned if they don't!
DPM to spruik White (elephant) Paper at Asia Pacific Aviation Summit today!
Teflon Man's speech on the Great White Elephant charade!
Obviously one that the DPM is not so proud of because you kind of have to hunt for it, anyway here it is 
:
Makes you feel all warm and fuzzy..."waiter I want what he's on!" 
:
Key Note Address to CAPA-Australia-Pacific Aviation Summit, Sydney
INTRODUCTION
Thank you for the warm welcome Peter [Harbison, Executive Chairman, CAPA Centre for Aviation].
Spike Milligan once famously said: “We don’t have a plan, so nothing can go wrong”.
That is very much the approach we inherited when we came to office in 2007.
There really was no plan.
Regional aviation was way down.
There were 31 fewer airports receiving passenger services and 5 million fewer passengers than there are now.
There was a chronic shortage of pilots, engineers and air traffic controllers.
And Australia was still feeling the impact of the collapse of Ansett in 2001
AVIATION WHITE PAPER
With no coherent plan in place for the industry in 2007, we knew this had to change.
After a lot of hard work, we released at the end of 2009 the first ever strategic plan for growth for the next 20 years – the Aviation White Paper.
We have now implemented almost all of its 134 initiatives.
This has given the aviation industry the long-term confidence it needs to plan, invest and grow the market.
AVIATION IN AUSTRALIA TODAY
The statistics are clear – Australians love to fly.
We took 57 million trips within our country last year.
And a further 16.5 million international flights.
Not bad for a nation of 23 million.
Domestically, growth is a healthy four per cent – a rate that is the envy of the world.
Growth is about six times as strong as the US and UK markets.
WHAT WE HAVE DONE
And with the growing Asian middle class right on our doorstep, there is no sense that things are going backwards anytime soon.
Indeed, we’re well placed to take advantage of Asia’s growth.
Since 2007, we have made sure that we have negotiated air services agreements with every ASEAN nation.
Most of these agreements have been liberalised over the past three years to allow for further growth.
We now have more flights and more airlines than ever operating into Australia.
And there are now many more destinations where our own Australian airlines can fly to.
We have doubled capacity with both China and Indonesia.
In the past three years, Chinese visitors to Australia have increased by almost 70 per cent.
And it won’t be stopping there.
By 2021, around one million Chinese tourists are expected to visit our shores each year, spending a collective $7.6 billion while here.
The Federal Labor Government has also signed open-skies style arrangements with Japan, and increased capacity entitlements with India, Thailand, Malaysia, Viet Nam and the Philippines.
In 2021, the economic value of these tourists is projected to be around $5.7 billion.
That means economic growth and more jobs for Australians right across the country.
All this hard work has helped to secure the futures of Qantas and Virgin.
Both airlines can now compete in new markets using their competitive alliances with foreign carriers.
The Government’s Asian Century White Paper, released last year, not only identified the importance of increasing air services between Asia and Australia.
It also stressed the need for Australia to work with the business sector and partner governments to reduce impediments to trade and travel.
Arrivals from Asia are forecast to reach 3.6 million by 2020 requiring targeted tourism products and good infrastructure.
We will need an additional 70,000 more hotel rooms to meet this projected demand.
UNITED STATES OPEN-SKIES AGREEMENT
Our advocacy isn’t just confined to Asia.
Our 2008 Open Skies agreement with the United States has provided great opportunities for increasing trade and commercial links between Australia and the United States.
Not only did this agreement open the door for Virgin Australia to enter the US market, it also allowed for Qantas and Jetstar to increase services.
That means greater service levels, more destinations, lower air fares.
And in response, the numbers flying between Australia and the US have increased from 1.9 million in 2008 to almost 2.8 million in the past year.
REGIONAL AIR SERVICES
It is also a healthy picture at home where growth is particularly evident at our regional airports.
Passenger numbers last year topped 24 million.
That’s a rise of 25 per cent since 2007.
More flights and greater competition have helped bring down the average price of a regional flight by 35 per cent over the past decade alone.
It’s not just regional passenger numbers that have grown since we came to government in 2007.
We have made unprecedented investments in regional and remote airport infrastructure.
For people living in remote Australia, air services aren’t a luxury – they are a lifeline for basic provisions and health services.
That’s why since coming to Government, we have invested more than $261 million in upgrades and services at regional and remote airports – more than five times what was spent by the former Coalition Government in the preceding six years.
Our record speaks for itself.
I also reaffirm the White Paper commitment that regional airlines will retain access to slots at Sydney airport in the morning and evening peaks.
Just recently the Government extended to 2016 the special pricing arrangements at Sydney Airport for regional services.
This protects regional airlines from being pushed out in favour of larger commercial interstate and international airlines.
CONSUMERS AND OPERATORS
We have delivered on our promise in the White Paper to improve the rights of consumers.
In March we increased the domestic passenger liability cap and mandatory insurance requirements for airlines by 45 per cent to $725,000.
We all aim for an industry free of accidents.
But when the unthinkable happens, this provides extra assurance to customers.
We changed the Damage By Aircraft Act to balance the allocation of risk by including a provision on contributory negligence.
An important piece of law, missing since the Act was passed in 1999.
We now have an Airline Customer Advocate, airline customer charters and much better plans in place for people with a disability so that airlines are clear about their roles and responsibilities.
Simple, common-sense improvements that improve the travelling experience for everyone.
CHEAPER AIRCRAFT
Recently, legislation passed the Parliament enabling Australia to sign up to the Cape Town Convention.
Capital costs are a concern for any industry and the Convention means airlines can now find cheaper finance when buying aircraft.
This reduces the risk for creditors, giving your industry greater certainty.
It could mean a saving of up to $2.5 million on a new Airbus A380, and about $1.7 million on the cost of a new Boeing 787-8.
But it’s not just for the big guys.
It will also help regional airlines expand and renew their fleets with savings of up to $330,000 on an ATR-72.
SYDNEY’S AVIATION CAPACITY
One area where serious questions remain is the capacity of Sydney Airport to service future demand.
Last year, the Federal and NSW Governments released a Joint Study on Aviation Capacity for the Sydney Region, a 3,200 report which made an irrefutable case for a new Sydney airport.
Kingsford Smith Airport is reaching capacity.
All the tinkering in the world won’t change that fact.
This size of the airport restricts its growth.
Melbourne Airport is 2 ½ times bigger than Sydney Airport and Brisbane is three times bigger.
Without a second Sydney airport, we will be saying no to jobs, no to economic growth and no to securing Sydney’s future as a global city.
With four out of every 10 flights passing each day through Sydney, this is no longer an issue just for this city.
A delay at Sydney spreads like influenza around the nation.
Australia – not just Sydney – needs a second Sydney airport sooner than later.
It must be dealt with in a bipartisan way.
The problems of Sydney are already affecting business.
Over the last five years alone, Melbourne’s international traffic has grown by twice that of Sydney.
Sydney’s share of international business now sits at 42 per cent, down from 50 per cent a decade ago.
All this comes at a time when international passenger numbers for Australia overall are at a record high.
HEALTH OF THE SECTOR
A healthy aviation sector is not just good for business, it’s also good for jobs.
There are 50,000 people directly employed in aviation.
And half a million more are employed in tourism jobs.
The air freight industry now carries $110 billion in cargo each year.
And aviation overall is now worth a remarkable $32 billion to the Australian economy.
The Federal Government is absolutely committed to ensuring that we get the policy settings right so that Australian aviation can continue to thrive in the future.
CONCLUSION
I have painted a pretty clear picture of the state of aviation in Australia.
No plan in place when we arrived.
And no policy agenda to address the industry’s problems.
Today, the market has never looked better.
We have passenger growth levels that are the envy of the world.
Our White Paper sets out a constructive, 20-year blueprint for growth, and we’ve enabled the industry to tend to its core business without excessive intervention.
We sit today on the doorstep of the fastest growing region of the planet.
And the people in the many countries that make up the Asian region are choosing to fly here in greater numbers than ever before.
Our aviation sector is in a great position to secure national economic benefits that future growth will bring.
I look forward to working with the sector to secure that future.
ENDS
INTRODUCTION
Thank you for the warm welcome Peter [Harbison, Executive Chairman, CAPA Centre for Aviation].
Spike Milligan once famously said: “We don’t have a plan, so nothing can go wrong”.
That is very much the approach we inherited when we came to office in 2007.
There really was no plan.
Regional aviation was way down.
There were 31 fewer airports receiving passenger services and 5 million fewer passengers than there are now.
There was a chronic shortage of pilots, engineers and air traffic controllers.
And Australia was still feeling the impact of the collapse of Ansett in 2001
AVIATION WHITE PAPER
With no coherent plan in place for the industry in 2007, we knew this had to change.
After a lot of hard work, we released at the end of 2009 the first ever strategic plan for growth for the next 20 years – the Aviation White Paper.
We have now implemented almost all of its 134 initiatives.
This has given the aviation industry the long-term confidence it needs to plan, invest and grow the market.
AVIATION IN AUSTRALIA TODAY
The statistics are clear – Australians love to fly.
We took 57 million trips within our country last year.
And a further 16.5 million international flights.
Not bad for a nation of 23 million.
Domestically, growth is a healthy four per cent – a rate that is the envy of the world.
Growth is about six times as strong as the US and UK markets.
WHAT WE HAVE DONE
And with the growing Asian middle class right on our doorstep, there is no sense that things are going backwards anytime soon.
Indeed, we’re well placed to take advantage of Asia’s growth.
Since 2007, we have made sure that we have negotiated air services agreements with every ASEAN nation.
Most of these agreements have been liberalised over the past three years to allow for further growth.
We now have more flights and more airlines than ever operating into Australia.
And there are now many more destinations where our own Australian airlines can fly to.
We have doubled capacity with both China and Indonesia.
In the past three years, Chinese visitors to Australia have increased by almost 70 per cent.
And it won’t be stopping there.
By 2021, around one million Chinese tourists are expected to visit our shores each year, spending a collective $7.6 billion while here.
The Federal Labor Government has also signed open-skies style arrangements with Japan, and increased capacity entitlements with India, Thailand, Malaysia, Viet Nam and the Philippines.
In 2021, the economic value of these tourists is projected to be around $5.7 billion.
That means economic growth and more jobs for Australians right across the country.
All this hard work has helped to secure the futures of Qantas and Virgin.
Both airlines can now compete in new markets using their competitive alliances with foreign carriers.
The Government’s Asian Century White Paper, released last year, not only identified the importance of increasing air services between Asia and Australia.
It also stressed the need for Australia to work with the business sector and partner governments to reduce impediments to trade and travel.
Arrivals from Asia are forecast to reach 3.6 million by 2020 requiring targeted tourism products and good infrastructure.
We will need an additional 70,000 more hotel rooms to meet this projected demand.
UNITED STATES OPEN-SKIES AGREEMENT
Our advocacy isn’t just confined to Asia.
Our 2008 Open Skies agreement with the United States has provided great opportunities for increasing trade and commercial links between Australia and the United States.
Not only did this agreement open the door for Virgin Australia to enter the US market, it also allowed for Qantas and Jetstar to increase services.
That means greater service levels, more destinations, lower air fares.
And in response, the numbers flying between Australia and the US have increased from 1.9 million in 2008 to almost 2.8 million in the past year.
REGIONAL AIR SERVICES
It is also a healthy picture at home where growth is particularly evident at our regional airports.
Passenger numbers last year topped 24 million.
That’s a rise of 25 per cent since 2007.
More flights and greater competition have helped bring down the average price of a regional flight by 35 per cent over the past decade alone.
It’s not just regional passenger numbers that have grown since we came to government in 2007.
We have made unprecedented investments in regional and remote airport infrastructure.
For people living in remote Australia, air services aren’t a luxury – they are a lifeline for basic provisions and health services.
That’s why since coming to Government, we have invested more than $261 million in upgrades and services at regional and remote airports – more than five times what was spent by the former Coalition Government in the preceding six years.
Our record speaks for itself.
I also reaffirm the White Paper commitment that regional airlines will retain access to slots at Sydney airport in the morning and evening peaks.
Just recently the Government extended to 2016 the special pricing arrangements at Sydney Airport for regional services.
This protects regional airlines from being pushed out in favour of larger commercial interstate and international airlines.
CONSUMERS AND OPERATORS
We have delivered on our promise in the White Paper to improve the rights of consumers.
In March we increased the domestic passenger liability cap and mandatory insurance requirements for airlines by 45 per cent to $725,000.
We all aim for an industry free of accidents.
But when the unthinkable happens, this provides extra assurance to customers.
We changed the Damage By Aircraft Act to balance the allocation of risk by including a provision on contributory negligence.
An important piece of law, missing since the Act was passed in 1999.
We now have an Airline Customer Advocate, airline customer charters and much better plans in place for people with a disability so that airlines are clear about their roles and responsibilities.
Simple, common-sense improvements that improve the travelling experience for everyone.
CHEAPER AIRCRAFT
Recently, legislation passed the Parliament enabling Australia to sign up to the Cape Town Convention.
Capital costs are a concern for any industry and the Convention means airlines can now find cheaper finance when buying aircraft.
This reduces the risk for creditors, giving your industry greater certainty.
It could mean a saving of up to $2.5 million on a new Airbus A380, and about $1.7 million on the cost of a new Boeing 787-8.
But it’s not just for the big guys.
It will also help regional airlines expand and renew their fleets with savings of up to $330,000 on an ATR-72.
SYDNEY’S AVIATION CAPACITY
One area where serious questions remain is the capacity of Sydney Airport to service future demand.
Last year, the Federal and NSW Governments released a Joint Study on Aviation Capacity for the Sydney Region, a 3,200 report which made an irrefutable case for a new Sydney airport.
Kingsford Smith Airport is reaching capacity.
All the tinkering in the world won’t change that fact.
This size of the airport restricts its growth.
Melbourne Airport is 2 ½ times bigger than Sydney Airport and Brisbane is three times bigger.
Without a second Sydney airport, we will be saying no to jobs, no to economic growth and no to securing Sydney’s future as a global city.
With four out of every 10 flights passing each day through Sydney, this is no longer an issue just for this city.
A delay at Sydney spreads like influenza around the nation.
Australia – not just Sydney – needs a second Sydney airport sooner than later.
It must be dealt with in a bipartisan way.
The problems of Sydney are already affecting business.
Over the last five years alone, Melbourne’s international traffic has grown by twice that of Sydney.
Sydney’s share of international business now sits at 42 per cent, down from 50 per cent a decade ago.
All this comes at a time when international passenger numbers for Australia overall are at a record high.
HEALTH OF THE SECTOR
A healthy aviation sector is not just good for business, it’s also good for jobs.
There are 50,000 people directly employed in aviation.
And half a million more are employed in tourism jobs.
The air freight industry now carries $110 billion in cargo each year.
And aviation overall is now worth a remarkable $32 billion to the Australian economy.
The Federal Government is absolutely committed to ensuring that we get the policy settings right so that Australian aviation can continue to thrive in the future.
CONCLUSION
I have painted a pretty clear picture of the state of aviation in Australia.
No plan in place when we arrived.
And no policy agenda to address the industry’s problems.
Today, the market has never looked better.
We have passenger growth levels that are the envy of the world.
Our White Paper sets out a constructive, 20-year blueprint for growth, and we’ve enabled the industry to tend to its core business without excessive intervention.
We sit today on the doorstep of the fastest growing region of the planet.
And the people in the many countries that make up the Asian region are choosing to fly here in greater numbers than ever before.
Our aviation sector is in a great position to secure national economic benefits that future growth will bring.
I look forward to working with the sector to secure that future.
ENDS
Simple, common-sense improvements that improve the travelling experience for everyone.
The Senate Inquiry comments re ATSB and CASA's performance over the PEL-AIR debacle would seem to suggest otherwise.
DPM is an idiot.
Join Date: May 2010
Location: More than 300km from SY, Australia
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casa and atsb just do not get it!!!!!!!!!
From the Albanese address:
What a load of absolute rubbish.
What we have is an over-regulated, struggling industry with an officious regulator and an inept investigator.
In Senator Xenophon's words:
Our White Paper sets out a constructive, 20-year blueprint for growth, and we’ve enabled the industry to tend to its core business without excessive intervention.
What we have is an over-regulated, struggling industry with an officious regulator and an inept investigator.
In Senator Xenophon's words:
It is my view that CASA, under Mr McCormick, has become a regulatory bully that appears to take any action available to ensure its own shortcomings are not made public. This poses great risks to aviation safety, and the safety of the travelling public. Equally, the ATSB—which should fearlessly expose any shortcomings on the part of CASA and other organisations to improve aviation safety—has become institutionally timid and appears to lack the strength to perform its role adequately.
Both agencies require a complete overhaul, and I believe it is only luck that their ineptness has not resulted in further deaths so far.
Both agencies require a complete overhaul, and I believe it is only luck that their ineptness has not resulted in further deaths so far.
Last edited by Up-into-the-air; 9th Aug 2013 at 00:36. Reason: More info
CAPA conference not a good look for DPM!
Sorry about the thread drift but this is kind of relevant...
DPM and Minister of many hats in a stoush with Sydney Airport boss..love it!
"Waiter bring me a bucket!"
Also picked up on and somewhat expanded by Ben:
Footnotes on the Max versus Albo brawl
Teflon man will be having a fresh coat of teflon administered at bath time tonight and it'll all be a distant memory tomorrow...
DPM and Minister of many hats in a stoush with Sydney Airport boss..love it!
Green light to break airport curfew - Moore-Wilton attacks Albanese
SYDNEY Airport chief Max Moore-Wilton has attacked Transport Minister Anthony Albanese, claiming Virgin Australia was given special treatment to land 10 flights after curfew because they were carrying politicians.
Mr Moore-Wilton also accused Mr Albanese of having a "massive conflict" of interest in managing the airport - and said he had encouraged international airlines to avoid Sydney.
Mr Moore-Wilton told the CAPA Pacific aviation conference in Sydney yesterday that he was surprised Mr Albanese's representative had given the green light on Tuesday night for the Virgin flights to land after curfew - if necessary.
It came after Virgin's recently upgraded booking system failed, throwing its flights into chaos.
"The minister's office - you could have knocked me over with a feather - allowed 10 flights after the curfew between 11pm and 11.30pm the other night so the system wouldn't come down," Mr Moore-Wilton told the televised conference. "I suspect there were a few politicians on those planes."
Mr Albanese last night said no Virgin flights had operated during the curfew on Tuesday.
"Mr Moore-Wilton should back up his hysterical claim that curfew dispensations were granted for politicians to breach the curfew," he said.
"Mr Moore-Wilton should find out the facts of what happens at his airport before making hysterical claims."
It is understood the airline was granted dispensation for four flights to land over water but none was used.
Documents show Mr Albanese's representative rarely approves requests to take off or land at Sydney after the curfew - even if flights have been delayed by bad weather and hundreds of passengers risk being severely disrupted.
Only eight approvals have been granted this year, according to documents tabled in federal parliament.
Mr Moore-Wilton said Mr Albanese had a "massive conflict of interest" as Transport Minister and MP for Grayndler, which is under the flight path: "Really he is the minister for no noise over Marrickville. He'll never spend a dollar on Sydney Airport because the No Aircraft Noise Party and the Greens will tear him limb from limb."
Mr Albanese is known in the airline industry for micro-managing Sydney air traffic to ensure aircraft noise does not become a political issue in his electorate of Grayndler. Airport chiefs say that means Australia's biggest airport cannot be run as efficiently as possible.
Mr Moore-Wilton also revealed Mr Albanese wrote to Qatari authorities advising them to look at flying to destinations other than Sydney. "I thought that was fantastic advice," he said.
Last year Qatar Airways chief executive Akbar Al Baker said he can't schedule flights to Sydney because of the curfew.
"Qatar Airways made its position clear in the pages of The Daily Telegraph, which was the first I had heard of it," Mr Albanese said.
But The Daily Telegraph can confirm Mr Albanese wrote to the Chairman of the Qatar Civil Aviation Authority on June 19 this year, highlighting Sydney airport's curfew.
"In the meantime I note the existing commercial entitlement settled in 2009 includes unrestricted access to all airports in Australia other than the four major Australian gateway cities," the letter says.
Mr Moore-Wilton also said capacity at Sydney Airport could be freed up by moving general aviation - including VIP government flights- to Richmond: "We could move general aviation and the Prime Minister's flights and Mr Albanese's flights out to Richmond - they wouldn't go there."
SYDNEY Airport chief Max Moore-Wilton has attacked Transport Minister Anthony Albanese, claiming Virgin Australia was given special treatment to land 10 flights after curfew because they were carrying politicians.
Mr Moore-Wilton also accused Mr Albanese of having a "massive conflict" of interest in managing the airport - and said he had encouraged international airlines to avoid Sydney.
Mr Moore-Wilton told the CAPA Pacific aviation conference in Sydney yesterday that he was surprised Mr Albanese's representative had given the green light on Tuesday night for the Virgin flights to land after curfew - if necessary.
It came after Virgin's recently upgraded booking system failed, throwing its flights into chaos.
"The minister's office - you could have knocked me over with a feather - allowed 10 flights after the curfew between 11pm and 11.30pm the other night so the system wouldn't come down," Mr Moore-Wilton told the televised conference. "I suspect there were a few politicians on those planes."
Mr Albanese last night said no Virgin flights had operated during the curfew on Tuesday.
"Mr Moore-Wilton should back up his hysterical claim that curfew dispensations were granted for politicians to breach the curfew," he said.
"Mr Moore-Wilton should find out the facts of what happens at his airport before making hysterical claims."
It is understood the airline was granted dispensation for four flights to land over water but none was used.
Documents show Mr Albanese's representative rarely approves requests to take off or land at Sydney after the curfew - even if flights have been delayed by bad weather and hundreds of passengers risk being severely disrupted.
Only eight approvals have been granted this year, according to documents tabled in federal parliament.
Mr Moore-Wilton said Mr Albanese had a "massive conflict of interest" as Transport Minister and MP for Grayndler, which is under the flight path: "Really he is the minister for no noise over Marrickville. He'll never spend a dollar on Sydney Airport because the No Aircraft Noise Party and the Greens will tear him limb from limb."
Mr Albanese is known in the airline industry for micro-managing Sydney air traffic to ensure aircraft noise does not become a political issue in his electorate of Grayndler. Airport chiefs say that means Australia's biggest airport cannot be run as efficiently as possible.
Mr Moore-Wilton also revealed Mr Albanese wrote to Qatari authorities advising them to look at flying to destinations other than Sydney. "I thought that was fantastic advice," he said.
Last year Qatar Airways chief executive Akbar Al Baker said he can't schedule flights to Sydney because of the curfew.
"Qatar Airways made its position clear in the pages of The Daily Telegraph, which was the first I had heard of it," Mr Albanese said.
But The Daily Telegraph can confirm Mr Albanese wrote to the Chairman of the Qatar Civil Aviation Authority on June 19 this year, highlighting Sydney airport's curfew.
"In the meantime I note the existing commercial entitlement settled in 2009 includes unrestricted access to all airports in Australia other than the four major Australian gateway cities," the letter says.
Mr Moore-Wilton also said capacity at Sydney Airport could be freed up by moving general aviation - including VIP government flights- to Richmond: "We could move general aviation and the Prime Minister's flights and Mr Albanese's flights out to Richmond - they wouldn't go there."
Also picked up on and somewhat expanded by Ben
:Footnotes on the Max versus Albo brawl
Teflon man will be having a fresh coat of teflon administered at bath time tonight and it'll all be a distant memory tomorrow...
PelAir report & recommendation 26 and a viable alternative?
Confidential reporting R26:
Maybe while the Canucks are here we could learn a bit about their system of confidential reporting?? 
Report transportation safety concerns in confidence
The Transportation Safety Board of Canada (TSB) administers a program called SECURITAS that enables you to report-in confidence-concerns you may have about safety in the marine, pipeline, rail and air modes of transportation. The incidents and potentially unsafe acts or conditions you report through SECURITAS are not always reported through other channels.
Why use SECURITAS?
SECURITAS reports can lead to the TSB making formal recommendations to the Minister of Transport or issuing safety advisories to other government departments or industry organizations for action.
SECURITAS reports can help the TSB identify widespread safety issues.
By combining confidential report data with other accident and incident reports and studies, and by sharing safety information with other agencies in Canada and abroad, investigators gain greater insight into national and global transportation safety issues.
SECURITAS reports may support TSB studies and analyses on safety-related matters such as operating procedures, training, human performance and equipment.
How is confidentiality protected?
The Canadian Transportation Accident Investigation and Safety Board Act (CTAISB Act) protects the confidentiality of the statements that witnesses or those involved in transportation occurrences make, as well as the identity of persons who report confidentially to SECURITAS, so they can be frank with TSB investigators without any fear of reprisal, self-incrimination or embarrassment.
Letters, faxes, e-mails and telephone messages to SECURITAS come directly into the SECURITAS office and are handled only by authorized SECURITAS analysts. The analysts are specialists in marine, pipeline, rail and aviation safety.
A confidential record is kept of the reporter's name and contact information because the SECURITAS analyst may need to reach the reporter to follow up on the details of his or her report-but the reporter's identity is kept confidential.
The CTAISB Act (Section 31) and the TSB Regulations prohibit the release of any information that could reveal a confidential reporter's identity without the reporter's written consent.
How is this information used?
SECURITAS analysts examine each report and enter the pertinent information into the SECURITAS database. The TSB initiates action according to the gravity of the safety concern.
When the reported observation is confirmed to represent a safety deficiency, the TSB forwards the information, often with its suggestion for corrective action, to the appropriate regulatory authority. Sometimes the TSB contacts specific transportation organizations, companies and/or agencies directly if they are the ones best placed to correct the problem, but it will not take any action that might reveal the reporter's identity.
By comparing SECURITAS reports with other reports of similar situations, the TSB can also identify systemic safety deficiencies.
How to report to SECURITAS
SECURITAS is primarily concerned with unsafe acts and conditions in commercial and public transportation systems within federally-regulated modes of transport (marine, pipeline, rail and air).
Contact SECURITAS, and include the following in your message:
For example:
What should you not report to SECURITAS?
Air sector
Who reports to SECURITAS?
You are a pilot, air traffic controller, dispatcher, flight services specialist, flight attendant, aircraft maintenance engineer, a passenger-or any other person having an interest in aviation safety.
What kind of situation should you report?
These are some examples of the types of situations that could affect air transportation safety and that your report might help correct.
Unsafe conditions
The Transportation Safety Board of Canada will never reveal your identity or any information that could identify who you are. By reporting an unsafe act or condition, you can help make a real difference towards improving transportation safety.
Recommendation 26
10.35 The committee recommends that in relation to mandatory and confidential reporting, the default position should be that no identifying details should be provided or disclosed. However, if there is a clear risk to safety then the ATSB, CASA and industry representatives should develop a process that contains appropriate checks and balances.
10.35 The committee recommends that in relation to mandatory and confidential reporting, the default position should be that no identifying details should be provided or disclosed. However, if there is a clear risk to safety then the ATSB, CASA and industry representatives should develop a process that contains appropriate checks and balances.
Report transportation safety concerns in confidence
The Transportation Safety Board of Canada (TSB) administers a program called SECURITAS that enables you to report-in confidence-concerns you may have about safety in the marine, pipeline, rail and air modes of transportation. The incidents and potentially unsafe acts or conditions you report through SECURITAS are not always reported through other channels.
Why use SECURITAS?
SECURITAS reports can lead to the TSB making formal recommendations to the Minister of Transport or issuing safety advisories to other government departments or industry organizations for action.
SECURITAS reports can help the TSB identify widespread safety issues.
By combining confidential report data with other accident and incident reports and studies, and by sharing safety information with other agencies in Canada and abroad, investigators gain greater insight into national and global transportation safety issues.
SECURITAS reports may support TSB studies and analyses on safety-related matters such as operating procedures, training, human performance and equipment.
How is confidentiality protected?
The Canadian Transportation Accident Investigation and Safety Board Act (CTAISB Act) protects the confidentiality of the statements that witnesses or those involved in transportation occurrences make, as well as the identity of persons who report confidentially to SECURITAS, so they can be frank with TSB investigators without any fear of reprisal, self-incrimination or embarrassment.
Letters, faxes, e-mails and telephone messages to SECURITAS come directly into the SECURITAS office and are handled only by authorized SECURITAS analysts. The analysts are specialists in marine, pipeline, rail and aviation safety.
A confidential record is kept of the reporter's name and contact information because the SECURITAS analyst may need to reach the reporter to follow up on the details of his or her report-but the reporter's identity is kept confidential.
The CTAISB Act (Section 31) and the TSB Regulations prohibit the release of any information that could reveal a confidential reporter's identity without the reporter's written consent.
How is this information used?
SECURITAS analysts examine each report and enter the pertinent information into the SECURITAS database. The TSB initiates action according to the gravity of the safety concern.
When the reported observation is confirmed to represent a safety deficiency, the TSB forwards the information, often with its suggestion for corrective action, to the appropriate regulatory authority. Sometimes the TSB contacts specific transportation organizations, companies and/or agencies directly if they are the ones best placed to correct the problem, but it will not take any action that might reveal the reporter's identity.
By comparing SECURITAS reports with other reports of similar situations, the TSB can also identify systemic safety deficiencies.
How to report to SECURITAS
SECURITAS is primarily concerned with unsafe acts and conditions in commercial and public transportation systems within federally-regulated modes of transport (marine, pipeline, rail and air).
Contact SECURITAS, and include the following in your message:
- your name, address and phone number
- your profession and experience
- your involvement in the unsafe situation being reported
- where else you may have reported this unsafe situation or safety concern
- complete identification of the ship, pipeline, rolling stock or aircraft
- the name of the owner/operator of the equipment
For example:
- How was the unsafe act/condition discovered?
- If you are describing an event, tell SECURITAS
- what happened;
- where it happened;
- when it happened (the date and the local time); and
- why you think it happened.
- What actions/inactions resulted, or could have resulted?
- How do you think the situation could be corrected?
What should you not report to SECURITAS?
- Regulatory infractions or illegal activities that do not affect safety
- Customer service complaints
- Undesirable working conditions that do not affect transportation safety
Air sector
Who reports to SECURITAS?
You are a pilot, air traffic controller, dispatcher, flight services specialist, flight attendant, aircraft maintenance engineer, a passenger-or any other person having an interest in aviation safety.
What kind of situation should you report?
These are some examples of the types of situations that could affect air transportation safety and that your report might help correct.
Unsafe conditions
- Chronic lack of repair of aircraft, poor maintenance practices
- Unsafe runway or aerodrome conditions
- Inadequate or poor air traffic services in a particular area
- Poor reception of navigation signals, weak radio coverage, inadequate weather services
- Errors in aeronautical publications; unsafe procedures published in manuals of instructions for pilots, cabin crew, ground crew, or aircraft maintenance or air traffic services
- Routinely descending below minimum en route altitude or approach in instrument meteorological conditions
- Non-compliance with airworthiness directives, minimum equipment list
- Pilots flying in excess of regulatory flight-time limits
- Unsafe aircraft circuit procedures and/or communications
- Air traffic control practices that could jeopardize the safety of flight, e.g., use of non-standard phraseology, compromising separation criteria, inadequate manning and supervision
- Unsafe cabin baggage stowage procedures; unsafe passenger seating or cargo securing arrangements
- Aircraft maintenance procedures not completed correctly but signed off
- Shortcuts in following checklist procedures
- Crew scheduling problems: inadequate crew composition, unqualified crew, inadequate crew rest
- Scheduling personnel who are not professionally or medically qualified for the assigned duties
- The use of unapproved parts, time-expired equipment
The Transportation Safety Board of Canada will never reveal your identity or any information that could identify who you are. By reporting an unsafe act or condition, you can help make a real difference towards improving transportation safety.
Last edited by Sarcs; 19th Aug 2013 at 21:33.
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And when the music stops?
The country may slumbering through the stultifying morass of election play making or sitting with a thumb firmly on the mute button; even forgetting the breath taking revelations of the Senate inquiry; but not Ben Sandilands at Plane Talking. I realise that Abbott's dip in the murky waters of the non PC pool may, temporarily, enthral and distract but not even the mods can shut down the press. Tick Tock indeed.
Your $200 million dollar question is:-
But the candour and speed with which the Philippines authorities notified the public of the actual details is yet another reminder of how poorly Australia’s safety authorities perform, notably in the case of the dishonest and quite frankly disgraceful handling of the Pel-Air crash investigation by both CASA the regulator and the ATSB, the now compromised and un-independent air safety investigator.
Australia, on its record, is more protective of the business interests of shamed airlines than it is accountable to travelling public. In fact the director of air safety at CASA, John McCormick, has quite a bit to say about this on the public and legally privileged record of the Hansard of the recent Senate committee inquiry into the deeply flawed Pel-Air crash report produced by the ATSB. Read the Senate findings and recommendations, and check back with the Hansard. It will take you at least a day, and leave you shaken and appalled.
Are we proud of this? Do we care? Or will we only care, when there is an avoidable tragedy in this country, and the responsible minister or his successor, is confronted in an inevitable high level inquiry with a mountain of evidence of shoddy, unresponsive and dangerous incompetency in both CASA and the ATSB?
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Time to remove the rot
The problem with Australian aviation's regulatory bodies is that they require a giant enema. The amount of ****e that these organisations have collected over the decades cant be measured. The Australian public, aviation professionals, senators, the local bushman, FIFO hookers and even the next door neighbours cattle dog knows that CASA and ATSB are completely useless, corrupt, incompetent, lethargic, out of their league and solely in place to protect the minister. Dolan and his Commissioners are an embarrassment, CASA and its three ring DAS circus are the worst example of safety management I have ever seen in 40 years of aviation. I mean seriously, a Doctor of voodoo law, a burnt out test pilot and an emotionally unstable angry screaming out of control loner do not fit the bill of a robust oversight management team. It is borderline frightening let alone sheer crazy what we are seeing. As for ATSB, well three commissioners who have never put their head underneath an engine cowl or seen anything aviation apart from the QF chairman’s lounge are equally reprehensible.
And I am still surprised that R. Collins whose business partner was Les Wright in PNG has yet to be grilled. There was very strong rumour that Collins helped Wright through the CASA audits of Transair before the Lockhart River accident. A little birdie is also singing a familiar song in regards to the Pel Air accident. It is remarkable how small this industry really is.
Senators Xenophon, Sterle, Fawcett and Nash are our only hope for possible change. And they are the only ones who may bring about closure and peace, finally, for people like Samantha Hare, Ziggychick and Shane Urquhart. Innocent people each with a different story about pain, suffering and the lowest of lows. Made to suffer intolerable pain while Government bureaucrats spin, lie, embellish and deny their own culpability. All of these individuals, the Minister, Mrdak and every spineless piece of amoral dross should hang their heads in shame and have a searing conscience for the remainder of eternity.
Coming to a regulator near you;
I have no doubt that CASA will force PPrune to remove this post or lock this thread, such is their desparation to silence those who know. But let me reassure you that this game will continue as long as I have breath in my body or until CASA is finally taken to task for what it is.
P.S.S How is Consultant Harbor these days? Miss you Gary, hope we get to play again soon
And Flyingfiend, where are you my friend? Locked in a basement somewhere in Canberra? After all you are a Gimp and were mentored by someone who knows how to play the game by the inhouse rules. Sadly none of you know how to play the game by my set of rules.
Be certain, I'm not finished playing yet.
And I am still surprised that R. Collins whose business partner was Les Wright in PNG has yet to be grilled. There was very strong rumour that Collins helped Wright through the CASA audits of Transair before the Lockhart River accident. A little birdie is also singing a familiar song in regards to the Pel Air accident. It is remarkable how small this industry really is.
Senators Xenophon, Sterle, Fawcett and Nash are our only hope for possible change. And they are the only ones who may bring about closure and peace, finally, for people like Samantha Hare, Ziggychick and Shane Urquhart. Innocent people each with a different story about pain, suffering and the lowest of lows. Made to suffer intolerable pain while Government bureaucrats spin, lie, embellish and deny their own culpability. All of these individuals, the Minister, Mrdak and every spineless piece of amoral dross should hang their heads in shame and have a searing conscience for the remainder of eternity.
Coming to a regulator near you;
I have no doubt that CASA will force PPrune to remove this post or lock this thread, such is their desparation to silence those who know. But let me reassure you that this game will continue as long as I have breath in my body or until CASA is finally taken to task for what it is.
P.S.S How is Consultant Harbor these days? Miss you Gary, hope we get to play again soon
And Flyingfiend, where are you my friend? Locked in a basement somewhere in Canberra? After all you are a Gimp and were mentored by someone who knows how to play the game by the inhouse rules. Sadly none of you know how to play the game by my set of rules.
Be certain, I'm not finished playing yet.
Last edited by CASAweary; 20th Aug 2013 at 04:13.
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Casaweary, bravo. Nice post. And good to see that you have tempered back your approach just a tad, nice work
Herr Sarcs, succinct as always mate
But don't CAsA and the ATSBeaker already have similar sounding systems called 'SECUREOURASS'?
On a serious note, the system sounds good and seems to tick the boxes. I would say only because there are boundaries, the government doesn't overly interfere plus the designers of the system are actual aviation cognisant individuals, not suckholes, bureaucrats, screamers or mi mi mi me'ers.
Herr Sarcs, succinct as always mate
But don't CAsA and the ATSBeaker already have similar sounding systems called 'SECUREOURASS'?
On a serious note, the system sounds good and seems to tick the boxes. I would say only because there are boundaries, the government doesn't overly interfere plus the designers of the system are actual aviation cognisant individuals, not suckholes, bureaucrats, screamers or mi mi mi me'ers.
Repulsion Attack
CASAweary,
Why did you have to mention Harbor?
I have a mild stomach complaint that responds well to daily medication. However, I have had a major reflux breakthrough since reading your post.
Moderators please delete the CASAweary post to aid my digestive complaint.
More recently happy but again cranky,
Franky
Why did you have to mention Harbor?
I have a mild stomach complaint that responds well to daily medication. However, I have had a major reflux breakthrough since reading your post.
Moderators please delete the CASAweary post to aid my digestive complaint.
More recently happy but again cranky,
Franky
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Deadline
Tomorrow is the 90 day deadline for Albanese to respond to the Senate report. Mrdak's comment about the "urgency" he briefed Albanese on is now more laughable! Does caretaker mode stop aviation safety? I'm appalled.
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Waiting; a bloody dreary business.
Phelan's latest piece makes me feel slightly uncomfortable.
I wonder – if Truss gets rolled and Barnaby Joyce steps up to the plate, will he lapse into a post election hiatus and simply not tackle the glaring, serious issues highlighted in the Senate "tip of the iceberg" report; go into a 'too busy' coma, or worse, take advice from the present crew? It will take some political will, horsepower and courage to untangle the Gordian knots, rings of iron, Golden West Mafia tactics, white papers and the entrenched rewards system for towing the line and being a willing accomplice. I notice trips to Montreal are being dished out again; and you wonder where $89 million goes to.
Of course, not being politically savvy is of no help, whatsoever; but, a healthy cynical distrust based on past events makes me wonder, will anything ever, ever change. If Xenophon, Fawcett and the Senate crew were not around, I'd reckon game over. But I can live in hope, wait and see, expect the worst and hope for the best. New cages to rattle, fresh tails to pull and the old enemies will still be squatting near trough – now there is a happy thought.
About par for the course I'd say, 'what man proposes, the gods disposes'. (Kempis badly paraphrased). 
Shadow Infrastructure Minister Warren Truss has supported demands from Senator David Fawcett for immediate action on the recommendations of the Senate committee enquiry into CASA and ATSB’s handling of the Pel-Air ditching at Norfolk Island almost four years ago:
Of course, not being politically savvy is of no help, whatsoever; but, a healthy cynical distrust based on past events makes me wonder, will anything ever, ever change. If Xenophon, Fawcett and the Senate crew were not around, I'd reckon game over. But I can live in hope, wait and see, expect the worst and hope for the best. New cages to rattle, fresh tails to pull and the old enemies will still be squatting near trough – now there is a happy thought.
Jinglie # 1367 –"Tomorrow is the 90 day deadline for Albanese to respond to the Senate report. Mrdak's comment about the "urgency" he briefed Albanese on is now more laughable! Does caretaker mode stop aviation safety? I'm appalled."
Last edited by Kharon; 22nd Aug 2013 at 23:28.
Political will and bureacratic reactive vs proactive!
Phelan's piece is highlighting a Truss media release that came out a week after the report was released..a lot has changed since then but the point you make "K" is relevant and perhaps industry should be starting to lobby Barnaby with their concerns in regards to the Senate report??
Meanwhile over at Sleepy Hollow the wagons appear to be circling...from today's Australian:
CASA toughens safety rule
A notice of proposed rule making to regulate fixed-wing aircraft and helicopter air ambulance flights as air transport operations will bring Australia into line with jurisdictions such as Britain, Europe, Canada, New Zealand and the US.
The Pel-Air flight was working under the less onerous "aerial work" capacity and this was seen as a factor in the ditching. The NPRM said Australia was unique among leading industrial nations in classifying medical transport flights as aerial work, and a reclassification would bring the flights into line with International Civil Aviation Organisation regulations.
It said the current aerial work category did not give operators full recognition of their proactive approach to safety or recognise the fundamental purpose of medical transport flights was passenger carriage of people often not in a position to make informed choice about the transport services received.
"Given industry's predisposition to a more risk-averse and safety-focused philosophy, CASA believes that Australia's new aviation safety regulations will benefit from a policy whereby medical transport flights are regulated as an air transport operation and are subject to the same general standards that apply to other passenger transport operations," it said.
The new requirements will mean medical transport operators will need to have to introduce several CASA-approved systems and processes.
These include safety management systems, human factors and non-technical skills training, fatigue management, check and training, operator expositions and maintenance processes with minimum equipment lists. "These systems are, in CASA's opinion, very relevant to the organisational model required for medical transport operations," the NPRM said.
In defining medical transport operations, CASA said it did not intend to classify as medical transport flights such as a search and rescue, which also may involve "coincident patient care" of an injured survivor.
These would remain classified an aerial work emergency service operation, regardless of the delivery of patient care. A flight solely for the purpose of carrying medical supplies also would remain a cargo operation.
"It is CASA's proposed policy that if a flight commences with the express purpose of carrying a medical passenger at any time, then the MT flight is a passenger transport operation for the purposes of Part 119 of CASA and applicable operational rules," it said.
The regulator also considered that "potential additional costs associated with adopting would be outweighed by the safety benefits".
"In many cases, such costs are already absorbed by operators as they have (in their own right) upgraded their business models, for contractual purposes, to meet the proposed AT requirements," it said.
Comments on the proposed rules close on November 27.
Kind of glosses over the cover up (blame the pilot)..of the cover up (hide the paperwork) which was conveniently covered up by the Chambers Report and the dross that was CAIR 09/3...
NB Rule 101 the key to good bureaucratic obfuscation is to deny..deny..deny and then say to the pollies hey look what we've done to fix the problem = contribution to the trough replenishment fund!
Meanwhile over at Sleepy Hollow the wagons appear to be circling...from today's Australian
: CASA toughens safety rule
- by: STEVE CREEDY
- From: The Australian
- August 23, 2013 12:00AM
A notice of proposed rule making to regulate fixed-wing aircraft and helicopter air ambulance flights as air transport operations will bring Australia into line with jurisdictions such as Britain, Europe, Canada, New Zealand and the US.
The Pel-Air flight was working under the less onerous "aerial work" capacity and this was seen as a factor in the ditching. The NPRM said Australia was unique among leading industrial nations in classifying medical transport flights as aerial work, and a reclassification would bring the flights into line with International Civil Aviation Organisation regulations.
It said the current aerial work category did not give operators full recognition of their proactive approach to safety or recognise the fundamental purpose of medical transport flights was passenger carriage of people often not in a position to make informed choice about the transport services received.
"Given industry's predisposition to a more risk-averse and safety-focused philosophy, CASA believes that Australia's new aviation safety regulations will benefit from a policy whereby medical transport flights are regulated as an air transport operation and are subject to the same general standards that apply to other passenger transport operations," it said.
The new requirements will mean medical transport operators will need to have to introduce several CASA-approved systems and processes.
These include safety management systems, human factors and non-technical skills training, fatigue management, check and training, operator expositions and maintenance processes with minimum equipment lists. "These systems are, in CASA's opinion, very relevant to the organisational model required for medical transport operations," the NPRM said.
In defining medical transport operations, CASA said it did not intend to classify as medical transport flights such as a search and rescue, which also may involve "coincident patient care" of an injured survivor.
These would remain classified an aerial work emergency service operation, regardless of the delivery of patient care. A flight solely for the purpose of carrying medical supplies also would remain a cargo operation.
"It is CASA's proposed policy that if a flight commences with the express purpose of carrying a medical passenger at any time, then the MT flight is a passenger transport operation for the purposes of Part 119 of CASA and applicable operational rules," it said.
The regulator also considered that "potential additional costs associated with adopting would be outweighed by the safety benefits".
"In many cases, such costs are already absorbed by operators as they have (in their own right) upgraded their business models, for contractual purposes, to meet the proposed AT requirements," it said.
Comments on the proposed rules close on November 27.
NB Rule 101 the key to good bureaucratic obfuscation is to deny..deny..deny and then say to the pollies hey look what we've done to fix the problem = contribution to the trough replenishment fund!
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Deep sea fishing Norfolk style
No no surely not. Changes to the Regs, for real?
Oh my, that must hurt the 'iron ring' allowing a change that will see one small component of their sandpit align with the others kids playground - EASA, FAA, TC, CAA?? Egos shall be decimated, genitalia will shrink, control handed over (in a roundabout way), an unofficial admission that other countries have got it right while dumb and dumber Australia wallow in regulatory mire!
One small step for CAsA, one potential giant leap for Australian aviation? Hmmm probably not, well not while the 'three ring DAS circus' is still in town with its side act of Beakerism! Mi mi mi.
Truss should be careful, that impenetrable iron ring will not like a pesky Pollie sniffing around their backyard, Truss could become another victim of the GWM.
Barnaby Joyce is a potential. He is fairly vocal and not afraid to insert a few pineapples, but it will take a giant set of hairy plums to rage against the CAsA machine. Up to the job Barnaby?
Imagine the looks of despair amongst CAsA's upper echelon, the dry throats, the watery eyes and the quivering lips as they approached Sith Mrdak's throne to announce that on one issue they would follow the rest of the world? Oh the humility, oh the shame, to willingly dine on a **** sandwich, that must have hurt. This won't impress the ATSBeaker because CAsA aren't going it alone, they are looking at other regions and acknowledging processes that work, rather than postulating, toying with robust hypotheses and generally playing with themselves whilst engaged in 'beyond reasoning' as the world slips past them.
Oh yes, a slight change of thought by FF as they fight to survive in a post Norfolk world!
No doubt the Screamer won't be in a good mood today folks, not even happy thoughts and a Hawaiian shirt will placate him. So best leave him be, no doubt somebody will be receiving a 1659 fax!
Oh my, that must hurt the 'iron ring' allowing a change that will see one small component of their sandpit align with the others kids playground - EASA, FAA, TC, CAA?? Egos shall be decimated, genitalia will shrink, control handed over (in a roundabout way), an unofficial admission that other countries have got it right while dumb and dumber Australia wallow in regulatory mire!
One small step for CAsA, one potential giant leap for Australian aviation? Hmmm probably not, well not while the 'three ring DAS circus' is still in town with its side act of Beakerism! Mi mi mi.
Truss should be careful, that impenetrable iron ring will not like a pesky Pollie sniffing around their backyard, Truss could become another victim of the GWM.
Barnaby Joyce is a potential. He is fairly vocal and not afraid to insert a few pineapples, but it will take a giant set of hairy plums to rage against the CAsA machine. Up to the job Barnaby?
Imagine the looks of despair amongst CAsA's upper echelon, the dry throats, the watery eyes and the quivering lips as they approached Sith Mrdak's throne to announce that on one issue they would follow the rest of the world? Oh the humility, oh the shame, to willingly dine on a **** sandwich, that must have hurt. This won't impress the ATSBeaker because CAsA aren't going it alone, they are looking at other regions and acknowledging processes that work, rather than postulating, toying with robust hypotheses and generally playing with themselves whilst engaged in 'beyond reasoning' as the world slips past them.
Oh yes, a slight change of thought by FF as they fight to survive in a post Norfolk world!
No doubt the Screamer won't be in a good mood today folks, not even happy thoughts and a Hawaiian shirt will placate him. So best leave him be, no doubt somebody will be receiving a 1659 fax!
Last edited by 004wercras; 23rd Aug 2013 at 03:07.
Nick marks the 90 days!
Jinglie:
And Nick Xenophon isn't afraid to remind everyone that the 90 days is up {although the spelling on government is interesting}:
Hear..hear Nick!
Although not up for re-election DF hasn't been holding back in his criticism of the Minister for many hats DPM Teflon either:
INTERNAL DIVISIONS HIGHER PRIORITY THAN AVIATION SAFETY
and:
Albanese needs to lead on Aviation Safety
Deadline
Tomorrow is the 90 day deadline for Albanese to respond to the Senate report. Mrdak's comment about the "urgency" he briefed Albanese on is now more laughable! Does caretaker mode stop aviation safety? I'm appalled.
Tomorrow is the 90 day deadline for Albanese to respond to the Senate report. Mrdak's comment about the "urgency" he briefed Albanese on is now more laughable! Does caretaker mode stop aviation safety? I'm appalled.
}:
GOVERNTMENT SILENCE DEAFENING ON AVIATION SAFETY REPORT
23rd August 2013
Independent Senator for South Australia, Nick Xenophon, has criticised Transport Minister Anthony Albanese for failing to respond to the Senate Rural and Regional Affairs and Transport Committee’s damning report into aviation accident investigations within the required three month timeframe.
This is despite evidence given by the Department of Infrastructure and Transport during Senate estimates that it would be providing advice to the Minister in early June.
“This is a disgrace,” Nick said. “The Senate committee’s report revealed serious failures on the part of CASA and the ATSB, and still the Government has nothing to say.”
The report, which focused on the ditching of Pel-Air flight VH-NGA off Norfolk Island in 2009, found that the ATSB’s investigation of the accident did not hold up to international standards and that CASA had withheld vital evidence detailing its own failure to oversee Pel-Air from the ATSB.
“Even the ATSB’s Chief Commissioner Martin Dolan said he wasn’t proud of the investigation, but neither the ATSB nor the Government are willing to fix what is clearly a broken system,” Nick said.
“The committee went so far as to say Mr Dolan’s evidence to the inquiry as ‘questionable’ and had ‘seriously eroded’ his standing as a witness,” Nick said. “These are incredibly serious allegations about the Chief Commissioner, but the Government has said nothing.”
“Every Australian who flies should be alarmed at the unanimous findings of the Senate inquiry,” Nick said. “It’s a pity this critical report doesn’t seem to be on the Government’s radar.”
23rd August 2013
Independent Senator for South Australia, Nick Xenophon, has criticised Transport Minister Anthony Albanese for failing to respond to the Senate Rural and Regional Affairs and Transport Committee’s damning report into aviation accident investigations within the required three month timeframe.
This is despite evidence given by the Department of Infrastructure and Transport during Senate estimates that it would be providing advice to the Minister in early June.
“This is a disgrace,” Nick said. “The Senate committee’s report revealed serious failures on the part of CASA and the ATSB, and still the Government has nothing to say.”
The report, which focused on the ditching of Pel-Air flight VH-NGA off Norfolk Island in 2009, found that the ATSB’s investigation of the accident did not hold up to international standards and that CASA had withheld vital evidence detailing its own failure to oversee Pel-Air from the ATSB.
“Even the ATSB’s Chief Commissioner Martin Dolan said he wasn’t proud of the investigation, but neither the ATSB nor the Government are willing to fix what is clearly a broken system,” Nick said.
“The committee went so far as to say Mr Dolan’s evidence to the inquiry as ‘questionable’ and had ‘seriously eroded’ his standing as a witness,” Nick said. “These are incredibly serious allegations about the Chief Commissioner, but the Government has said nothing.”
“Every Australian who flies should be alarmed at the unanimous findings of the Senate inquiry,” Nick said. “It’s a pity this critical report doesn’t seem to be on the Government’s radar.”
Although not up for re-election DF hasn't been holding back in his criticism of the Minister for many hats DPM Teflon either:
INTERNAL DIVISIONS HIGHER PRIORITY THAN AVIATION SAFETY
and:
Albanese needs to lead on Aviation Safety
Last edited by Sarcs; 23rd Aug 2013 at 10:35.
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Nicks memory is better than Mrdak's
Agreed Sarcs, some good articles popping up. I don't think we ever really thought that Nick would forget the agreed deadline did we?
As for the Albanese/Mrdak cone of science, no surprise there. They are just biding time and doing what Politicians of their calibre do best - prioritise the interest of themselves above all else. They have made an art form out of failing to respond within an agreed timeframe to anything. Its interesting how the Departments bastard child - CAsA, who acts with the same disregard and contempt for aviation safety and transparency as its Masters of the Ministry.
Can we issue Mrdak and Teflon Tony with a NCN? Oh no of course not, I forgot, one rule for the ills of society and one rule for the incompetent trough dwellers. How silly of me!
Frank Burden, all these shenanigans, what to do what to do? Bring back Harbor to sort out all these 'people issues'? Promote Beaker to a position next to Mrdak's throne, as a cup bearer of sorts? Or do we demand that the Screamer stop wearing 1970's porn film clothes around sleepy hollow every Friday? Or perhaps we just put the toilet seat down and hit the flush button? So many items need rectification, so little time!
As for the Albanese/Mrdak cone of science, no surprise there. They are just biding time and doing what Politicians of their calibre do best - prioritise the interest of themselves above all else. They have made an art form out of failing to respond within an agreed timeframe to anything. Its interesting how the Departments bastard child - CAsA, who acts with the same disregard and contempt for aviation safety and transparency as its Masters of the Ministry.
Can we issue Mrdak and Teflon Tony with a NCN? Oh no of course not, I forgot, one rule for the ills of society and one rule for the incompetent trough dwellers. How silly of me!
Frank Burden, all these shenanigans, what to do what to do? Bring back Harbor to sort out all these 'people issues'? Promote Beaker to a position next to Mrdak's throne, as a cup bearer of sorts? Or do we demand that the Screamer stop wearing 1970's porn film clothes around sleepy hollow every Friday? Or perhaps we just put the toilet seat down and hit the flush button? So many items need rectification, so little time!
Last edited by 004wercras; 23rd Aug 2013 at 11:32.