Truss: Aviation Safety Regulation Review
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The only good we can do now is to continue to build the mountain of evidence of inefficiency, expense and perhaps duplicity, dishonesty and outright corruption against the time when three smoking holes appear in relatively quick succession and trigger a royal commission.
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Sunny
The only way a royal commission will be held is if the Government of the day want to hang somebody and smear the names of former or present opponents. Abbott and Co don't want to hang themselves so it won't happen.
Frank
Survey undertaken using Sky Sentinel software?
The only good we can do now is to continue to build the mountain of evidence of inefficiency, expense and perhaps duplicity, dishonesty and outright corruption against the time when three smoking holes appear in relatively quick succession and trigger a royal commission
Frank
Terry just sent me an email. Everything is OK, got the survey results to prove it.
Last edited by Soteria; 28th Oct 2014 at 11:12.
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Free radicals/ general aviation/flying instructors/ and of caged birds.
A senior CasA Board identity once said that things will have to get worse before they can get better. Said with such sincerity it caused raised eyelids with many already afflicted by the regulatory nepotism, the psychopathic incompetence, the arrogance, the indifference to adherence of the bureaucratic role, a bipartisan and chronic lack of political will, and an apathetic industry. Those quoted words above are becoming reality today and general aviation in particular leads the stampede to destruction. Lemmings at the cliff face who don’t appear to care until the actual fall and then squeal for help on the way down.
For all intents and purpose, it seems minority groups have little power of persuasion unless their cause is newsworthy, and appeals to at least 50% of the voting public, (or at least enough as to make a dent in marginal seats). Such minority groups need to be involved with activist groups of radicals and many of these involve genuine moral and social justice or socialistic ideals. It helps if those radicals can involve their ideals with the teaching industry as it helps train the next generations to that way thinking.
The general aviation minority group has lost its opportunity to seize this status. The regulator has divided and conquered and now has the moral high ground. The regulator controls the teachers of the next generations.
An extract from a social media site came across my desk the other day, and without commenting on the reason it was thought I may be interested, some remarks caused me to capture a sample for reproduction here as it appears there are people who don’t think there is a problem of their own making in Australia. One contributor is a Chief Flying Instructor.
1. Malcontents and shonks are the only people who allege CASA corruption.
2. Dumb people, they’re everywhere agree with the summation of those who allege corruption.
3. Bunch of idiots.
4. A poor reflection of a very small part of our industry.
5. Guards at work, bullet proof glass, airfields made no go areas to protect us against these whack jobs.
6. Worried that they will make the whole industry look like a bunch of yokels.
7. These guys are nuts.
8. With over 30 years and 150,000 hours of operation nationally and internationally, I have never had a cross word, maybe 1 or 2 minor NCN’s and anything but cordial and civilized relations with CASA (or its predecessors).
9. Heavy jet international unrestricted world wide operations AOC gained in 100 days flat.
While some of these comments seem misguided, they are in answer to a question I had not seen about regulatory corruption, (nor was interested in enough to engage with), I can only believe the people who wrote them, fervently believe their opinions are true. Unfortunately they are at odds with what I’ve witnessed in my 49 years in the industry and especially of late. Of note were the comments from the flying instructor at point 1.
This aspect is of concern because it highlights the intergenerational radical educational agendas at work with a bend towards the "establishment" which is clearly replicated in society and educational socialism. It’s not a good system to train people to a political, or other will of the day, when they may be forced to deal with self preservation strategy’s that evolve with other political, social or or bureaucratic environments.
The notion of flying training is a matter of manual dexterity. The subsequent training is for mathematical and engineering competence, physiological function and maintenance of skills. To say flying training must include legal interpretations, bureaucratic and political considerations or bending to the wont of the instructor is plain stupid and dangerous. To implant pre-judgments about others misfortunes or their need to fight for their own crusades is stupid and dangerous and likely to alienate the pupil with his peers from other educational establishments.
Or is this the new "compliant" flying school who has a business today only because of the kindly regulators model?
I have no great interest in flying any more in the current environment. I doubt it will get better before it gets worse. In fact I’m convinced that to hasten the end would be a mercy. I believe we are well on the way to a complete shut down of general aviation in Australia. When this happens the CASA goal of only airlines and military will have been achieved and these can effectively self regulate within the confines of the national security needs of the day and ICAO.
There will be no need for CASA any more. There will be no need for a new DAS to pass the hot grenade to. There will be no need for a regulatory review process. There will be no need for government budgetary concerns and there will be no need for the public servants who have engineered their own devolution.
Only then can the process start over again. Only then can someone put a regulatory framework in place that can be tolerant, workable, forgiving, understandable, non confrontational, and cost effective. There is only a political solution to the regulatory problem which the industry has allowed to be a self fulfilling prophecy. As there is no political will, the only option is to allow nature to take its course and let CASA self destruct. In the interim those who have suffered from the regulatory malaise continue to push their case for justice which is denied them by delay.
Definition: Free radicals. Molecules with unpaired electrons searching to find other molecules during which they are very reactive and cause damage to surrounding molecules.
For all intents and purpose, it seems minority groups have little power of persuasion unless their cause is newsworthy, and appeals to at least 50% of the voting public, (or at least enough as to make a dent in marginal seats). Such minority groups need to be involved with activist groups of radicals and many of these involve genuine moral and social justice or socialistic ideals. It helps if those radicals can involve their ideals with the teaching industry as it helps train the next generations to that way thinking.
The general aviation minority group has lost its opportunity to seize this status. The regulator has divided and conquered and now has the moral high ground. The regulator controls the teachers of the next generations.
An extract from a social media site came across my desk the other day, and without commenting on the reason it was thought I may be interested, some remarks caused me to capture a sample for reproduction here as it appears there are people who don’t think there is a problem of their own making in Australia. One contributor is a Chief Flying Instructor.
1. Malcontents and shonks are the only people who allege CASA corruption.
2. Dumb people, they’re everywhere agree with the summation of those who allege corruption.
3. Bunch of idiots.
4. A poor reflection of a very small part of our industry.
5. Guards at work, bullet proof glass, airfields made no go areas to protect us against these whack jobs.
6. Worried that they will make the whole industry look like a bunch of yokels.
7. These guys are nuts.
8. With over 30 years and 150,000 hours of operation nationally and internationally, I have never had a cross word, maybe 1 or 2 minor NCN’s and anything but cordial and civilized relations with CASA (or its predecessors).
9. Heavy jet international unrestricted world wide operations AOC gained in 100 days flat.
While some of these comments seem misguided, they are in answer to a question I had not seen about regulatory corruption, (nor was interested in enough to engage with), I can only believe the people who wrote them, fervently believe their opinions are true. Unfortunately they are at odds with what I’ve witnessed in my 49 years in the industry and especially of late. Of note were the comments from the flying instructor at point 1.
This aspect is of concern because it highlights the intergenerational radical educational agendas at work with a bend towards the "establishment" which is clearly replicated in society and educational socialism. It’s not a good system to train people to a political, or other will of the day, when they may be forced to deal with self preservation strategy’s that evolve with other political, social or or bureaucratic environments.
The notion of flying training is a matter of manual dexterity. The subsequent training is for mathematical and engineering competence, physiological function and maintenance of skills. To say flying training must include legal interpretations, bureaucratic and political considerations or bending to the wont of the instructor is plain stupid and dangerous. To implant pre-judgments about others misfortunes or their need to fight for their own crusades is stupid and dangerous and likely to alienate the pupil with his peers from other educational establishments.
Or is this the new "compliant" flying school who has a business today only because of the kindly regulators model?
I have no great interest in flying any more in the current environment. I doubt it will get better before it gets worse. In fact I’m convinced that to hasten the end would be a mercy. I believe we are well on the way to a complete shut down of general aviation in Australia. When this happens the CASA goal of only airlines and military will have been achieved and these can effectively self regulate within the confines of the national security needs of the day and ICAO.
There will be no need for CASA any more. There will be no need for a new DAS to pass the hot grenade to. There will be no need for a regulatory review process. There will be no need for government budgetary concerns and there will be no need for the public servants who have engineered their own devolution.
Only then can the process start over again. Only then can someone put a regulatory framework in place that can be tolerant, workable, forgiving, understandable, non confrontational, and cost effective. There is only a political solution to the regulatory problem which the industry has allowed to be a self fulfilling prophecy. As there is no political will, the only option is to allow nature to take its course and let CASA self destruct. In the interim those who have suffered from the regulatory malaise continue to push their case for justice which is denied them by delay.
Definition: Free radicals. Molecules with unpaired electrons searching to find other molecules during which they are very reactive and cause damage to surrounding molecules.
Last edited by Frank Arouet; 28th Oct 2014 at 04:05. Reason: To fly as fast as thought, you must first begin by knowing that you have already arrived. (Bach)
Fort Fumble AR13/14: Design Rationale??
Yesterday in the Senate the AR for FF FY13/14 was tabled with apparently absolutely zilch recognition or acknowledgement from the big "R" regulator..WTF?? 
Anyway I managed to track down a link, see here but what first caught my eye was the glossy front cover, especially in light of the JO CVD case currently before the AAT...
Hmm...not much colour in the frame, one would almost say it is pretty much black and white...
Going down to page 2 and reading under the heading - Design Rationale - also made me chuckle...
Normally I'm not into fairy tales (about wascily wabbits feeding at the trough..
) but given the amusement I have found in just two pages perhaps I should take the time to read a chapter or two...
Back to other matters I noticed that AMROBA are yet to give up the ghost on behalf of their members...
"...The adage "there is strength in numbers" is absolutely true when it comes to influencing government regulations and policy. No one company, no matter how big or successful, can keep up on all the regulatory issues directly impacting businesses.
The CoA Handbook is another level of compliance — we no longer work under the rule-of-law as other citizens of Australia do. This is a return to the 1980s.
One would have thought the criteria and policy was set out in legislation and/or instruments made under the legislation that the government oversighted.
History will continue to repeat itself unless the Federal Government changes the Act.
Compliance should always be with legislative requirements in documents oversighted by Parliament.
Complies with the Rule of Law principles.
Perhaps KC should consider a cc or two to some of the more proactive frontbenchers like Josh&co; c/o the PMC of course...
On page 2 of the AMROBA newsletter I noticed that a useful list of past CEOs is provided so I thought (to wile away the time to oblivion..) I should reproduce and the IOS could rate each individual from bad to even worse...
:
MTF..
Anyway I managed to track down a link, see here but what first caught my eye was the glossy front cover, especially in light of the JO CVD case currently before the AAT...
Hmm...not much colour in the frame, one would almost say it is pretty much black and white...
Going down to page 2 and reading under the heading - Design Rationale - also made me chuckle...
Normally I'm not into fairy tales (about wascily wabbits feeding at the trough..
) but given the amusement I have found in just two pages perhaps I should take the time to read a chapter or two...Back to other matters I noticed that AMROBA are yet to give up the ghost on behalf of their members...
"...The adage "there is strength in numbers" is absolutely true when it comes to influencing government regulations and policy. No one company, no matter how big or successful, can keep up on all the regulatory issues directly impacting businesses.
AMROBA is dedicated to serving the businesses that are responsible for the in-service continuing airworthiness of aircraft and aeronautical
products, including the manufacture of replacement parts for in-service aircraft. This segment of the industry has never had a dedicated advocate until now..."
products, including the manufacture of replacement parts for in-service aircraft. This segment of the industry has never had a dedicated advocate until now..."
...and have recently published an additional newsletter for the month -
Volume 11, Issue 10A October — 2014 - which largely tackles the issue of RTR & CAsA and a proposed submission to the RTR crew:
AMROBA is making a submission to CASA’s Red Tape Reduction and Deregulation Program.
Volume 11, Issue 10A October — 2014 - which largely tackles the issue of RTR & CAsA and a proposed submission to the RTR crew:
AMROBA is making a submission to CASA’s Red Tape Reduction and Deregulation Program.
Suggested changes to the burden level of individual regulations may be provided in the spreadsheet and sent via an email attachment to [email protected]. CASA has provided an excel format spreadsheet that you can use. It can be accessed at Red Tape Reduction .
The problem is that, over many years, AMROBA, and other associations and individuals have been submitting to CASA how they can reduce red tape and deregulate many aspects of the aviation industry without affecting safety. Have they the right people to meet this government initiative?
Since their decision to follow the European system, the growth in red tape and regulation has continued unabated. AMROBA has made many submissions over the years that would reduce the red tape and also reduce the size of CASA.
A major issue with the direction of regulatory changes is that CASA is purposely moving away from a “rule of law” system, where you are treated
as innocent until proven guilty, to a system where compliance is to [hidden] CASA policy, advisory material & other non regulative requirements.
Unlike the attitude of the CAA when the CARs were introduced, the reduction in administrative processes were high on the agenda. However, like every legislative change since moving away from ANRs, industry was subjected to more laws, red tape and advisory documents that were used as quasi-regulations.
To reduce the red tape, CASA really needs to start from asking: “what needs to have a regulatory requirement?” We are over-regulated.
Not all ICAO SARPs need to be in legislation. Many of the SARPs are common sense and are abided to by aviation participants but anything that industry must comply with should be in documents tabled in Parliament.
Pre 1991, GA maintenance organisations were approved by CASA and had to comply with one set of standards specified in CAOs. No AMO documented ‘quality system’ in a manual, similar approach to the FARs for GA.
Very successful for GA and relied on “direct supervision” in small AMOs.
Compliance was with legislative requirements tabled in Parliament—Regulations and CAOs. The government provided ‘legislative oversight’ of the Orders.
However, that system was discredited by senior management utilisation of “exemptions, alternative means of compliance, etc. that some saw as providing a preferential or uneven application of the requirements.
That is when it was decided to re-write the requirements so all requirements in Orders had a “Head of Power” in the Regulations that also had a “Head of Power” in the Act.
New CASA management kept changing the goals until Byron decided Europe had it right. In the last decade, industry has suffered by bad laws.
Today, industry participants are being audited to advisory material. The following is from a CASA audit finding on an AMO.
The CoA Handbook is another level of compliance — we no longer work under the rule-of-law as other citizens of Australia do. This is a return to the 1980s.
“The Handbook sets out the criteria that CASA would expect an Applicant to meet to obtain a COA. Meeting these criteria should ensure that the Applicant will have the systems, including procedures, equipment and staff necessary to ensure that aviation safety is not compromised, thus satisfying government, CASA, and public expectation.”
One would have thought the criteria and policy was set out in legislation and/or instruments made under the legislation that the government oversighted.
History will continue to repeat itself unless the Federal Government changes the Act.
Compliance should always be with legislative requirements in documents oversighted by Parliament.
Complies with the Rule of Law principles.
Perhaps KC should consider a cc or two to some of the more proactive frontbenchers like Josh&co; c/o the PMC of course...
On page 2 of the AMROBA newsletter I noticed that a useful list of past CEOs is provided so I thought (to wile away the time to oblivion..
) I should reproduce and the IOS could rate each individual from bad to even worse...:- CEO & GM, CAA Colin W. Freeland
- CEO, CAA J.F.S. 'Frank' Baldwin
- DAS, CAA Alan Heggen
- DAS, CAA Ron Cooper
- CEO, CAA Doug J. Roser
- CEO, CAA (Atg) Buck A. Brooksbank
- DAS, CAA George Macionis
- DAS, CASA Leroy Keith
- DAS, CASA (Atg) John Pike
- DAS, CASA Mick Toller
- DAS, CASA (Atg) Bruce Gemmell
- CEO & DAS, CASA W. Bruce Byron
- DAS, CASA John McCormick
- DAS, CASA (Atg) Terry Farquharson
MTF..
Last edited by Sarcs; 28th Oct 2014 at 07:12.
Sarcs:
Your postings, and those of some others, are symptomatic of why pilots have trouble communicating with the general public and advancing your political and regulatory agenda.
You over use acronyms, slang and nicknames until peoples eyes glaze over.
What you meant to communicate was that the annual report of the Civil Aviation Authority for last financial year was tables in the Senate yesterday and received little or no attention.
Cryptic postings require readers to invest too much time in trying to decode your statements. Thus, no matter how profound the insights you wish to bestow, your writings are ignored.
Good English requires that if you wish to use acronyms for brevity, you first identify the acronym as in: Standard Operating Procedure (SOP).
Avoid displays of cleverness like referring to The Civil Aviation Safety Authority (CASA) as Fort Fumble (FF).
Yesterday in the Senate the AR for FF FY13/14 was tabled with apparently absolutely zilch recognition or acknowledgement from the big "R" regulator..WTF??
Anyway I managed to track down a link, see here but what first caught my eye was the glossy front cover, especially in light of the JO CVD case currently before the AAT...
Anyway I managed to track down a link, see here but what first caught my eye was the glossy front cover, especially in light of the JO CVD case currently before the AAT...
You over use acronyms, slang and nicknames until peoples eyes glaze over.
What you meant to communicate was that the annual report of the Civil Aviation Authority for last financial year was tables in the Senate yesterday and received little or no attention.
Cryptic postings require readers to invest too much time in trying to decode your statements. Thus, no matter how profound the insights you wish to bestow, your writings are ignored.
Good English requires that if you wish to use acronyms for brevity, you first identify the acronym as in: Standard Operating Procedure (SOP).
Avoid displays of cleverness like referring to The Civil Aviation Safety Authority (CASA) as Fort Fumble (FF).
Last edited by Sunfish; 28th Oct 2014 at 22:01.
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Acronyms - Can be confusing!!
Trouble is Sunny, for a lot of people Fort Fumble is quite descriptive.
A Fort - Yes and the ramparts are well and truly up against the industry
AND:
Fumble - Yes, that is the method that is used to confuse and stop people getting the answers
OR:
Just demonstrates the incompetence of the organisation.
CASA - No part of regulator in making this "safety" at all!!, thus people saying: CAsA, or CA$A or casa!!
A Fort - Yes and the ramparts are well and truly up against the industry
AND:
Fumble - Yes, that is the method that is used to confuse and stop people getting the answers
OR:
Just demonstrates the incompetence of the organisation.
CASA - No part of regulator in making this "safety" at all!!, thus people saying: CAsA, or CA$A or casa!!
Dougy's got the scoop.
Mark Skidmore is the new DAS
29 Oct 2014
Doug Nancarrow
AVM Mark Skidmore AM is the new head of CASA. Expect a formal announcement before the end of this week.
Wikipedia link - Mark Skidmore
MTF...
29 Oct 2014
Doug Nancarrow
AVM Mark Skidmore AM is the new head of CASA. Expect a formal announcement before the end of this week.
Wikipedia link - Mark Skidmore
Early life and career[edit]
Skidmore was born in Kowloon, Hong Kong on 15 March 1959, and joined the Royal Australian Air Force (RAAF) as an Officer Cadet in 1977.[2] He completed Number 113 Pilots Course and was posted to No. 1 Squadron, RAAF Base Amberley to fly the General Dynamics F-111.
Following his tour on F-111s, Skidmore undertook the United States Naval Test Pilot School Fixed Wing course in 1985. At the completion of the course he was posted to the Aircraft Research and Development Unit, RAAF Base Edinburgh, where he flew F-111, Dassault Mirage III, Macchi MB-326H, AESL CT/4A and Douglas C-47 Dakota aircraft.
In 1989, Skidmore returned to RAAF Base Amberley and completed tours at No. 1 Squadron as the Operational Flight Commander and No. 82 Wing as the Operations Officer. This was followed by a posting as the Flight Test Director on the F-111C Avionics Update Program in California, USA. Returning to Australia in 1996, he served as the Staff Officer Operational Systems at Headquarters Air Command, RAAF Base Glenbrook, before resigning from the RAAF in March 1998. Skidmore joined Aerospace Technical Services in 1998 as the Senior Test Pilot and Business Development Executive, positions he maintained following the company's acquisition in 1999 by Raytheon Systems Company.
Skidmore rejoined the RAAF in 2000 and completed the Defence Staff Course at Weston Creek before being posted again to the Aircraft Research and Development Unit, this time as the Commanding Officer. From 2003 he was Director of Operational Requirements for the New Air Combat Capability project.
Prior to assuming the position of Joint Force Air Component Commander in 2005 he attended the Defence and Strategic Studies Course at the Australian Defence College, Weston Creek. During 2005 he was deployed to the Middle East Area of Operations where he served as the Director Combined Air Operations Centre. For this service he was awarded a Commendation for Distinguished Service in the 2007 Australia Day Honours List.
Skidmore was promoted to the rank of Air Vice Marshal and appointed as the Air Commander Australia on 27 June 2008.
In 2013 Skidmore test flew the RAAF Museum replica Bristol Boxkite at Point Cook, Victoria for about 1000 metres and reached a speed of 42 mph.
[3] Skidmore was quoted as saying "It was an exhilarating and humbling experience, I am honoured and proud to follow those aviators who pioneered military aviation in this country" and "I now also have the honour of being the only RAAF pilot who has flown both the fastest and slowest aircraft in the Air Force."[4]
Skidmore was born in Kowloon, Hong Kong on 15 March 1959, and joined the Royal Australian Air Force (RAAF) as an Officer Cadet in 1977.[2] He completed Number 113 Pilots Course and was posted to No. 1 Squadron, RAAF Base Amberley to fly the General Dynamics F-111.
Following his tour on F-111s, Skidmore undertook the United States Naval Test Pilot School Fixed Wing course in 1985. At the completion of the course he was posted to the Aircraft Research and Development Unit, RAAF Base Edinburgh, where he flew F-111, Dassault Mirage III, Macchi MB-326H, AESL CT/4A and Douglas C-47 Dakota aircraft.
In 1989, Skidmore returned to RAAF Base Amberley and completed tours at No. 1 Squadron as the Operational Flight Commander and No. 82 Wing as the Operations Officer. This was followed by a posting as the Flight Test Director on the F-111C Avionics Update Program in California, USA. Returning to Australia in 1996, he served as the Staff Officer Operational Systems at Headquarters Air Command, RAAF Base Glenbrook, before resigning from the RAAF in March 1998. Skidmore joined Aerospace Technical Services in 1998 as the Senior Test Pilot and Business Development Executive, positions he maintained following the company's acquisition in 1999 by Raytheon Systems Company.
Skidmore rejoined the RAAF in 2000 and completed the Defence Staff Course at Weston Creek before being posted again to the Aircraft Research and Development Unit, this time as the Commanding Officer. From 2003 he was Director of Operational Requirements for the New Air Combat Capability project.
Prior to assuming the position of Joint Force Air Component Commander in 2005 he attended the Defence and Strategic Studies Course at the Australian Defence College, Weston Creek. During 2005 he was deployed to the Middle East Area of Operations where he served as the Director Combined Air Operations Centre. For this service he was awarded a Commendation for Distinguished Service in the 2007 Australia Day Honours List.
Skidmore was promoted to the rank of Air Vice Marshal and appointed as the Air Commander Australia on 27 June 2008.
In 2013 Skidmore test flew the RAAF Museum replica Bristol Boxkite at Point Cook, Victoria for about 1000 metres and reached a speed of 42 mph.
[3] Skidmore was quoted as saying "It was an exhilarating and humbling experience, I am honoured and proud to follow those aviators who pioneered military aviation in this country" and "I now also have the honour of being the only RAAF pilot who has flown both the fastest and slowest aircraft in the Air Force."[4]
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Could well be capable of handling the hot grenade and I wish him well. He certainly doesn't have big shoes to fill.
Although born in Kowloon, hasn't worked for Cathay, (which is unusual in itself). Generally military types don't suffer fools well, so we could be in for some wild rides with those at the trough face. How Mrdak handles him could be of more interest. I'm unsure how well the military fit with GA. As a rule they are secretive, rarely open to discussing matters, and subscribe to the "military or airline" dogma of CAsA.
Truss gets a brief respite until the first stuff up.
Skidmore has a brief period of probation in this job.
Although born in Kowloon, hasn't worked for Cathay, (which is unusual in itself). Generally military types don't suffer fools well, so we could be in for some wild rides with those at the trough face. How Mrdak handles him could be of more interest. I'm unsure how well the military fit with GA. As a rule they are secretive, rarely open to discussing matters, and subscribe to the "military or airline" dogma of CAsA.
Truss gets a brief respite until the first stuff up.
Skidmore has a brief period of probation in this job.
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Skidmore announcement imminent
New CASA DAS is Mark Skidmore, a source informed me last night. This should be announced today or later this week, keep an eye out for the standard retarded email posted by Sleepy Truss department. Arise Sir Skidmore, and please be aware of your GWM colleagues and Wodger, they will be watching you with great interest, as will the IOS.
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Pretty impressive CV for someone interested in war games.
Little thin on anything connected to economics or the civilian aviation industry.
Hope someone points out to him that we actually have to pay for what we do.
Little thin on anything connected to economics or the civilian aviation industry.
Hope someone points out to him that we actually have to pay for what we do.
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It will be interesting to see the dynamics with the Board. If Boyd can get into his head about what's wrong with CASA, we have a chance. If the Chairman rules, we're in for more Ground Hog days.
Welcome to politics Mark, good luck, you'll need it.
Welcome to politics Mark, good luck, you'll need it.
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Fit and proper?, that is the question.
LL –"So do you think Sarcs that she has been coached on how to respond to the questions?"
The CASA, ATSB, Air Services (ASA) and the BoM were in some way exposed. Rather than strive to redeem their reputations all, to some extent have elected to hide behind the mystique of 'safety', relying on the smoke and mirrors strategy which has always served so well. They were collectively stopped cold by the united efforts of a very savvy Senate committee.
The reasons for Pel Air escaping the CASA axe are fairly clear and all would have been well had the likes of Cook, Watson and Hatley been able to stomach, or even find a conscionable reason to let the Pel Air audit be swept under the carpet. The story becomes grim once the reality of that dawns on the CASA, bit like one of those murder mysteries where two or three corpses turn up in order to disguise the primary target. To get Pel Air below the radar it became essential to 'persuade' other agencies to join in.
Now Wodger was in the cat seat – controlling the data, his mate the new AILU ducked under the new, but not yet ratified MoU and set to work undermining the ATSB 'white hats', Beaker had to be 'comfortable and confident' with the spin and elected to join in. One of the most pathetic, weak kneed, disgraceful excuses for the non recovery of the CVR/FDR units was trotted out and despite having "Joe" on site with a rope around the tail of the aircraft, all the toys to lift it and even access to the RAN to help raise a ton and a half of aircraft tail out of the water – it was all too expensive and dangerous.
And so the saga began and to this very day – continues. There is a pressing need to avoid any loose talk and the seals must be well trained lest they say one word which leads to further investigation of what lays, like the West-wind, just beneath the surface.
Minor inconveniencies such as the Transport Safety Act, ICAO annexe 13, Senate reports, Independent (Forsyth) revues and even the useless Canadian TSB audit are all swept away – in order to preserve a failed, morally bankrupt system which is destroying not only Australia's light and regional aviation, but it's reputation as well. Even the minuscule could not, even if he wanted to, break the iron ring supported by the GWM, does this make him their willing accomplice?.
Truss should put up or shut up – retire, or get in behind the 'new' DAS and acknowledge the good work done by the Senate and the Rev. Forsyth; all he has to do is pick up the phone; but will he do it ?, now the bored is established and a DAS on the horizon. Perhaps if he gets approval from the Murky Machiavellian crew he might. But then again if Barnaby gets his job all bets are off; he will not need permission from the minders.
We shall see, I expect. Now, where are those tea leaves Min and the crystal ball?.
Toot toot (MkII).
Last edited by Kharon; 29th Oct 2014 at 21:35.
If it's another RAAF driver as Director Of Air Safety, then I think its game over for GA.
With one or Two exceptions, most of the RAAF officers I've had the misfortune to work with are what I call "concrete thinkers".
...As in their attitudes and beliefs are set in concrete and anything that challenges those attitudes and beliefs triggers a massive aggressive response. They therefore exhibit a Yes/No, Right/Wrong, Black/White binary belief system and are totally intolerant of the existence of shades of grey or the possibility that todays wrong answer might be tomorrows right answer.
Two I remember just hated civilians and thought themselves special beings. Another devoted about half his working time to developing his lawsuit for hearing loss allegedly suffered in a Mirage Squadron. Another never got over the fact that he had a miserable childhood, told everyone about it, and took it out on any subordinate he could.
My guess would be that an RAAF type in the chair is not going to produce an inclusive, collaborative culture within CASA let alone restore any trust between industry and the regulator.
One might perhaps be forgiven for paraphrasing Groucho Marx's famous comment: anybody who actually wants the job of the Director Of Air Safety is automatically unfit for the position?
To put that another way; the chances that this guy (if the rumor is true) is the saviour of the General Aviation sector is close to zero.
With one or Two exceptions, most of the RAAF officers I've had the misfortune to work with are what I call "concrete thinkers".
...As in their attitudes and beliefs are set in concrete and anything that challenges those attitudes and beliefs triggers a massive aggressive response. They therefore exhibit a Yes/No, Right/Wrong, Black/White binary belief system and are totally intolerant of the existence of shades of grey or the possibility that todays wrong answer might be tomorrows right answer.
Two I remember just hated civilians and thought themselves special beings. Another devoted about half his working time to developing his lawsuit for hearing loss allegedly suffered in a Mirage Squadron. Another never got over the fact that he had a miserable childhood, told everyone about it, and took it out on any subordinate he could.
My guess would be that an RAAF type in the chair is not going to produce an inclusive, collaborative culture within CASA let alone restore any trust between industry and the regulator.
One might perhaps be forgiven for paraphrasing Groucho Marx's famous comment: anybody who actually wants the job of the Director Of Air Safety is automatically unfit for the position?
To put that another way; the chances that this guy (if the rumor is true) is the saviour of the General Aviation sector is close to zero.
Last edited by Sunfish; 29th Oct 2014 at 20:24.
Miniscule Media Release
New CASA Director of Aviation Safety appointed
Media Release
WT220/2014
30 October 2014
Deputy Prime Minister and Minister for Infrastructure and Regional Development Warren Truss today welcomed the appointment of Air Vice Marshal (Retd) Mark Skidmore AM as the new Director of Aviation Safety at the Civil Aviation Safety Authority (CASA).
The five year appointment by the CASA Board was announced by Chairman, Dr Alan Hawke AC earlier today.
“I look forward to working with Mark, the CASA Board and industry as the Government implements its response to the Aviation Safety Regulatory Review due to be released before the end of the year,” Mr Truss said.
Air Vice Marshal Skidmore has more than 30 years' experience in both civilian and military aviation.
He has worked in civilian aviation as a test pilot and has experience flying a number of different aircraft types, including gliders and helicopters.
AVM Skidmore also has experience as a business development manager and company director.
AVM Skidmore had an outstanding military aviation career, reaching the rank of Air Vice Marshal before retiring from the RAAF in 2012.
He has been an active part of the general aviation community for a number of years, owning and regularly flying a Globe GC-1B Swift aircraft.
The new Director of Aviation Safety was chosen by the Board after an international search.
From Dougy:
Oz Flying: Mark Skidmore to run CASA
Australian Aviation: Ex RAAF Air Commander Mark Skidmore new CASA boss
MTF..
Media Release
WT220/2014
30 October 2014
Deputy Prime Minister and Minister for Infrastructure and Regional Development Warren Truss today welcomed the appointment of Air Vice Marshal (Retd) Mark Skidmore AM as the new Director of Aviation Safety at the Civil Aviation Safety Authority (CASA).
The five year appointment by the CASA Board was announced by Chairman, Dr Alan Hawke AC earlier today.
“I look forward to working with Mark, the CASA Board and industry as the Government implements its response to the Aviation Safety Regulatory Review due to be released before the end of the year,” Mr Truss said.
Air Vice Marshal Skidmore has more than 30 years' experience in both civilian and military aviation.
He has worked in civilian aviation as a test pilot and has experience flying a number of different aircraft types, including gliders and helicopters.
AVM Skidmore also has experience as a business development manager and company director.
AVM Skidmore had an outstanding military aviation career, reaching the rank of Air Vice Marshal before retiring from the RAAF in 2012.
He has been an active part of the general aviation community for a number of years, owning and regularly flying a Globe GC-1B Swift aircraft.
The new Director of Aviation Safety was chosen by the Board after an international search.
From Dougy:
Editor's Insights 30 October 2014
30 Oct 2014
Doug Nancarrow
Special CASA DAS edition:
Well it took a while but now we know who’s going to be heading up CASA for the next few years.
Mark Skidmore comes with an impeccable record at the RAAF, finishing there are Air Commander Australia before retiring in 2012.
Industry people I have shared this news with are fairly united in their approval of the man as an exceptional candidate for the demanding job; though some are surprised that yet another civil aviation bureaucracy finds itself with an ex-military head. There were those, including me, who thought that the selection process would dodge the ex-military ranks to avoid any controversy along those lines.
Well now we have an expanded board, with some exceptional talent there as well, and our new DAS. Time to get down to business and start the process of conferring with industry.
Your comments are, as always welcome.
This is such a big story that I’m cutting Editor’s Insights short this week to get it out to you. I’ll make up the news and commentary content next Thursday – or indeed on the website and Twitter earlier if there’s any more critical news.
30 Oct 2014
Doug Nancarrow
Special CASA DAS edition:
Well it took a while but now we know who’s going to be heading up CASA for the next few years.
Mark Skidmore comes with an impeccable record at the RAAF, finishing there are Air Commander Australia before retiring in 2012.
Industry people I have shared this news with are fairly united in their approval of the man as an exceptional candidate for the demanding job; though some are surprised that yet another civil aviation bureaucracy finds itself with an ex-military head. There were those, including me, who thought that the selection process would dodge the ex-military ranks to avoid any controversy along those lines.
Well now we have an expanded board, with some exceptional talent there as well, and our new DAS. Time to get down to business and start the process of conferring with industry.
Your comments are, as always welcome.
This is such a big story that I’m cutting Editor’s Insights short this week to get it out to you. I’ll make up the news and commentary content next Thursday – or indeed on the website and Twitter earlier if there’s any more critical news.
Australian Aviation: Ex RAAF Air Commander Mark Skidmore new CASA boss
MTF..
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QUOTE I look forward to working with Mark, the CASA Board and industry as the Government implements its response to the Aviation Safety Regulatory Review due to be released before the end of the year,” Mr Truss said QUOTE.
So the RRP is complete. How many years did that take?
Hang on, .... he's going to implement a response to it, or he's going to release the Aviation Safety Regulatory Review?
I'm guessing he means the Forsyth review recommendation's will be responded to before the end of the year.... 2014, I presume. Very tricky.
So the RRP is complete. How many years did that take?
Hang on, .... he's going to implement a response to it, or he's going to release the Aviation Safety Regulatory Review?
I'm guessing he means the Forsyth review recommendation's will be responded to before the end of the year.... 2014, I presume. Very tricky.
Nothing wrong with a good military man. The top blokes are very often brilliant minds, good managers and leaders of men (and women).
But as well as being a 'good guy' we can only hope that he is totally ruthless and takes a flamethrower to all the dross at CASA. Like, next week. Pay them out. It will cost the taxpayer in the short term, but think of the ongoing savings if so many snouts are removed from the trough.
Once he's done that, maybe he can order whoever survives the cull to cut and paste the NZ regulations in their entirety. No more stuffing about with why Australia is 'different' to NZ. No more pandering to EASA or ICAO. File the differences. ICAO will suck it up.
Then exert muscle to have the rules quickly passed into law. Forget further industry consultation too, because if it works in NZ it will work here. For once just admit the Kiwis did get it mostly right. Live with the imperfections, such as they are.
Sometimes I hanker for benevolent dictatorship.....
But as well as being a 'good guy' we can only hope that he is totally ruthless and takes a flamethrower to all the dross at CASA. Like, next week. Pay them out. It will cost the taxpayer in the short term, but think of the ongoing savings if so many snouts are removed from the trough.
Once he's done that, maybe he can order whoever survives the cull to cut and paste the NZ regulations in their entirety. No more stuffing about with why Australia is 'different' to NZ. No more pandering to EASA or ICAO. File the differences. ICAO will suck it up.
Then exert muscle to have the rules quickly passed into law. Forget further industry consultation too, because if it works in NZ it will work here. For once just admit the Kiwis did get it mostly right. Live with the imperfections, such as they are.
Sometimes I hanker for benevolent dictatorship.....
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Great news. The appointment of the new military DAS to the civil world means us GA/Airlines guys can live in hope that maybe we have a shot at an AVM or AC job! That would go down like a lead balloon!
I wish the DAS all the best, but I find it bizarre that after a world-wide search they couldn't find a candidate with proven civil experience for the job.
I wish the DAS all the best, but I find it bizarre that after a world-wide search they couldn't find a candidate with proven civil experience for the job.
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I find it bizarre that after a world-wide search they couldn't find a candidate with proven civil experience for the job.
I'm sure there are plenty of suitably qualified people out there, but who in their right mind would want such a role.
tipsy (ret'd)
First test - Part 61
Although the debate and comments on here are extremely entertaining, for mine, Mach E Avelli gets the post of the day award...:
There is no doubt that the former RAAF Commander will have to hit the floor running...
And from Kharon's post above it would appear the first matter to address is Part 61... Hopefully the new DAS will take on-board such helpful advice freely provided by Mach and decides to totally bin Part 61.. and implement the CAANZ (with a few minor tweaks) Part 61 - see here. To do so would totally give all the right messages to the IOS and should be warmly embraced by M&M as it would surely (in one fell swoop) exceed the CAsA RTR set target of $12 million dollars in savings to industry (gold stars all round..)...
...not to mention that it would be in line with the miniscule & dept policy and Future areas of focus in regard to deregulation within the aviation sector:
Big job maybe but it would certainly set in stone that the new DAS has indeed the cojones to take on the iron ring and their 20 odd year history of industry embuggerance...
Addendum: From AA online - Skidmore to make listening a priority
MTF...
:
But as well as being a 'good guy' we can only hope that he is totally ruthless and takes a flamethrower to all the dross at CASA. Like, next week. Pay them out. It will cost the taxpayer in the short term, but think of the ongoing savings if so many snouts are removed from the trough.
Once he's done that, maybe he can order whoever survives the cull to cut and paste the NZ regulations in their entirety. No more stuffing about with why Australia is 'different' to NZ. No more pandering to EASA or ICAO. File the differences. ICAO will suck it up.
Then exert muscle to have the rules quickly passed into law. Forget further industry consultation too, because if it works in NZ it will work here. For once just admit the Kiwis did get it mostly right. Live with the imperfections, such as they are.
Sometimes I hanker for benevolent dictatorship.....
Once he's done that, maybe he can order whoever survives the cull to cut and paste the NZ regulations in their entirety. No more stuffing about with why Australia is 'different' to NZ. No more pandering to EASA or ICAO. File the differences. ICAO will suck it up.
Then exert muscle to have the rules quickly passed into law. Forget further industry consultation too, because if it works in NZ it will work here. For once just admit the Kiwis did get it mostly right. Live with the imperfections, such as they are.
Sometimes I hanker for benevolent dictatorship.....
And from Kharon's post above it would appear the first matter to address is Part 61... Hopefully the new DAS will take on-board such helpful advice freely provided by Mach and decides to totally bin Part 61.. and implement the CAANZ (with a few minor tweaks) Part 61 - see here. To do so would totally give all the right messages to the IOS and should be warmly embraced by M&M as it would surely (in one fell swoop) exceed the CAsA RTR set target of $12 million dollars in savings to industry (gold stars all round..)......not to mention that it would be in line with the miniscule & dept policy and Future areas of focus in regard to deregulation within the aviation sector:
Future areas of focus
- The Government is actively considering its response to the Aviation Safety Regulation Review, released on 3 June 2014. A key finding is the importance of regulator behaviour, which is also a major component of the Government’s drive for best practice regulation.
- The Department is continuing to undertake reforms at the 19 leased federal airports in light of the feedback from a comprehensive Review of the Airports Building Control and Environment Protection Regulations in 2013.
Addendum: From AA online - Skidmore to make listening a priority
MTF...
Last edited by Sarcs; 30th Oct 2014 at 08:16.