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Merged: CASA Regulatory Reform

Old 9th Oct 2013, 23:04
  #201 (permalink)  
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Proactive vs reactive.

It seems the US Senate and Oz Senate have a few things in common when it comes to matters of an aviation regulatory nature. In particular they have a distinctly partisan (common concern) approach when it comes to aviation safety. Unfortunately that is where the political systems cease to diverge, here is a short article that shows why..:
Senate Passes Small Airplane Revitalization Act
Woodrow Bellamy III

The Senate unanimously passed the Small Airplane Act of 2013 last week, a bill that aims to streamline the certification process for smaller aircraft, sending the act back to the House where it is expected to pass.

Sens. Amy Kloubucha (D-Minn.) and Lisa Murkowski (R-Ala.) introduced the Senate version of the bill in May, which requires FAA to implement recommendations from FAA's Part 23 Reorganization Aviation Rulemaking Committee (ARC) by the end of 2015. The ARC was formed in 2011 to identify ways to streamline the aircraft certification process for planes that fall under FAA's Part 23 category.

The committee is recommending implementing regulations for Part 23 aircraft that are performance-based and allow for greater consideration for the complexity of lighter aircraft.

General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce expressed support of the Senate passage of the bill.

“For far too long, outdated and overly burdensome regulations have impeded GA manufacturers from bringing new, safety-enhancing products to market, and this bill will help correct this problem," said Bunce.
Bet you Ken & Co would love to make a similar statement to Bunce after the government had initiated a similar proactive reg change/enhancement but I don't think it is going to happen in our lifetime!
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Old 10th Oct 2013, 05:43
  #202 (permalink)  
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casa is out of touch with the Aviation Industry

This small exeprt from the proposed part 145 changes shows how out of touch casa is.

(1) The mention of the Chief Executive Officer (CEO) within subparagraph 145.A.70 (a) 1 of the Part 145 MOS has led to confusion as to who can sign off on the exposition, given the varied nature of organisation structures. CASA intends to standardise the definition of Accountable Manager between the Parts 66, 145 and 147 at the next regulatory drafting opportunity, such that it reflects the outcome required of an accountable manager position. In the shorter term CASA will remove the mention of the CEO from the Part 145 MOS provision.

Please Senators - Disallow Part 145

You can read the whole sorry lot here:

and more information:

Aviation Action | Assistance to the Aviation Industry

and note:

casa and part 61 changes Impact on aviation?? | Assistance to the Aviation Industry

Last edited by Up-into-the-air; 11th Oct 2013 at 09:21.
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Old 10th Oct 2013, 07:19
  #203 (permalink)  
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part 61 to kill GA

Talk to your contacts at major flying schools and you will hear a tail of terror in that the new part 61 will be so difficult to comply with they will choose to close down. Heli schools will be worse. I have heard that some schools will be faced with costs approaching $100k pa to stay alive. Many instructors will have numerous tests pa, some perhaps as many as 70 !! There are many holes in this change and only the Minister has the power to change or delay it and as it has already passed in Parliament then it is there that the changes should be pushed. Together with the new maint requirements it is indeed possible that GA will die over the next decade unless something is done to help make it work. Take a recent change in 100.5 in regard to transponder checks... the easy way to comply is to remove the transponder and keep flying. As we all know, TCAS does not work too well if the target does not have an operating transponder!! And CASA say it is all about safety - what rubbish!
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Old 10th Oct 2013, 08:10
  #204 (permalink)  
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As highlighted in the Hempel Coroners report one must wonder as to "what were they thinking".

Take for instance the Coroners recommendation that a hit list be made available to "industry" of people with "renew by CASA only" medicals and others who may be of interest to CASA.

(you may not be interested in CASA but CASA are interested in you).

Why would anybody suffering sadness bordering on depression over a loved ones death, (for instance), go to any doctor for help knowing full well any disclosure will cost him/her their job/ investment/ joy or whatever when they can just shut up and suffer.

How many passenger carrying pilots are flying light and heavy metal with depression?

I guess we'll never know will we?

As is said by one PPRune member/ victim of CASA abuse which cost him millions;


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Old 10th Oct 2013, 12:15
  #205 (permalink)  
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How about this one;
Recency requirements for Private IFR rating: (61.920) The recency requirements for conducting instrument approach operations have been aligned with the recency requirements specified for an instrument rating. These requirements do not apply to enroute operations.

Not sure if it was you or another poster who often claimed the great advantages and steps forward the PIFR made. Well I use it to keep my CIR recent when my recency gets a bit out.

I thought now that the ATO's are bailing out, including the one I use, that this might help me during the search for another good ATO. It may take a while. But it seems the rest of us non airline guys will be buzzing YBOK on weekends to keep current. Chances of a midair increased x 1000

Sent my FAA paperwork in yesterday so one month when they get back to work I might be one step closer to moving there!

We plane owners make a boat owner look like a genius!
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Old 10th Oct 2013, 12:31
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Jaba, you do raise an interesting point - moving overseas. I fly at the bigger end of town these days, but a number of good GA guys I know have already packed up and left for good. I know two who have gone to Canada and one to Europe. So the question is this, 'is it really getting that bad at the small end of town'? Seems the answer is yes. And that is a real shame when a bunch of bureaucrats can be allowed, supported and encouraged to fu#k up a once great industry so badly? Then again to those wankers on half a million per year, with their soft unworked hands, fat pensions and taxpayer supported living costs it means nothing that a struggling pilot or Gingerbeer needs to spend from a few thousand to a hundred thousand a year more to comply with **** regulations drafted by Noddy while he sits in his air conditioned/ heated office in Canberra, sipping on a strong black, being spoon fed caviar and jostling his sausage beneath his desk.
Parasites. The best politician is a dead one.

Last edited by Cactusjack; 10th Oct 2013 at 12:33.
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Old 10th Oct 2013, 23:11
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Devil "My fellow Australian aviators..."

A Dear John letter from our fearless leader...

Trim Ref: GI13/1091

11 October 2013

Dear Australian pilot

New pilot licensing regulations – Part 61 of the Civil Aviation Safety Regulations

By now I hope you are aware that on 4 December 2013 the new pilot licensing regulations – Part 61 of the Civil Aviation Safety Regulations – take effect. These new rules are an important element of the continuing modernisation of Australia’s aviation safety regulations and will improve and streamline the licensing of pilots, while lifting aviation safety standards. Change can be perceived as threatening, particularly if unsubstantiated rumours purporting to be fact are taken on face value. I have decided to write to you in order to dispel any concerns that may have developed within the aviation community about the impact of these new regulations on Australian pilots.

Unfortunately, there have been claims the new Part 61 rules may prevent people from continuing to hold a pilot licence. This is most definitely not the case. Most pilots will not notice any change as a result of the introduction of Part 61 licences. For other pilots there will be some changes, a number of which simplify requirements and others which introduce new or alternative requirements. For the majority of Australian pilots, the introduction of Part 61 simply means you will at some stage over the next four years be issued with a new licence with a different format and slightly different terminology.

Your current flying rights will continue under your Part 61 licence and you will to be able to operate the same aircraft in the same way after your new licence is issued. There are some changes to flight review requirements, although proficiency checks are broadly in line with current requirements. Your current licence continues to be a valid licence for the next four years or until you get your new Part 61 licence.

When flight reviews are required it will not always be necessary to undertake separate exercises for each rating and endorsement being checked. For example, if you are a private pilot flying a single engine aeroplane and have a night visual flight rules rating you will need a flight review for the single engine aeroplane class rating and the night visual flight rules rating. However, you can undertake one exercise to satisfy both flight reviews – you do not need two separate flight reviews. The new regulations provide flexibility in the way proficiency checks are conducted and the person conducting the check is able to assess the licence holder against a range of competencies. As an example, a commercial pilot licence holder flying multi-engine aeroplanes under the instrument flight rules can cover all the proficiency checks and flight reviews in a single annual exercise with the air operator they work for. Also, a flight instructor needs to pass a proficiency check for the rating and not for each training endorsement they hold. For the majority of licence holders there are no additional proficiency check requirements beyond the current regulations.

CASA is not charging any additional fee for the initial issue of a Part 61 licence to existing licence holders. You will simply be issued a new licence when you change or update your licence qualifications with CASA.

When you undertake a proficiency check or flight review, obtain a new rating or endorsement, add a new aircraft category or upgrade to a different licence, CASA will automatically send you a Part 61 licence to replace your old licence. This will happen after CASA receives notification from your flight instructor or examiner. You do not have to take any action.

Of course Part 61 does introduce a range of changes to improve safety. For new air transport pilot licence holders there is a requirement for multi-crew training and flight testing and there are increased requirements for co-pilots. There are also new requirements for low level flying and flying using night vision imaging systems. Each of these changes has been driven by the need to improve safety in specific areas where a demonstrated benefit to Australian aviation safety performance can be achieved. Part 61 aligns Australia’s pilot licensing standards with those of the International Civil Aviation Organization, making our pilots more competitive across the world and making it easier to attract foreign pilots to train in Australia. The introduction of Part 61 has also provided an opportunity to implement a number of beneficial changes to the Australian pilot licensing including:

• The new rules reduce red tape and devolve more licensing functions to the aviation industry.

• Many types of aircraft will be covered by a more flexible class rating system that reduces paperwork and costs. Pilots will not need to be issued separate type ratings for these aircraft.

• There is a new recreational pilot licence which has less onerous requirements, including the option of a different medical standard. Subject to the application of specific risk mitigations, this has the effect of permitting people meeting these new medical standards to continue flying whereas in the past this would not be the case.

• Benefiting everyone is the fact that the pilot licensing regulations are now in one location instead of spread across a number of regulations and Civil Aviation Orders.

The Manual of Standards, though large, draws together in one document all the necessary licencing standards information, allowing individuals to conveniently access only the material needed for a particular subject. It is not necessary to read the whole document, just the applicable section.

CASA consulted widely over a long period of time with people across the aviation industry to find the optimum way to modernise and improve the pilot licensing rules. When preparing the final rule CASA took into consideration the responses received from these consultative processes. The publication of Part 61 prompted a number of additional comments that were not brought forward through the standard consultation process. These inputs have been taken into account with the result that consequential amendments are being made to incorporate the most recent feedback.

To assist with a smooth transition to these new rules, CASA has already held a number of seminars across the country. To give pilots a further opportunity to understand the new rules, CASA is holding additional information sessions on 21 October 2013 in six capital cities. I urge everyone who would like to know more about Part 61 to attend these sessions. Bookings for the information sessions can be made on the CASA web site:

The transition to the Part 61 environment has been planned to minimise the impact on pilots. Please do not be concerned about the change to the new pilot licensing rules. If you do have any questions or issues that need clarifying please contact CASA. Email: [email protected] To find out more about Part 61 go to:

Yours sincerely

John F McCormick
Director of Aviation Safety
Well I feel better now he has cleared that all up!
Leady seems you have received a lifetime IOS membership plus a one time offer of free membership of the Tautological Society....

"particularly if unsubstantiated rumours purporting to be fact are taken on face value"

Hmm...where have I heard a similar line like that recently??

ps Just keep banging on that tin Leady it would seem you're getting under the fearless leader's skin!

Last edited by Sarcs; 11th Oct 2013 at 00:44.
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Old 10th Oct 2013, 23:54
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Good to see the TRIM reference in the left hand side of the robust letter. It is unusual that CASA keep such printed correspondence on file, unless there is a pineapple attached.
Anyway, good to see that Leadie and others have stirred the proverbial CASA hornets nest up a bit. Poor LSG, they must be working around the clock at the moment dotting the 'I's and crossing the 't's, doesn't leave them with a hell of a lot of trough time

Last edited by Cactusjack; 10th Oct 2013 at 23:55.
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Old 11th Oct 2013, 00:26
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"particularly if unsubstantiated rumours purporting to be fact are taken on face value"

Take note that CASA have in the public domain very substantive legislative change proposals for Part 61, even before Part 61 comes into operation, to amend the sections of Part 61 that have given substantiation to the "unsubstantiated rumours".

I wonder if Mr.McCormick and his offsiders have actually taken the time to read, inwardly digest and understand the legislation that they have been responsible for putting in place.

I guess the Australian Helicopter Industry Association, AHIA, is just another segment that contributes to the ills of society, after all, it is their estimate that Part 61/1421/142 will force the closure of 40% of the helo. flying schools.

Tootle pip!!

Last edited by LeadSled; 11th Oct 2013 at 00:27.
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Old 11th Oct 2013, 00:50
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I went to the briefing at the Dingley International on Wednesday night. It does't appear that CASA have much understanding of how Part 61 will be implemented. For something that has taken so long and is largely a photocopy of how things were in the 70's there are some very big unknown's 2 months out from implementation. I wouldn't like to be Charter operator, part 141 flying school or ATO right now.

One of the big ones is requiring ATO's to organise their own professional indemnity insurance. I know how much mine costs (which is over twice that which my GP wife pays) and I reckon ATO's will be more. Outside the volume markets, PI insurance is very difficult in Australia. I predict quite a few retirements at about Christmas and significant cost increases from those who remain. The Government seems to have learned nothing from when they tried this with doctors about 12 years ago.

I understood that all of the legislative changes have occurred. Its only about operating regulations and implementation now.
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Old 11th Oct 2013, 02:55
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A pint to a pound of pony pooh.

LS#192 "I wonder if Mr. McCormick and his offsiders have actually taken the time to read, inwardly digest and understand the legislation that they have been responsible for putting in place."
I would bet a hard earned pint that not only has McComvic not read 61; but could not make head nor tale of it as applied on a flight line; particularly after some of his expert crew had finished with "their" interpretation.

Just finished a review for a good mate; I swore off doing this stuff years ago (mostly due indigestion); but as a favour to a bona fide BRB member; I agreed. The background to this is fairly tasty, in short the unfortunate company after great expense was provided with an approved Check and Training manual, sold "compliant" with the anticipated Part 61. I am reliably (externally) informed that the bulk of the system and text was generated by two expert FOI. Apparently 'the company' went nuts when the potential cost, liability and heartache of implementing the new system was analysed; hence; I got the call. Not to labour the point, the manual is almost useless for any practical purpose, essentially (IMO) a badly phrased, highly subjective, legal liability on the hoof. The company was informed to either take it as given, or be prepared to argue the toss for the next few months with the experts; and loose.

For example to use a Captain as a FO, the Capt. must complete a 14 page induction process, twice, for both P1 and P2 seats. So, before we go off to the "induction" check list, we have a peep at the Training Syllabus for induction of C&T pilots; line pilots same same (ish) once you beat down the rhetoric and esoteric mumbo jumbo.

To ensure new pilots achieve competency in the operation of Company aircraft, and applicable Company operations and procedures. Captains will be inducted in the left hand seat, and Co-pilots will be inducted in the right hand seat. Captains who will also be undertaking Co-pilot duties shall be inducted in both control seats.
The Line Pilot candidate must be trained to a competent level in the relevant sections of the listed publications shown at the beginning of XXXX, and assisted in the development of the skills required in the following areas.

Full engineering course on applicable aircraft type
Operation and performance of applicable aircraft type
Review Operations Manual SOPs
CAO 20.11 procedures
Dangerous Goods procedures
Completion of relative paper work
Now, my old English teacher and no doubt Mr. Phelan would be tearing hair out at the abuse of language here; the company lawyer must be planning a luxury, around the world trip, first class. Then, for a laugh we go to the massive 14 pages of "Line Induction Training Guidelines and Record Form". Where we are presented with some interesting boxes to tick as being - subjectively satisfactory: for example:-

The material in this section has been included for the training and guidance of Training and/or Check pilots. It is by no means exhaustive and Check Pilots are requested to exercise common sense and discretion when assessing other points which may arise, bearing in mind that the objective is to attain and maintain the highest possible standard of pilot ability. During Line Training a pilot would need to achieve a SATISFACTORY standard for each item. (Minimum of 2 hours NIGHT training and all approaches).
Carriage of log books, trip records, etc.. Keeping trip record, current times, names, reports, fuel dockets, engine readings, inspection and action on previous report on trip record.

Careful tarmac departure. Selection of best taxi paths; co-operation with tower control; consideration for other aircraft; sharp look-out for other aircraft at non-controlled fields.
Cockpit Check commenced in adequate time - avoid undue haste.
Pre-start and after-start checks. followed by:-
Starting procedure. followed by:-
Action in event of failure to start.
[quote]Smooth use of nose wheel steering. Care in manoeuvring in restricted spaces or parking area - easy parking without rocking or jarring.[/quote]

SMOOTH... it to pieces:

On line up- Correct adjustment of seat and pedals for effective control with engine out; avoidance of touching brakes, correct position of feet.
Check tendency to drag wing down on hold off.

I love the landing bumf – after the pilots has carefully used the brakes, we must check feet on brakes (correct placement thereof). Oh and after all this, we must Disconnection of the AP at the appropriate altitude. Stellar.

Enough – there are a further 12 pages of similar "fluff", badly defining subjective opinion of what should be occurring and when. Most of it reads like "Notes to self – what not to forget". Did Wodger write this I wonder?.

This missive goes on to a "Training Course for Induction Training" (whatever in all the hells that means). About here I'll stop; you get the picture and it's a bloody long shot away from the latest soothing noises being touted by Sleepy Hollow. In fact, just reviewing this section again, I am as confused as the poor buggers having to use it. One simple check per annum eh?. ....

Oh I wish I could put the pencil sharpeners back in the stationary cupboard; the inutile out to pasture; the dubious in remand and get this bloody mess sorted out; while there are people capable of doing it, still interested. Shambles, confused, pedantic, subjective, ill defined, badly qualified, out of control, but approved ??: all fair question for a Friday arvo chat.

Aye well - Cheer up mate, you can always amend it, once you've defined precisely which of the 177 pages you are amending....

Sponsored by the Ills of Society, Chapter - Anti Pre Beer Dribbled Matter. a.k.a FARTS - Fellows of the Aviation Robust Tuatological Society. (Courtesy Stan - the man).....

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Old 13th Oct 2013, 18:52
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Sarcs # 182 "By the way in regards to the draconian Part 61 apparently there is 156 new criminal offences attached to the new reg..FFS".
That's only on a honest count; by the time half the industry has been prosecuted through subjective opinion, tested at law at your expense; I reckon you could comfortably double that count. What a weapon to place in the hands of your friendly local FOI and his minder...... .....

"Three shall be the counting and the counting shall be three"...

Last edited by Kharon; 13th Oct 2013 at 18:54. Reason: Quote from the Holy Grail (MP) Holy HG of Antioch.
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Old 13th Oct 2013, 20:21
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These new rules are an important element of the continuing modernisation of Australia’s aviation safety regulations
[My emphasis]

What is it? Over 20 years of 'continuing modernisation' so far, and then we get this crap?

The mind boggles.

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Old 13th Oct 2013, 20:58
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Consult thy holy book of part 61

Pretty much sums up CASA's approach - Lob a hand grenade at industry then run away.

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Old 13th Oct 2013, 21:49
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Fear not yee intrepid aviators.

JMAC has assured us all will be good in the world. If he is wrong we need to flood his desk with mail. I would suggest LOTS of mail, so that he personally has to deal with it.

Then a protest fly in, as many GA aircraft as can be squeezed onto the ground at Cantberra and those of us with enough fuel capacity roll in and out of the place (with a clearance of course) and fill the terminal area. When the pollies flights get delayed and cancelled, someone will start to listen.

By the time it takes them to get their act together on a TRA the point will be made.

A Truckies blockade in the sky!
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Old 13th Oct 2013, 23:29
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Legal... "civil disobedience?

Next illegal civil disobedience I guess.

PM coming mate. Give me 5 minutes.
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Old 13th Oct 2013, 23:46
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Count me in. That means Jaba and myself are now members of the growing IOS I presume?
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Old 14th Oct 2013, 05:19
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I had a rather productive meeting with my local MP today who is certainly very interested in the issue. He is also going to link up with Sen X to discuss further both the Senate sub-committee report and what further action may be taken.

May I suggest that a similar approach be taken by others. Yes, you may get the generic brush-off letter but you may also get something more positive. We can continue to whinge and moan on this forum or we can get off out backsides and try to generate something. Its really our choice.
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Old 17th Oct 2013, 00:28
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Warren Truss response to the Industry

This was released yesterday:

Warren Truss
Deputy Prime Minister
Minister for Infrastructure and Regional Development

Opening of the Safeskies Conference
Hotel Realm– Canberra

16 October 2013

Thank you Peter Lloyd, President, Safeskies, and David Forsyth, Chairman, Safeskies and the Safeskies Executive Board for the invitation to open this conference today.

I would also like to thank all of you for attending this event, from near and far, to share and learn from each other’s aviation safety experiences.

Safeskies provides an excellent opportunity for all of us committed to best practice in safety to exchange our views and ideas about how to enhance aviation safety in Australia – and throughout our rapidly growing Asia-Pacific region.

It is a pleasure for me to address this important international aviation safety event as the Minister for Infrastructure and Regional Development.

I am very glad to return to a Ministerial portfolio that has truly engaged me through a lot of the time in Parliament.

And aviation is a critical part of my portfolio – and of Australia’s future development and economic growth.

Aviation Growth and its implications

Australian aviation has achieved strong and sustained growth over the past decade – and this growth underlines the importance of aviation safety.

More people are flying within Australia, and in and out of Australia than ever before.

Over 142 million passengers moved through Australian airports in the 12 months to 30 June 2013.

A record 57 million passengers were carried on more than 640,000 regular public transport flights around Australia within this time.

Sydney remained Australia’s busiest domestic airport with over 25 million passengers movements, followed by Melbourne with nearly 23 million passenger movements and Brisbane with nearly 17 million passenger movements.

Fixed-wing charter operators carried an additional 2.4 million passengers in 2012-13. More than one third of all charter passengers took flights either to or from Perth Airport – reflecting the strong growth of Australia’s resource industries.

However, although the aviation industry has expanded overall, this growth is not evenly shared around the country.

While parts of regional Australia have benefitted from strong growth associated with the resources sector or coastal migration, traffic levels at some smaller regional airports have declined.

International aviation continues to grow with over 30 million passenger movements into and out of Australia in the year ended June 2013 – an increase of over 5 per cent over the previous year.

Significantly, 11 million passenger movements were between Australia and South-East Asia and over 5 million between Australia and North-East Asia.

Together, these two regions contributed more than half of all passenger movements into and out of Australia.

This is a clear pointer to the future.

Asia-Pacific passenger kilometres already represent about 30 per cent of global traffic.

And the most recent International Civil Aviation Organization (ICAO) forecasts indicate that the Asia-Pacific region will continue to be the fastest growing part of an expanding international aviation market.

ICAO forecasts that the current 3.0 billion global passenger traffic movements will have more than doubled to 6.4 billion movements by 2030.

These levels of global and regional growth create challenges and opportunities for virtually every aspect of Australian aviation, including maintaining the safety of our skies.

We recognise that the Australian aviation industry is highly diverse.

The industry includes international and domestic passenger and freight carriers, smaller regional operations, charter and business services. It also includes aerial agricultural operators, emergency services, general, sport and recreational aviation.

These front-end services are complemented by other vital parts of the industry – including aircraft manufacturing, aircraft maintenance and flight training for both domestic and international flight crews.

Above all, the Australian Government is committed to providing an aviation governance and regulatory framework that helps ensure Australia’s aviation industry operates in a safe, efficient and reliable environment.

Aviation Safety

The Government’s aviation industry policy reflects the realities of the industry’s diversity.

Our policy also shows that we have listened to the issues which concern aviation stakeholders.

Our response to their concerns includes several key aviation safety and air traffic management commitments which I will briefly outline today.

We are committed to undertaking a strategic independent review of aviation safety and regulation.

Civil Aviation Safety Authority is well advanced in rewriting Australian aviation regulations – a process that has been underway for more than 20 years – and it is not without its critics and controversy.

This review will help ensure Australia maintains best practice in aviation safety.

Australia’s aviation safety record is internationally recognised as a very good one.

However, I believe that it is time to examine our aviation safety framework and identify where improvements can be made.

The future success of Australian aviation fundamentally depends on maintaining its impressive safety record and improving on it wherever possible.

The aviation safety and regulation review will be undertaken by a qualified and experienced member of the international aviation community, who will be assisted by my Department.

The Review will be expected to consult with all interested parties to make sure we achieve the best possible outcomes.

The review will examine:

* the structures and processes of the Government’s aviation safety agencies, and how they work together;

* the outcomes and direction of the Civil Aviation Safety Authority’s regulatory review process; and

* the benchmarking of our regulatory framework against international best practice.

I expect to release further details, including the final terms of reference and timing of the review, before the end of this year.

When the review is completed and the Government has considered its recommendations, I will issue CASA with a new strategic direction under Section 12A of the Civil Aviation Act 1988.

The Government is also committed to delivering improvements to CASA’s structure and governance arrangements to enhance the organisation’s role as Australia’s aviation safety regulator.

We will appoint two additional members to the CASA Board –and strengthen its aviation skills and experience to ensure the Board is well-placed to oversee CASA’s new strategic direction.

We will also enhance the role of the independent CASA Industry Complaints Commissioner (ICC) and improve the ICC’s reporting and resourcing arrangements as required.

The Government is also aware of significant pressures being placed on the Australian Transport Safety Bureau’s resources.

We will ensure that the Chief Commissioner of the Bureau can request additional funding, on a needs basis, to ensure a high standard of investigations is maintained, particularly when a large number of investigations are required.

Air Traffic Management

Nothing is of course more welcome in any industry than growth – but we clearly need to ensure that growth in air traffic is safely managed in our skies and on the ground.

We are experiencing delays at our major capital city airports – especially Brisbane and Perth – as they struggle to meet growing international and domestic demand.

And of course the resources sector will continue to create challenges for our air traffic management system – especially peak period demand associated with fly-in and fly-out operations.

These and other air traffic management issues demand an integrated response from airport and airline operators and Government agencies.

The Government’s aviation policy has outlined several areas where we can help improve Australia’s air traffic management system.

Undoubtedly, the single most significant step for air traffic management in Australia in the future will be the implementation of a new national air traffic control (ATC) system.

This project is being progressed jointly by Airservices Australia and the Department of Defence and a request for tender is currently out with industry.

A harmonised civil and aviation air traffic system will not only provide greater operational efficiencies, but ensure seamless compatibility with other systems in Australia’s regional neighbourhood.

These harmonised systems will accommodate future air traffic in the region – which is expected to grow by more than 50 per cent over the anticipated life of the new air traffic system platform.

Defence is clearly a key stakeholder in Australian aviation.

I am looking forward to working with my colleague, the Minister for Defence, Senator the Hon David Johnston, in supporting our agencies joint commitment to a harmonised national air traffic system.

As part of the broader response needed to improve air traffic management, I also welcome and support Airservices’ efforts, through its Airport Capacity Enhancement program, to enhance the efficiency of airport operations especially at Brisbane, Perth and Melbourne.

I look forward to the program’s extension into other major airports – including Sydney.

Future development at Sydney Airport will of course be informed by the Sydney Airport master plan due to be provided to the Government for consideration in December this year.
Infrastructure investment is a key part of improved air traffic management – and hence a priority for this Government.

Aviation Security

Aviation security is a close companion of air safety.

The Government recognises that the ‘one size fits all’ approach in aviation security does not always produce the best outcome.

We will therefore work to ensure that security measures are appropriate to the level of risk – without imposing unnecessary cost burdens or affecting the viability of services.

Requirements should be implemented in a practical and common sense way – while of course ensuring that aviation security is not comprised.

Regulatory reform in this area will allow compliance resources to be better directed to higher-risk infrastructure as the industry continues to grow.

The Government is also committed to ensuring all agencies work collaboratively and cooperatively with industry to, where possible, remove duplicated and unnecessary regulatory requirements.

Where practicable, we will also explore the use of non-regulatory approaches. After all, this government is committed to reduce the cost of government red tape on industry by $1 billion a year.

I expect my Department to play a strong role in assisting industry to implement security requirements in a common sense manner that is fit for purpose.

General Aviation (GA)

As a regional Australian I am well aware of the importance of a healthy general aviation sector.

The sector provides a very diverse range of services – ranging from charter flights, search and rescue, surveying and aerial photography, aero medical services and pilot training.

These are all important parts of our diverse Australian aviation industry.

We note industry concerns about the state of general aviation in Australia and at the same time recognise the potential opportunities for the industry to generate jobs, stimulate economic growth and create investment opportunities.

We are committed to establishing a regulatory regime that reflects best practice safety arrangements and is appropriate to the risks.

To this end, the Government will re-establish a regular dialogue with the GA sector to address industry issues – and agree on priority areas as part of a revitalised GA action agenda.

People and Technology

The continuing growth in Australian and international aviation means that Government and industry will need to continue to invest in our people and in technology to meet future demand.

Hence the theme of this conference – People and Technology – could not be more appropriate.

This Government supports a competitive and innovative aviation sector and the vital economic role in plays in Australia particularly for our tourism and other export industries.

It is through a skilled and well trained workforce and that workforce’s effective use of technology, that we can ensure our Australian aviation industry can meet future growth in the international and domestic aviation market.

I have therefore asked my Department to undertake a study into the state of the workforce in the aviation industry to inform future skills development and training policies.

A review of skills and workforce requirements across the aviation industry will provide an evidence based and coordinated approach to training and workforce development to meet industry needs.

The review is likely to encompass a broad range of aviation occupations including pilots, cabin crew, air traffic controllers, aircraft maintenance and engineering, avionics manufacture and repair, aviation security and airport operations.

It will also assist the aviation training industry in taking advantage of international opportunities presented by the strong aviation growth in the Asia-Pacific region.

The future is likely to be challenging, and we need to ensure that we plan effectively — but we cannot do this without workforce planning and training programs to provide us with a clear overall picture of the industry.


The Australian Government is determined to play its part in ensuring that Australia has a safer and more competitive aviation sector – and one that will continue to advance the national interest in the years and decades ahead.

We will work with our Government agencies, all sectors, and our international partners to support best practice in aviation safety.

I wish everyone involved in Safeskies 2013 a successful and rewarding conference.

Thank you very much – and enjoy the next two days.


Brett Heffernan
Senior Media Advisor
Office of the Hon Warren Truss MP
Deputy Prime Minister
Minister for Infrastructure and Regional Development
P: 02 6277 7680 | M: 0467 650 020


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Up-into-the-air is offline  
Old 17th Oct 2013, 01:04
  #220 (permalink)  
Join Date: Mar 2003
Location: NSW Australia
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So basically he's saying nothing will change. I love all the weasel words over GA's role & future:

We note industry concerns about the state of general aviation in Australia and at the same time recognise the potential opportunities for the industry to generate jobs, stimulate economic growth and create investment opportunities.

We are committed to establishing a regulatory regime that reflects best practice safety arrangements and is appropriate to the risks.
(My underlining)


We've heard all your whinging, but the new rules are coming and they aint changing. So bend over.

Horatio Leafblower is offline  

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