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casa - The mc-comick view
Here we go again
Definititely, GA is a threat to all Aircraft Airworthiness & Sustainment Conference 2013 Opening Statement by John F. McCormick Brisbane – 23 July 2013 Welcome to all. CASA is pleased to once again be associated with and sponsor this year’s Aircraft Airworthiness & Sustainment Conference. I congratulate the conference Chairman-Richard Gauntlett-on his resolution to continue to organise and host this important event in the current world climate of financial austerity, noting that the parent organisation in the United States cancelled their equivalent conference earlier this year - as a consequence of budget sequestration. At this 'fourth' Aircraft Airworthiness and Sustainment Conference we are continuing our discussions and exchanges on the subject of optimising the management of Australia's ageing aircraft fleet - something that remains an increasingly significant challenge as time passes. CASA's position on ageing aircraft So what exactly is an ageing aircraft? There is no universal definition as such. At CASA, we take the view that all aircraft are ageing aircraft – beginning at the time of manufacture. The rate at which it ages will, however, depend on how that aircraft is:
Similarly, obsolescence should not necessarily be confused with the ageing process:
These and other factors contribute to the wide-spread extension of aircraft lives beyond the manufacturer’s original expectations. Each aircraft and operational scenario is different, and therefore Australia has no plans to impose a universal life-limit on aircraft based on chronological age alone. Regular Public Transport sector CASA has no major concerns regarding ageing aircraft management at the ‘heavy metal’, higher end of the aviation spectrum. The maintenance programs developed for most large commercial aircraft in Australia have extensive involvement with the aircraft's manufacturer. This also extends to the incorporation of manufacturer sponsored ageing aircraft programs and initiatives. In addition, the amount of resources allocated to the continuing airworthiness support of these aircraft by RPT operators is considered appropriate for continued safe operations. There is also a welcome rejuvenation of many of Australia’s commercial fleets i.e. A380s, B787s and B737s fleet modernisations to name a few. The days of Australians flying overseas on B747s and B767s are coming to an end. We must mindful that while many wouldn’t consider a brand new A380 or B787 to be ageing aircraft - how we operate and maintain these aircraft today will have a large impact on just how long the aircraft will remain commercially viable into the future. General Aviation sector On the other hand, the situation at the other end of the scale – General Aviation – is very different. General Aviation has few of the resources and manufacturer’s support arrangements enjoyed by the ‘top end of the town’. Many General Aviation aircraft:
CASA’s efforts in education While CASA will always continue to monitor commercial aviation closely – in terms of maintenance, focus will continue to increase on General Aviation sector. We continue to consider a range of initiatives as to how to optimise our oversight of the entire VH registered fleet - starting first and foremost with safety education. Responsibility for the airworthiness of an aircraft rests with the aircraft’s Registered Operator – or owner – just as it does for a road-worthiness of a car or a sea-worthiness of a boat. Getting Registered Operators to fully understand their responsibilities as well as the impacts of the ageing process on their aircraft has been a high priority for CASA. Further regulation in this area will be considered as an option only if education fails to positively impact the desired safety outcomes. CASA’s education initiatives include the distribution of targeted information booklets on the subject of ageing aircraft to all Registered Operators, as well as a series of ageing aircraft educational seminars held around the country in Capital Cities and at Aero clubs over the last few years. CASA has also developed a very informative e-learning course on the subject of ageing aircraft, which is available to anyone on the CASA web-site. The feedback to date on this initiative, some of which has come from international sources, has been very positive. In addition, CASA is also trialling a web-based ageing aircraft management tool we refer to as the ‘prototype Matrix Tool’. This tool provides the user with feedback as to the likelihood their aircraft may be subject to ageing related issues. To date, this tool has had:
I urge any aircraft owners who are interested in how this tool can help you better understand how your aircraft is ageing to attend tomorrow’s presentation and engage with my staff on the CASA stand. Instructions for continuing airworthiness CASA is also considering several options in regard to the minimum levels of maintenance that are appropriate for aircraft operated many decades beyond their intended use-by date. As an aircraft ages, the nature and intrusiveness of scheduled inspections needs to increase-much the same as for a person’s medical visitations as one ages. However, there is much evidence to show us that this is not occurring in relation to the ageing aircraft fleet. Registered operators are encouraged to take a closer look at their maintenance inspection regime. Having an increasingly ageing aircraft fleet, subject to a static and generic maintenance regime does not bode well for the long-term, particularly in the absence of manufacturer’s input i.e. Instructions for Continued Airworthiness – in many cases. Where such manufacturer’s input does exist, it should be incorporated wherever possible. One example of manufacturer’s Instructions for Continued Airworthiness is Cessna and its Supplemental Inspection Documents or SIDs programs. Cessna especially is to be commended for its efforts in recognising and supporting the continued airworthiness of many of its products well beyond the timeframes of operation for which those aircraft were originally envisaged. The SIDs inspection and structural replacement programs are based on years of operational data and operator feedback – and address areas in various aircraft that, for a wide variety of reasons could be susceptible to ageing process – including the continued operation of an aircraft many decades beyond its initial design assumptions. By way of example, New Zealand Civil Aviation Authority has last year mandated the incorporation of all Cessna SIDs where they exist. The results they have received to date from this policy decision show the decision to be fully justified from a safety perspective with many cases of otherwise unknown structural deterioration now uncovered and addressed. The Cessna SIDs program is an example of a manufacturer actively involved in the ageing aircraft management process of its aircraft. Closing remarks On that positive note, I thank you for the opportunity to once again open this important airworthiness conference. The feedback I get from my people is that this is an excellent forum for the airing and exchange of ideas on how to better manage our respective aircraft and fleets. We pick-up some really good information here each year. I trust everyone will make the most of the opportunity to maximise their knowledge and pursue worthwhile opportunities at this ‘Aircraft Airworthiness and Sustainment Conference 2013’ over the next 3 days. Thank you. and when I looked at the site, the following is noted: Dear Community, It is with disappointment and regret that the AA&S Planning Committee announces that the Aircraft Airworthiness and Sustainment Conference, scheduled at the Gaylord Texan, March 25-28, 2013, will not take place. This decision was made due to the recent directive from DOD with regard to travel restrictions. The impact of this directive on DOD participation at AA&S 2013 would not allow the AA&S Committee to provide our attendees and exhibitors with the value you have come to expect and deserve from the AA&S Conference. Planning is already underway for AA&S 2014 to be held at the Baltimore Marriott Waterfront, April 14-17, 2014. Many exciting innovations are being considered to maximize the quality of this conference and hit the topics of sustainment and airworthiness that are so critical to you in today’s environment. As we are undergoing this process, we continue to encourage you to contact us with the topics and issues that you and your organization want to see addressed. We look forward to your future participation and appreciate your understanding of this decision. The AA&S Planning Committee Conference The 2013 Aircraft Airworthiness and Sustainment (Australia) Conference is being held over 23-25 July at the Brisbane Convention and Exhibition Centre (BCEC) in Brisbane, Queensland. This is a non-profit event for the benefit of all those who operate and sustain our aerospace vehicles, military or civilian, large or small, manned or unmanned. The target audience includes engineers, technicians, owners, operators, analysts, scientists, logisticians and managers. Around 70% of the lifecycle cost of an aircraft is taken up by its sustainment and in the current fiscal environment it is more important than ever to ensure that airworthiness and sustainability are managed as efficiently, and pro-actively, as possible. As always, there are many variables to consider: ageing of materials, impacts of increased operations, lack of retained knowledge resulting in poor decision making, obsolescence and integrity of spares, improved testing techniques, changing mission types or hangar environments, the emergence of previously unknown problems, and the list goes on. Change is continual and adapting to it is vital. This event is supported by the Civil Aviation Safety Authority (CASA) and the Royal Australian Air Force (RAAF), and as always, guest speakers will include representatives from our sister AA&S Conference in the US, reflecting an ongoing collaborative relationship with our allies in the airworthiness, ageing aircraft and sustainment community. |
Many General Aviation aircraft: - are being operated for decades beyond their notional design lives - have modest or otherwise no manufacturer’s support arrangements - do not have fatigue or usage profiles as guidance by which to manage them - receive no more than a yearly/100 hourly inspection that is generic in nature. The above scenario applies to some 10,000 aircraft of the 15,000 on the Australian Register. This represents a significant concern to CASA. Relax. :ok: Just don’t fiddle with or let self-proclaimed experts second guess the decisions of the regulatory authorities who issued the Type Certificates for, and know what they are doing in relation to the continuing airworthiness of, the ’10,000’ aircraft. := |
casa just do not get it!!!!!!!!!
AND:
Creamy, was this not approved by casa??? The above scenario applies to some 10,000 aircraft of the 15,000 on the Australian Register. This represents a significant concern to CASA. |
Boorie for PM, Dick for President. Can't go wrong! :ok:
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Does this maen that Oi will have to 'abandon' me beloved DH-82A...?
Originally manufactured May 1942.....but.....wait for it....... The ONLY original part left on it, is the brass plate bearing the date 'May 1942'..... :ugh: p.s. Its in 'better nick' than many of the more modern types...... 'Tis bleedin marvellous', wot a glue pot & a bit of canvas will do...... :mad: |
........ better than when it was new! ;)
Some of these folk do not get it. And if they just backed off a bit on the BS and got more active and pro-active....lots of things would improve. They can't even fix the stuff up on CAO100.5 inside a week. I think technically speaking untikl that is fixed all the conditional inspection folk are "on paper grounded". I reckon Creamie should lead a massive fly past in Cantberra of on condition aircraft.....massive fly past over their roof at ......400' as 100 is the tolerance is it not?:E |
are being operated for decades beyond their notional design lives have modest or otherwise no manufacturer’s support arrangements do not have fatigue or usage profiles as guidance by which to manage them receive no more than a yearly/100 hourly inspection that is generic in nature. And we are paying this guy? No wonder we need a Cypress style deposits tax. |
And what about the B 52 in life service now planned for 75 years much more demanding operational service than Day VFR General Aviation, the KC 135 high gross weight, and its in service planned life is ??????????????
The whole ageing aircraft CASA program was a Diamond inspired justification for papers presented at overseas junkets to satisfy the ego of one man !!!!!!! It is irrational, brand specific and ignores in service problems. |
One issue that seems to be overlooked is that aircraft manufacturers make aircraft - rarely do they maintain them.
Despite manufacturers "maintenance schedules" most times experienced LAME's inspecting, rectifying, adjusting and noting specific issues relating to particular aircraft types do a better job at aircraft maintenance. This is particularly so when the CASA Schedule 5 (which I assume was developed way back when CASA Airworthiness staff were helpful people) is utilised. |
C172D
I own a C172D with 3000 hours, always hangered, corrosion proofed, and in mint condition, provided the airframe is cared for as it has been so far and it doesn't get pranged it will still be flying after I am dead. 51 years old and still going strong, what crap is this from
the Cretins Against Serious Aviation :{ |
what does it mean....????
Its all tosh from the head tosser. ! :D :mad:
And the buggers cant ever do 'truth in advertising'...most of the pics of "ageing aircraft" in the CAsA bumpf are derilect wrecks that have been abandoned for decades and never, ever intended to be put back in the skies again. Never mind...as per the CAsA code, any old BS will do. !!!!:mad: |
Sad to say I see many crap aircraft day to day. Owners are quite happy to buy a brand new Landcruiser but not spend a cent on their aircraft.
Many owners are happy to fly wrecks :-/ |
Griffo - it's even worse, they're about to classify the Tiger as a warbird!
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Hi Dora,
GIMME some guns..!!! Or a few rotten eggs even.... :ok::eek: p.s. So....Wot R we gunna do wif our beloved Chippies..?? :p |
Are the chippies made of wood, Griffo? There is technology to convert sawdust to oil... You could be using them to fuel your 210! :E
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RatsoreA -While Chippies are not made of wood, they do cleverly convert noise into oil - then spray it everywhere!
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Sad to say I see many crap aircraft day to day. Lets not mix up poor maintenance workmanship and owner indifference up with aging aircraft. That's one of CASA's many naive mistakes which stems from decision making in air conditioned board rooms filled with career public servants. |
OA: Hear! Hear! :D:D
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Agree with Old Akro. McCormick is not a maintenance professional. He is just a former pilot with a hatred of anything he doesn't understand - most especially GA aircraft and operators.
How many GA accidents in Australia have been caused by structural failure in normal service? The ATSB would know and should have been consulted before McCormick opened his yapper. |
Hate to tell you this but not only does the Screamer hate GA but he also hates human beings in general. When he started with CAsA almost 5 years ago he went nuts with all the weekend phone calls he would receive which always related to a GA accident somewhere around the nation. He once said that he wished all recreational aircraft were banned from flying on the weekends if for any reason so that he could have some peace and quiet! He only has time for those who have or are flying the big tin, that is it.
His active involvement in the CX Star Chamber is an accurate yard stick from which you can 'measure the man'. Say no more... |
Looking at the ATSB summary 2000 -2011 accidents or incidents in GA caused by airframe failure was 4.6% ot the total.
McCormick has fallen into the trap of looking for low hanging fruit. It is easy to swan around looking for corrosion and those CASA people must remain employed. I wish ATSB would do the analysis better and see if there is any correlation between aircraft age and structural failures that were actually preventable by better maintence practices or increased maintenance schedules. My guess would be that training offers much better opportunities for actually lowering the incident and accident rate, for example the rates for privately piloted helicopters are horrendous. |
Like OA my C172H has around 6000 hours, always been hangared and has had many times more dollars spent on it than Cessna charged for it in the first place, it is currently going through the SIDS program and I'm confident it will still be flying a long time after McComic has departed for the world of tails and hooves (I believe it's hot down there). The comparison of a 52 Chev sitting in a farmers paddock quietly rusting away and Victor Bray's 52 Chev blasting down the quarter, is as applicable as the photo's from CASA in their blurb and my 172H.
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Avgas172, now you're talking!! Bray is a legend. I spent many a cool Ipswich night at Willowbank watching Victor push the envelope :ok:
As a teenager i would hear the big man working on his engines from almost 2 km's away on a Sunday morning and he would then allow me to hang around his workshop and watch and learn. Later I spent 5 years work on my ZD Fairlane. Full nut and bolt rotisserie restoration down to the last flake of paint. That car was better than the day it left the blue oval showroom, even the doors closed better than an 'off the factory floor' version back in 71. Pity Victor didn't take an interest in aircraft :E There are GA aircraft out there that have been maintained, massaged, restored and in a condition better than a European fashion models breasts! We are talking aircraft that would exceed any safety/mechanical/maintenance condition one could conjure up in a CAsA back room legal department. CAsA's methods and wisdom actually reflects its leaders quite well - Old, outdated, out of touch and worthy of a rubbish bin. |
How many GA accidents in Australia have been caused by structural failure in normal service? The ATSB would know and should have been consulted before McCormick opened his yapper. |
A simple enough idea...
Correct me if I'm wrong, but McCormick is essentially a public servant, right?
And are we not 'members of the public'? As members of the public, do we not have the right to question our public servants? They are here to 'serve the public' after all? Why are we not lambasting him personally with emails, letters etc asking why he went off half cocked, spouting this sh!t to the world? The rest of the general public (non-aviators) are hardly going to take an interest in this subject, so there won't be much in the way of correspondence giving him a pat on the back! However unlikely it is that change will be effected, it has zero percent chance that it will happen if we just sit back and take it. As much as I dislike the greens, when ever some tree gets lopped down, there is always a group on the news protesting it, sometimes only small, but they are still getting their crackpot opinion across! Just because he is in a position of authority, doesn't automatically make him right. Viva lá revolution! :} |
Revolution
No revolution is complete without a guillotine :*
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Oh well, while the industry is being buggerised, becoming too expensive and restrictive to operate within, businesses are going bust and pilots are earning crap salaries our friend Mr Skull pockets $500k per year, an annual bonus of around $60k plus superannuation of just over 15%. This by the way excludes the use of his corporate credit card, daily away allowances and business class travel and 5 star accommodation.
I guess that is worth thinking about don't you think? |
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owen meaney,
Yep, seen it, filled it out! But completly slipped my mind to post it here!! :ok: |
How many GA accidents in Australia have been caused by structural failure in normal service? to keep it light enough to fly it has to be designed so that it can handle the likely stresses. The encapsulation of these needed strengths has been in FAR23, the american design standards, for decades. Light sport aircraft has a supposedly simplified design standard managed by the ASTM people. I was shown a copy of this and it beggars belief. the section on tailplane loads isnt even legible or complete. the sections of FAR23 that it was extracted from are legible and complete. so you have to wonder whether the people in CASA who sanction all this stuff even remotely understand the design process at all??? if they don't understand the design process how will they ever understand the maintenance realities??? has the CASA of today been dumbed down to a totally clerical and lawyer staffing??? where is their competence???????? |
Dubbleye, congratulations and a chocolate frog is your reward!
You have worked it out son. The person sanctioned with light sport aviation oversight has never flown a plane for a living or turned a spanner. A long term bureaucrat, yes man and lawyer who has hidden below mounds of desk documents for decades. So you are damn straight when you speak about competence (or lack of). It is farcical that these individuals area making the rules. |
Correct me if I'm wrong, but McCormick is essentially a public servant, right? A golden opportunity was missed when they set up CASA, it should have been CASA and Airport Car Parks, aviators would never have had to pay another fee!!!;) |
casa just do not get it!!!!!!!!!
Not here parabellum!!
Here is the best news I have seen lately [hahaha]: Dear Industry participant CASA has undertaken a periodic review of its cost recovery arrangements in accordance with the Australian Government Cost Recovery Guidelines, July 2005. The review is now available for public comment and CASA would like to extend to you an invitation to read and provide us with feedback on the Cost Recovery Impact Statement – Periodic Review at the link below: Civil Aviation Safety Authority - Fees There are no new fees or increases to existing fees. Further clarification on when regulatory services will attract $190/hourly rate is provided. All comments can be directed to [email protected]. Closing date for comments is Friday 30 August 2013. Craig Jordan Chief Financial Officer No wonder casa gets the regs wrong - CAO 100.5 live on !!! How about some directed comments peoples!! |
Well there it is in the CRIS, in all its horrible splendour: The estimated cost of the regulatory reform program.
Table C, under the heading “Standards Development”, against the line item “Safety Standards”, FY 12-13: $18,077,908. $18 million or so, times how many years? :yuk: |
Money not well spent. Oink oink
Yep, $190.00 p/h. Understandable when we are funding a bloated bureaucratic department.
The FF 2013/14 plan gives you a breakdown of how deep the trough is, but as an example, yes just one example, The Skull has a salary of approx $500k per year, annual bonus of around $60k, superannuation of 15.75% plus daily away allowances stretching into the hundreds, 5 star accommodation, business class airfares and a very generous and robust corporate credit card! So $190.00 p/h is the average cost recovery needed to fund the CAsA circus and its out of touch salary structure. And they get bonuses for f#king everything they touch! |
Of Cat houses and Catamites.
Get more bang – for YOUR buck. A quick survey of the local Cat houses shows that the real professionals can earn as much as $1500 per hour. I mean if you're going to be a star in the in the oldest, great game in history, you should be properly recompensed for time and labour; it's only fair. I guess the only difference is the average house special worker is honest and upfront about how the money is made, what they do and what they are. Better value for money too of course.
I do hear on the grapevine that the real specialities are horribly expensive and reserved strictly for the top dogs; I guess feeding any sort of 'habit' becomes expensive.. |
So $190.00 p/h is the average cost recovery needed to fund the CAsA circus After public holidays there are 249 working days per year. CASA employs 808 people. Therefore the average cost per person - including everything including the pot plants - is $107.48. How is the remaining $82.52 justified? |
The extra $82.52 could be made up from;
• Consultants • Maintenance of the Brisbane basement worm farm • Replacing level 3 smashed office furniture and plastering and painting walls • Adhoc trough indulgence • Avian water for the pot plants • False teeth, Zimmer frames and adult nappies for their more senior staff • Internet fees for all the time they spend on Poohtube watching videos of naughty Chopper antics and GA planes busting altitudes by 2.5 feet There truly is a pot at the end of the CAsA rainbow! |
This is particularly so when the CASA Schedule 5 (which I assume was developed way back when CASA Airworthiness staff were helpful people) is utilised. You give CASA credit, when none is due. Schedule 5 is largely FAR 43, Appendix D copied, plus a few bits of OZ bulldust, such as: Schedule 5, para 2.7 Unless otherwise indicated in the table, where the table requires a thing to be inspected, the inspection is to be a thorough check made to determine whether the thing will continue to be airworthy until the next periodic inspection. And make no mistake, we have cases on record where CASA has prosecuted a LAME after an serviceability well in to to 100 hours on an MR. As to the criticisms of Schedule 5 (it disappears in the new GA maintenance suite, as far as I can see, despite comments by Mr. McCormick that FAR 43 works -- I wonder does he know what his minions are doing??) common in CASA, that is because Schedule 5 is not allowed to work properly, as FAR 43, Appendix D, works. Tootle pip!! |
casa is out of touch with the Aviation Industry and so is mccormick
The casa annual report needs some careful looking at - casa fails to give all the data as to how abd the pilot community relly is and does not reveal this with any useful analysis.
I found the following to be of interest, which has gone to the analysis of the 2013 annual report: CASA medicals ? No explaination for huge change in 2013 | Assistance to the Aviation Industry |
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