HI....I'm just putting a general query out there...
One of our clients is looking for both serviceable and non-serviceable parts for either a Bell 47 or a Kasawaki KH4..
Anyone know of anyone who may have anything like this available....please email us at info@atsv.com.au
Thanks
Australian Helicopter Industry Association
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ATSV
- New Member
- Posts: 1
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Australian helicopter growth slows suddenly
The Australian Helicopter Industry Association has always proudly stated that over past decades the Civic Aviation Safety Authority's Aircraft Register has grown by 6 to 8% each year. (Or at least twice the nation’s Gross Domestic Product, and three to four times faster than General Aviation aeroplane fleet listing).
FISCAL 2013/2014 (1 July 2013 to 30 June 2014) showed an increase from 1,951 to 2104 helicopters, up by 153 registrations. This was an increase of 7.8% to 30 Jun ’14, which was a good result.
As an aside Australia has the second largest helicopter fleet in the Western World; so any fleet variations are questioned closely.
However, AHIA is concerned at the slump of growth during First Quarter of the current FISCAL Year. (July to September). Our fleet only increased from 2104 to 2110, or 6. This represents an annual growth rate of only 1.14%.
WHY?
AHIA is conducting an investigation on behalf of their members and will provide a report ASAP. Some clues are that some major flying schools appear to have very low numbers at present, no doubt due to the need to sort out troublesome new CASR Part 61 Flight Crew Training requirements and associated costs which are hard to calculate due to changes flowing from the CASA/Industry working groups finding problems that need “exemptions”; some of these may incur extra costs during the transition period.
And as an aside, a major LAME training facility went into liquidation – and we need more technical people due to our ageing engineers and few trainees!
The AHIA study will be published in the next edition of Helicopters Australasia – a free e-newsletter – see http://www.austhia.com.
Putting aside the potential error of making too much of short-term data variations; the sudden change is unusual and we are watching with great interest.
As you can see below we are working with other government agencies that have to translate and implement the new CASRs into their language (or legal speak). In particular, schools providing courses for international students have to comply with CASA rules and Skills Council protocols in order to obtain approval to accept student visas or similar.
Rob Rich
AHIA Regulatory Review Coordinator for
Civil Aviation Safety Authority, Transport and Logistics Industry Skills Council (Aircrew) and manufacturing Skills Australia (Maintenance technicians)
E: secretary@austhia.com
The Australian Helicopter Industry Association has always proudly stated that over past decades the Civic Aviation Safety Authority's Aircraft Register has grown by 6 to 8% each year. (Or at least twice the nation’s Gross Domestic Product, and three to four times faster than General Aviation aeroplane fleet listing).
FISCAL 2013/2014 (1 July 2013 to 30 June 2014) showed an increase from 1,951 to 2104 helicopters, up by 153 registrations. This was an increase of 7.8% to 30 Jun ’14, which was a good result.
As an aside Australia has the second largest helicopter fleet in the Western World; so any fleet variations are questioned closely.
However, AHIA is concerned at the slump of growth during First Quarter of the current FISCAL Year. (July to September). Our fleet only increased from 2104 to 2110, or 6. This represents an annual growth rate of only 1.14%.
WHY?
AHIA is conducting an investigation on behalf of their members and will provide a report ASAP. Some clues are that some major flying schools appear to have very low numbers at present, no doubt due to the need to sort out troublesome new CASR Part 61 Flight Crew Training requirements and associated costs which are hard to calculate due to changes flowing from the CASA/Industry working groups finding problems that need “exemptions”; some of these may incur extra costs during the transition period.
And as an aside, a major LAME training facility went into liquidation – and we need more technical people due to our ageing engineers and few trainees!
The AHIA study will be published in the next edition of Helicopters Australasia – a free e-newsletter – see http://www.austhia.com.
Putting aside the potential error of making too much of short-term data variations; the sudden change is unusual and we are watching with great interest.
As you can see below we are working with other government agencies that have to translate and implement the new CASRs into their language (or legal speak). In particular, schools providing courses for international students have to comply with CASA rules and Skills Council protocols in order to obtain approval to accept student visas or similar.
Rob Rich
AHIA Regulatory Review Coordinator for
Civil Aviation Safety Authority, Transport and Logistics Industry Skills Council (Aircrew) and manufacturing Skills Australia (Maintenance technicians)
E: secretary@austhia.com
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Skidmore to head air safety regulator
Our thanks to Steve Creedy, Aviation Writer, The Australian, Friday 31 October, page 29.
Former Air Vice Marshal Mark Skidmore says he has taken on one of aviation’s most controversial jobs because he is keen to get involved in supporting Australia’s aviation industry and sees the regulator’s role as critical. Civil Aviation Safety Authority chairman Allan Hawke yesterday confirmed Mr Skidmore’s appointment as Director of Aviation Safety, the regulatory hot seat recently vacated by John McCormick.
The appointment comes at a pivotal time for the air safety regulator, which has been under fire from industry players for its handling of regulatory reform and approach to policing. The industry is still waiting for a response to the Aviation Safety Regulation Review, which called for sweeping reforms at the regulator, saying its “hard-line approach” to enforcement was inappropriate and had led to a lack of trust between it and operators.
As an aviation military and industry veteran who has connections with general aviation though his monoplane 1946 Globe Swift, Mr Skidmore is aware of the discontent simmering in sections of the industry. “I think initially for me it’s going to be waiting for the government’s response to the ASRR and seeing how that’s going to shape CASA into the future,’’ he said. “So I’m keen to see that, I look forward to getting that response.
“Really in the regards to the rest, yes, I’ve heard murmurings and mumblings out there. Obviously, being a pilot myself you run into those type of things.
“I’ve got to get my feet under the desk and get an opportunity to find out what’s going on and talk to people.’’
Mr Skidmore has experience in the private sector, working with Aerospace Technical Services, which was acquired by Raytheon Australia. He said this gave an opportunity to get a feel for the industry as business development manager working on projects, bids and tenders as well as a test pilot. He left in 2012 to set up his own consultancy, which worked with his old employer and other companies. “I’ve had an opportunity to talk and understand and find out what’s happening out there in the industry,’’ he said.
The new DAS also believes his RAAF background will help him in the new job. He started in the RAAF as an officer cadet in the late 1970s and became a pilot in the 1980s on F-111s. He led RAAF research and development squadrons and was promoted to Air Commander Australia, holding oversight for Australia’s air operations, and reached the rank of Air Vice Marshal before retiring in 2012. He says as air force Commander he was in charge of a big organisation and lots of staff, but it was not just a case of ordering people around; much of it involved negotiations, discussion and working with people to set up and achieve an agenda for the future.
“I see this much the same way,’’ he said. “I’m going to take that forward, I want to work with people, I want to listen, I want to set up teams and be able to achieve our strategic objectives.’’ Asked about the biggest challenge he saw so far, he said this would be getting the opportunity to grow CASA’s reputation and rebuild trust with the industry.
He believed CASA was a good organisation that had done a lot of good work but acknowledged there was a perception it did not listen and this needed to be addressed. However, CASA was also a regulator and there were rules and regulations it had to apply. “Sometimes there’s going to have be tough decisions and we’re going to have to do that,’’ he added.
Mr Skidmore’s appointment produced a positive response from industry figures ready to beat a path to his door with demands for their sectors. Aerial Agriculture Association of Australia chief executive Phil Hurst said the association looked forward to an end to “the rudderless ship that is CASA, the implementation of the industry supported recommendations of the ASRR, and the addressing of the CASA-created Part 61 crisis’’.
Mr Hurst said Mr Skidmore had “a massive task” turning around the culture of CASA, adding it must work with industry to identify real safety risks and “improve the safety, economic and growth outcomes for all stakeholders”.
Regional Aviation Association of Australia chief executive Paul Tyrrell described Mr Skidmore as “a very sound aviation professional’’ with whom the RAAA looked forward to working with as it attempted to reinvigorate Australian aviation and aerospace “at all levels’’. “There are particular and pressing challenges in regional aviation that we will be discussing with the new DAS as soon as possible,’’ he said.
Australian Airports Association chief executive Caroline Wilkie said Mr Skidmore’s managerial experience would be invaluable in his CASA role. “We look forward to working with the new director with particular focus on the urgent need for airport regulatory reform, which is long overdue,’’ she said.
End quote.
AHIA
Our thanks to Steve Creedy, Aviation Writer, The Australian, Friday 31 October, page 29.
Former Air Vice Marshal Mark Skidmore says he has taken on one of aviation’s most controversial jobs because he is keen to get involved in supporting Australia’s aviation industry and sees the regulator’s role as critical. Civil Aviation Safety Authority chairman Allan Hawke yesterday confirmed Mr Skidmore’s appointment as Director of Aviation Safety, the regulatory hot seat recently vacated by John McCormick.
The appointment comes at a pivotal time for the air safety regulator, which has been under fire from industry players for its handling of regulatory reform and approach to policing. The industry is still waiting for a response to the Aviation Safety Regulation Review, which called for sweeping reforms at the regulator, saying its “hard-line approach” to enforcement was inappropriate and had led to a lack of trust between it and operators.
As an aviation military and industry veteran who has connections with general aviation though his monoplane 1946 Globe Swift, Mr Skidmore is aware of the discontent simmering in sections of the industry. “I think initially for me it’s going to be waiting for the government’s response to the ASRR and seeing how that’s going to shape CASA into the future,’’ he said. “So I’m keen to see that, I look forward to getting that response.
“Really in the regards to the rest, yes, I’ve heard murmurings and mumblings out there. Obviously, being a pilot myself you run into those type of things.
“I’ve got to get my feet under the desk and get an opportunity to find out what’s going on and talk to people.’’
Mr Skidmore has experience in the private sector, working with Aerospace Technical Services, which was acquired by Raytheon Australia. He said this gave an opportunity to get a feel for the industry as business development manager working on projects, bids and tenders as well as a test pilot. He left in 2012 to set up his own consultancy, which worked with his old employer and other companies. “I’ve had an opportunity to talk and understand and find out what’s happening out there in the industry,’’ he said.
The new DAS also believes his RAAF background will help him in the new job. He started in the RAAF as an officer cadet in the late 1970s and became a pilot in the 1980s on F-111s. He led RAAF research and development squadrons and was promoted to Air Commander Australia, holding oversight for Australia’s air operations, and reached the rank of Air Vice Marshal before retiring in 2012. He says as air force Commander he was in charge of a big organisation and lots of staff, but it was not just a case of ordering people around; much of it involved negotiations, discussion and working with people to set up and achieve an agenda for the future.
“I see this much the same way,’’ he said. “I’m going to take that forward, I want to work with people, I want to listen, I want to set up teams and be able to achieve our strategic objectives.’’ Asked about the biggest challenge he saw so far, he said this would be getting the opportunity to grow CASA’s reputation and rebuild trust with the industry.
He believed CASA was a good organisation that had done a lot of good work but acknowledged there was a perception it did not listen and this needed to be addressed. However, CASA was also a regulator and there were rules and regulations it had to apply. “Sometimes there’s going to have be tough decisions and we’re going to have to do that,’’ he added.
Mr Skidmore’s appointment produced a positive response from industry figures ready to beat a path to his door with demands for their sectors. Aerial Agriculture Association of Australia chief executive Phil Hurst said the association looked forward to an end to “the rudderless ship that is CASA, the implementation of the industry supported recommendations of the ASRR, and the addressing of the CASA-created Part 61 crisis’’.
Mr Hurst said Mr Skidmore had “a massive task” turning around the culture of CASA, adding it must work with industry to identify real safety risks and “improve the safety, economic and growth outcomes for all stakeholders”.
Regional Aviation Association of Australia chief executive Paul Tyrrell described Mr Skidmore as “a very sound aviation professional’’ with whom the RAAA looked forward to working with as it attempted to reinvigorate Australian aviation and aerospace “at all levels’’. “There are particular and pressing challenges in regional aviation that we will be discussing with the new DAS as soon as possible,’’ he said.
Australian Airports Association chief executive Caroline Wilkie said Mr Skidmore’s managerial experience would be invaluable in his CASA role. “We look forward to working with the new director with particular focus on the urgent need for airport regulatory reform, which is long overdue,’’ she said.
End quote.
AHIA
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County
- Gold Wings
- Posts: 159
- Joined: Dec 2011
Re: Australian Helicopter Industry Association
We all in the industry want to hope that the appointment is good for our industry. Or else you will be looking at the 1.4% growth rate in your previous post and be thinking what a good number that is. The post September 31 rule changes is really going to make us all question our viability within an already questionable existence in an industry with slim margins. There is a passion amongst aviators running small aviation business that keeps you turning up for work each day at very little reward for effort will eventually reach breaking point.
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Actual growth rate is zero!
Helicopters Australasia will be out in a few days; using data in CASA Annual Report 2013/2014.
On 30 June 2014 the helicopter fleet was 2104 and growing at 7.8% pa. Today, it is 2104, a zero growth rate over four months. There should have been an extra 56 on the Register for a total of 2,160. Historical data shows that there are 1.1 CPL(H) for every register increase. In theory an extra 60 jobs in the last reporting period.
Find out why in the next Helicopters Australasia. We have been asking a lot of questions.
Rob Rich- Editor. Need a free subscription? Just ask: robsrich[at]bigpond[dot].com.
Helicopters Australasia will be out in a few days; using data in CASA Annual Report 2013/2014.
On 30 June 2014 the helicopter fleet was 2104 and growing at 7.8% pa. Today, it is 2104, a zero growth rate over four months. There should have been an extra 56 on the Register for a total of 2,160. Historical data shows that there are 1.1 CPL(H) for every register increase. In theory an extra 60 jobs in the last reporting period.
Find out why in the next Helicopters Australasia. We have been asking a lot of questions.
Rob Rich- Editor. Need a free subscription? Just ask: robsrich[at]bigpond[dot].com.
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Fozy
- New Member
- Posts: 0
- Joined: Nov 2014
Re: Australian Helicopter Industry Association
Hello,
I have a question. Can I start my own forum at all and if so how on earth do I do it? I need to ask a specific question about CASA Part 66 B2 licencing. Can someone please help me.
Thanks.
I have a question. Can I start my own forum at all and if so how on earth do I do it? I need to ask a specific question about CASA Part 66 B2 licencing. Can someone please help me.
Thanks.
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Now is the time for Government to act – TAAAF concerns about regulator’s performance.
Note: The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia (AAAA); Aerostructures and Aircraft Manufactures (AAM); Australian Association of Flight Instructors (AAoI); Australian Business Aviation Association (ABAA); Australian Helicopter Industry Association (AHIA); Australian Women Pilots’ Association (AWPA); Aviation Law Association (ALA); Aviation Maintenance, Repair and Overhaul Business Association (AMROBA); Recreational Aviation Australia (RAAus); Regional Aviation Association of Australia (RAAA) and Royal Federation of Aero Clubs Australia (RFAC).
The Communiqué of 19 Nov ’14 states:
Now is the time for Government to act!
The combined peak bodies for aviation met in Sydney on Thu 13 Nov '14 to consider a range of urgent aviation issues.
In considering the Government’s performance against their 12 key aviation election commitments, TAAAF scored the government as having delivered around 40% of their commitments.
A key issue noted was the lack of drive and commitment to act urgently on aviation – even judged by the Government’s own promises. In particular, the Forum expressed concern at the lack of a Government response to the Aviation Safety Regulation Review. The Review was seen as a blue-print for the reform of CASA to make it an effective, efficient, fair and trusted regulator.
It called on the Minister to respond urgently to the Forsyth Review, to finalise Board appointments to ensure the CASA CEO is supported by a strong Board reflective of the interests of the industry, and to issue CASA with a new letter of strategic direction under the Civil Aviation Act.
The appointment of Jeff Boyd to the CASA Board was warmly welcomed but it is of ongoing concern that the CASA Board still has three vacancies, which is seen as holding back the reform of CASA. It also welcomed the appointment of a new CEO but clearly indicated that significant challenges lay ahead in the reform of CASA and in bringing about badly needed improvements as highlighted in the independent Forsyth Report.
With regard to the Forsyth report the Forum strongly supported the return to a three tier regulatory system to facilitate the drafting of simple operational rules. The Forum rejected the current CASA move toward the use of non-regulatory measures such as advisory material, policy, manuals and forms as compliance requirements for operators and pilots. It also strongly supported the introduction of key quality assurance mechanisms within CASA, including a merit decision appeal process; again as identified in the Forsyth report.
The Forum called on the Government to establish immediately a moratorium on all CASA regulatory development work until such time as the new CEO is fully operational, the CASA Board is appointed and the Government has made a clear response to the Forsyth Report. In particular, CASR Part 61 should immediately be suspended to prevent further damage to the industry and a joint industry/CASA taskforce appointed to apply the principles of sound regulatory development.
CASR Part 61 was seen as a serious problem and not acceptable to the industry in its current form. It was identified as a threat to the viability of some sectors and significant numbers of operators. Additionally there is clearly confusion within the regulator about the implementation of the rule-set and a lack of consistent interpretation and education.
Noting the start of the bushfire season, the Forum supported calls for the creation of an offence for any unmanned aerial system (UAS) to be deployed at a fire-ground by a member of the public not under the control of the relevant fire agency, with serious penalties of the order of $50,000 for any instance.
Communiqué of 19 Nov ’14 ends.
AHIA Email: secretary@austhia.com
Note: The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia (AAAA); Aerostructures and Aircraft Manufactures (AAM); Australian Association of Flight Instructors (AAoI); Australian Business Aviation Association (ABAA); Australian Helicopter Industry Association (AHIA); Australian Women Pilots’ Association (AWPA); Aviation Law Association (ALA); Aviation Maintenance, Repair and Overhaul Business Association (AMROBA); Recreational Aviation Australia (RAAus); Regional Aviation Association of Australia (RAAA) and Royal Federation of Aero Clubs Australia (RFAC).
The Communiqué of 19 Nov ’14 states:
Now is the time for Government to act!
The combined peak bodies for aviation met in Sydney on Thu 13 Nov '14 to consider a range of urgent aviation issues.
In considering the Government’s performance against their 12 key aviation election commitments, TAAAF scored the government as having delivered around 40% of their commitments.
A key issue noted was the lack of drive and commitment to act urgently on aviation – even judged by the Government’s own promises. In particular, the Forum expressed concern at the lack of a Government response to the Aviation Safety Regulation Review. The Review was seen as a blue-print for the reform of CASA to make it an effective, efficient, fair and trusted regulator.
It called on the Minister to respond urgently to the Forsyth Review, to finalise Board appointments to ensure the CASA CEO is supported by a strong Board reflective of the interests of the industry, and to issue CASA with a new letter of strategic direction under the Civil Aviation Act.
The appointment of Jeff Boyd to the CASA Board was warmly welcomed but it is of ongoing concern that the CASA Board still has three vacancies, which is seen as holding back the reform of CASA. It also welcomed the appointment of a new CEO but clearly indicated that significant challenges lay ahead in the reform of CASA and in bringing about badly needed improvements as highlighted in the independent Forsyth Report.
With regard to the Forsyth report the Forum strongly supported the return to a three tier regulatory system to facilitate the drafting of simple operational rules. The Forum rejected the current CASA move toward the use of non-regulatory measures such as advisory material, policy, manuals and forms as compliance requirements for operators and pilots. It also strongly supported the introduction of key quality assurance mechanisms within CASA, including a merit decision appeal process; again as identified in the Forsyth report.
The Forum called on the Government to establish immediately a moratorium on all CASA regulatory development work until such time as the new CEO is fully operational, the CASA Board is appointed and the Government has made a clear response to the Forsyth Report. In particular, CASR Part 61 should immediately be suspended to prevent further damage to the industry and a joint industry/CASA taskforce appointed to apply the principles of sound regulatory development.
CASR Part 61 was seen as a serious problem and not acceptable to the industry in its current form. It was identified as a threat to the viability of some sectors and significant numbers of operators. Additionally there is clearly confusion within the regulator about the implementation of the rule-set and a lack of consistent interpretation and education.
Noting the start of the bushfire season, the Forum supported calls for the creation of an offence for any unmanned aerial system (UAS) to be deployed at a fire-ground by a member of the public not under the control of the relevant fire agency, with serious penalties of the order of $50,000 for any instance.
Communiqué of 19 Nov ’14 ends.
AHIA Email: secretary@austhia.com
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Australian nominated for ICAO Secretary General.
Mr John McCormick, recent past Director of Aviation Safety, CASA, had been nominated by the Australian Government for the position of ICAO Secretary General. This was announced during the ICAO International Aviation and Environment Seminar held 28 to 30 October 2014 held at the Concorde Hotel, Kuala Lumpur, Malaysia.
The announcement was made by the Director, International Standards, Australian Department of Infrastructure and Regional Development, at the conclusion of his presentation titled “Australia and CAEP”. Media reports suggest there are four candidates for the position being from Australia, Brazil China, and India.
AHIA
Mr John McCormick, recent past Director of Aviation Safety, CASA, had been nominated by the Australian Government for the position of ICAO Secretary General. This was announced during the ICAO International Aviation and Environment Seminar held 28 to 30 October 2014 held at the Concorde Hotel, Kuala Lumpur, Malaysia.
The announcement was made by the Director, International Standards, Australian Department of Infrastructure and Regional Development, at the conclusion of his presentation titled “Australia and CAEP”. Media reports suggest there are four candidates for the position being from Australia, Brazil China, and India.
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
STOP PRESS – ‘Helicopters Australasia’ special edition nearing completion.
Due to announcements over the past days in relation to CASA’s Board and DAS now being inducted into their roles, a lot is happening on all fronts within the regulator. Implementation of the long overdue ASRR action and ongoing discussion about contentious legislation being introduced is still happening.
Of particular concern, is the flat lining of CASA’s helicopter register and low numbers in our flying schools. A big change from several decades of steady 6 to 8% annual growth. Also, the impact of the amazing Chinese beef order will give the mustering workers a better outlook after the drought. ‘Helicopters Australasia’ is complimentary (no advertising); and we just need your email address.
Got some news you want to get out before Santa arrives - we are waiting.....
AHIA - secretary@austhia.com
Due to announcements over the past days in relation to CASA’s Board and DAS now being inducted into their roles, a lot is happening on all fronts within the regulator. Implementation of the long overdue ASRR action and ongoing discussion about contentious legislation being introduced is still happening.
Of particular concern, is the flat lining of CASA’s helicopter register and low numbers in our flying schools. A big change from several decades of steady 6 to 8% annual growth. Also, the impact of the amazing Chinese beef order will give the mustering workers a better outlook after the drought. ‘Helicopters Australasia’ is complimentary (no advertising); and we just need your email address.
Got some news you want to get out before Santa arrives - we are waiting.....
AHIA - secretary@austhia.com
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
December CASA Register not good news
Welcome to a New Year! Further to previous posts the 22 Dec 2014 CASA Register indicated RW registrations totalled only 2111. The reasons are not known yet; however, the AHIA will ask CASA for clarification when they all comeback to work.
During the year 2013/2014 153 extra helicopters came onto the Register - good result overall. But since 1 Jul 2014 only 7 were added; or an annual rate of increase of 14 per year. Shows growth has slumped to 0.66% from 7.68%
Any ideas? Is it the regulatory changes; in particular, CASR Part 61? Or clerical processes?
AHIA
Welcome to a New Year! Further to previous posts the 22 Dec 2014 CASA Register indicated RW registrations totalled only 2111. The reasons are not known yet; however, the AHIA will ask CASA for clarification when they all comeback to work.
During the year 2013/2014 153 extra helicopters came onto the Register - good result overall. But since 1 Jul 2014 only 7 were added; or an annual rate of increase of 14 per year. Shows growth has slumped to 0.66% from 7.68%
Any ideas? Is it the regulatory changes; in particular, CASR Part 61? Or clerical processes?
AHIA
-
County
- Gold Wings
- Posts: 159
- Joined: Dec 2011
Re: Australian Helicopter Industry Association
Can anyone tell me why and how we are going to fund the increase in costs that are going to be imposed on our industry when Part 61 starts to bite. I am looking at ways to reduce my fleet now instead of trying to grow.
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
President Peter Crook will represent AHIA at Heli-Expo 2015.
Due to the clash of timings with Heli-Expo, AHIA President Peter Crook, will not be able to attend the Avalon International Airshow 2015 as he is representing the AHIA (and Australian industry at the Heli-Expo 2015 from 2 to 5 March 2015 at Orland, Florida, USA. This important event is the world’s largest helicopter expo which not only represents the 18,000 civilian helicopters in the USA; but also the 102 affiliated members from all corners of the globe who operate, at a guess, another 9,000 rotary wing aircraft .
Australia is of particular interest to Heli-Expo attendees as we are on the doorstep of Asia; now a booming market. Also, our civil register now more than 2,100 makes us the second largest fleet in the Western World; excluding Russia.
Heli-Expo 2015 is run by the US based Helicopter Association International (HAI) based in Alexandra, VA, USA. The organisers have very kindly provided the AHIA with a booth at their event. Being an Affiliate Member, the booth and catering for official functions is at no cost to our executive.
HAI President, Matt Zuccaro helped the AHIA launch our Rotortech 2014 at Twin Waters, Sunshine Coast, Qld, in May 2014. Matt has been very helpful in providing advice to the AHIA on international matters in the past and no doubt will continue his close relationship with the AHIA. Peter Crook will be very busy attending various official functions to promote the Australian helicopter industry and seek updates on international developments to report back to AHIA members.
Peter and his wife Karen will be located at our stand, Booth 962. If you are attending, it is really easy to find. Go to the Bell Helicopters stand (337) and walk towards the Kaman Aerospace stand (1055). Once there continue towards the Precision Heliparts Inc. stand (1055), turn left and go behind that stand. The AHIA booth (962) should be easy to spot.
Last year Peter and Karen Crook and Rob and Lyn Rich ran the AHIA booth at the Anaheim Convention Centre. The AHIA booth was used as a meeting place for both Australian and New Zealand helicopter enthusiasts. 2014 was a record event for Heli-Expo organisers. At the Opening Ceremony, HAI President Matt Zuccaro stated the exhibition hall had 740 exhibitors and over 60 helicopters on display. The one million square feet of exhibition space allowed 20,000 visitors to meet with OEM and suppliers and talk business.
In 2014 over-regulation caused by adopting EASA style rules was of concern to HAI and Affiliate Members. In particular, pending changes to USA’s General Operations and Flight Rules and Air Transport (carrying of passengers) is not popular and these issues will appear later this year in Australia.
AHIA members should note both Peter and Rob funded their own travel and accommodation costs to conserve AHIA funds which are desperately needed to continue our ongoing struggle with regulatory review matters arising from the new CASRs.
Please become a member and help us help you. We need you in 2015!
AHIA
Due to the clash of timings with Heli-Expo, AHIA President Peter Crook, will not be able to attend the Avalon International Airshow 2015 as he is representing the AHIA (and Australian industry at the Heli-Expo 2015 from 2 to 5 March 2015 at Orland, Florida, USA. This important event is the world’s largest helicopter expo which not only represents the 18,000 civilian helicopters in the USA; but also the 102 affiliated members from all corners of the globe who operate, at a guess, another 9,000 rotary wing aircraft .
Australia is of particular interest to Heli-Expo attendees as we are on the doorstep of Asia; now a booming market. Also, our civil register now more than 2,100 makes us the second largest fleet in the Western World; excluding Russia.
Heli-Expo 2015 is run by the US based Helicopter Association International (HAI) based in Alexandra, VA, USA. The organisers have very kindly provided the AHIA with a booth at their event. Being an Affiliate Member, the booth and catering for official functions is at no cost to our executive.
HAI President, Matt Zuccaro helped the AHIA launch our Rotortech 2014 at Twin Waters, Sunshine Coast, Qld, in May 2014. Matt has been very helpful in providing advice to the AHIA on international matters in the past and no doubt will continue his close relationship with the AHIA. Peter Crook will be very busy attending various official functions to promote the Australian helicopter industry and seek updates on international developments to report back to AHIA members.
Peter and his wife Karen will be located at our stand, Booth 962. If you are attending, it is really easy to find. Go to the Bell Helicopters stand (337) and walk towards the Kaman Aerospace stand (1055). Once there continue towards the Precision Heliparts Inc. stand (1055), turn left and go behind that stand. The AHIA booth (962) should be easy to spot.
Last year Peter and Karen Crook and Rob and Lyn Rich ran the AHIA booth at the Anaheim Convention Centre. The AHIA booth was used as a meeting place for both Australian and New Zealand helicopter enthusiasts. 2014 was a record event for Heli-Expo organisers. At the Opening Ceremony, HAI President Matt Zuccaro stated the exhibition hall had 740 exhibitors and over 60 helicopters on display. The one million square feet of exhibition space allowed 20,000 visitors to meet with OEM and suppliers and talk business.
In 2014 over-regulation caused by adopting EASA style rules was of concern to HAI and Affiliate Members. In particular, pending changes to USA’s General Operations and Flight Rules and Air Transport (carrying of passengers) is not popular and these issues will appear later this year in Australia.
AHIA members should note both Peter and Rob funded their own travel and accommodation costs to conserve AHIA funds which are desperately needed to continue our ongoing struggle with regulatory review matters arising from the new CASRs.
Please become a member and help us help you. We need you in 2015!
AHIA
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA is puzzled by CASA Register showing the helicopter industry is entering a recession after decades of steady growth?
Growth has stopped. The growth rate at 30 June 2014 was 7.8% a typical figure for past decades. Since then it has slumped to 0.5% and if the CASA Register continues to report the current decline the RW industry register will enter ‘a recession’ just prior to the Avalon International Airshow 2015.
AHIA was warned by HAI in 2014. Peter Crook and Rob Rich attended the US based Heli-Expo 2014 early in 2014. They participated in the Helicopter Association International’s Affiliated Member’s Forum (102 members). The primary complaint from national bodies such as Brazil, France, Germany, India, Italy, Japan, Spain, to mention a few, was the problem of aligning themselves with the new EASA protocols.
All those who were ahead of Australia in this process (especially aligning the commercial operations. We are entering this phase late in 2015) simply said: “Don’t do it ……..you are crazy” or “Why the legalese on top of such complex rules??”
Unfortunately the rules are being enforced by EASA and we have noted adverse comments arising from on recent media reports indicated many nations are having problems.
Not a member of the AHIA? We sure could do with your support?
AHIA
Growth has stopped. The growth rate at 30 June 2014 was 7.8% a typical figure for past decades. Since then it has slumped to 0.5% and if the CASA Register continues to report the current decline the RW industry register will enter ‘a recession’ just prior to the Avalon International Airshow 2015.
AHIA was warned by HAI in 2014. Peter Crook and Rob Rich attended the US based Heli-Expo 2014 early in 2014. They participated in the Helicopter Association International’s Affiliated Member’s Forum (102 members). The primary complaint from national bodies such as Brazil, France, Germany, India, Italy, Japan, Spain, to mention a few, was the problem of aligning themselves with the new EASA protocols.
All those who were ahead of Australia in this process (especially aligning the commercial operations. We are entering this phase late in 2015) simply said: “Don’t do it ……..you are crazy” or “Why the legalese on top of such complex rules??”
Unfortunately the rules are being enforced by EASA and we have noted adverse comments arising from on recent media reports indicated many nations are having problems.
Not a member of the AHIA? We sure could do with your support?
AHIA
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Jabberwocky
- 3rd Dan
- Posts: 505
- Joined: Dec 2007
Re: Australian Helicopter Industry Association
So what is the point of moving across? There has to be some reason somewhere that has made the powers that be push this through.
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Evil Twin
- 3rd Dan
- Posts: 696
- Joined: Mar 2007
Re: Australian Helicopter Industry Association
Jabberwocky wrote:So what is the point of moving across? There has to be some reason somewhere that has made the powers that be push this through.
My theory for what it's worth, and is said in as much jest as seriousness. The reason for moving across is that some jumped up little Hitler with a minute peni5 and probably had the only girlfriend he ever had taken by an aviator and was bullied at school, has done the same and moved from EASA to CASA. Now the moron has seen his chance to persecute us all without fear of retribution as NOBODY has been able to do anything to stop it.
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Flight International - AHIA Article
AHIA membership. The AHIA is a relatively new association, just over two years old. The Australian helicopter industry lost their long running Helicopter Association of Australasia in 2007 when it became a victim of the Global Financial Crisis. However, since then continuing steady growth and increasing pressure from the regulator introducing complex, costly and poorly understood Civil Aviation Safety Regulations aligned with European protocols, has resulted in a very concerned industry wanting better representation. Thus the AHIA was born.
Current membership consists of more than 100 companies and a similar number of individual members. This is quite a change from the previous association which was an association of mainly individual and only a dozen company members. Today, our rapidly expanding fleet of multi-engine machines requires larger maintenance, repair and overhaul organisations (MRO) capable of handling the needs of modern technology, especially the latest electrical and avionic equipment.
Australia has around 398 commercial helicopter companies spread over a very large continent. Of which thirty are flying schools. Due to the complex requirements of the Flight Crew Licensing (CASR Part 61) requirements and associated rules on the conduct of flying schools, it is anticipated this number will fall to below twenty in 2015. Current trends show a retraction in the training market (fewer students) as industry awaits the final rewrite of CASR Part 61.
The majority of the working helicopters are located in the northern regions of Australia. In the past, commercial operators were somewhat reluctant to join associations which they perceived as being a trade union focussing more on pay and conditions, rather than representing industry on operational matters. In fact, this concept was far from the truth!
For this reason the steering committee added the word “Industry” to AHIA’s name to cater for the number of OEM, MRO and other service organisations now growing rapidly in Australia; this trend will continue during 2015.
Our thanks to Flight International - Complete article in March Edition.
AHAI
AHIA membership. The AHIA is a relatively new association, just over two years old. The Australian helicopter industry lost their long running Helicopter Association of Australasia in 2007 when it became a victim of the Global Financial Crisis. However, since then continuing steady growth and increasing pressure from the regulator introducing complex, costly and poorly understood Civil Aviation Safety Regulations aligned with European protocols, has resulted in a very concerned industry wanting better representation. Thus the AHIA was born.
Current membership consists of more than 100 companies and a similar number of individual members. This is quite a change from the previous association which was an association of mainly individual and only a dozen company members. Today, our rapidly expanding fleet of multi-engine machines requires larger maintenance, repair and overhaul organisations (MRO) capable of handling the needs of modern technology, especially the latest electrical and avionic equipment.
Australia has around 398 commercial helicopter companies spread over a very large continent. Of which thirty are flying schools. Due to the complex requirements of the Flight Crew Licensing (CASR Part 61) requirements and associated rules on the conduct of flying schools, it is anticipated this number will fall to below twenty in 2015. Current trends show a retraction in the training market (fewer students) as industry awaits the final rewrite of CASR Part 61.
The majority of the working helicopters are located in the northern regions of Australia. In the past, commercial operators were somewhat reluctant to join associations which they perceived as being a trade union focussing more on pay and conditions, rather than representing industry on operational matters. In fact, this concept was far from the truth!
For this reason the steering committee added the word “Industry” to AHIA’s name to cater for the number of OEM, MRO and other service organisations now growing rapidly in Australia; this trend will continue during 2015.
Our thanks to Flight International - Complete article in March Edition.
AHAI
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Is Australia on the same sheet of EASA’s music?
Flight International, Edition 3-9 March 2015, page 29 has an interesting report by Regulation Reporter, David Learmouth. David’s article is titled:
EASA mends the rules with tighter focus on outcomes
The executive director at Europe's safety agency has overseen a wholesale shift in mindset
If a regulator dismantles its rule making doctorate it is a sign that things are changing, and at EASA they are.
Executive director Patrick Ky took over the EASA top job in September 2013, and a year later he closed the rulemaking department. "If you have a rulemaking directorate," he explains, "the director is judged by how many rules he makes, or how many existing rules he 'improves'." The result, he says, is ever-fatter rule books, the content of which nobody could possibly retain, and the complexity of which becomes "impossible to work with".
When he first arrived, Ky says, he gathered his troops and told them to reduce the existing rules down to the absolute essentials, so they could all see what was really necessary.
EASA retains its power to make rules, Ky confirms, but the way the need for rules is assessed, and the way that they are made and framed, is now different. The rulemaking process now starts with a risk assessment to determine whether a rule is needed at all, and if so what it needs to address. Only then is it framed.
ESSENTIAL.
Finally, the rate of technological progress is such that prescriptive rules involving equipment can rapidly become outdated, so the future, says Ky, is performance - based rulemaking (PBR), with prescriptive rules only where they are essential. Mostly the latter would define capabilities and responsibilities. PBR means that the required outcome of the rule is specified, and the means by which that outcome is achieved is not the main issue. This method has been foreshadowed for years by the approval of rulings on an "equivalent safety" basis, which allows flexibility in the means by which a safety objective could be achieved.
Rulemakers still work at EASA, but within one of the four directorates: strategy and safety management, certification, flight standards, and resources and support. "Rulemakers now only work six months at headquarters," Ky explains. "Then they are sent out on inspections so they can see what it's like to have to put EASA rules into practice."
But Ky, a noted simplifier, has actually created a new directorate: strategy and safety management, headed by Luc Tytgat, formerly the director of the pan-European Single Sky Directorate at Eurocontrol. Why?
Ky explains: "If we are to go to PBR, we have to establish what the risk is, and to prioritise our resources and action. Luc's task is to notice what is happening out there, to recognise risk and deter mine where action might be needed." There are areas crying out for attention, Ky says, and ground handling, where - in simple numbers - there are more safety incidents than in any other phase of an aircraft's operation, is one of them. And in general aviation, it has started down the long path of working with the sector towards replacing regulation that was effectively commercial-aviation-light with industry-specific guidelines.
Long-serving certification director Norbert Lohl was on 1 March replaced by Trevor Woods, who previously worked on flight standards. Lohl says it was tough in the early days, building a relationship with sceptical national aviation authorities. They were essential, because EASA was so under-resourced that it had to contract out a high proportion of new tasks to the national authorities. About 20 of the tasks still are contracted out.
Woods points out how much is happening on the operations side, especially in human factors and training. EASA is preparing to drive operators towards the application of safety management systems within training departments, and towards the principle of alternative training and qualification programmes, instead of prescriptive syllabus-based recurrent training, plus the application of competency-based training.
TRAINING
Aircraft manufacturers must now provide operational suitability data to prove their cockpit interfaces work. Airlines will be expected to follow the manufacturers' manuals on type rating training more closely. And work is being done to improve the effectiveness of simulators.
EASA is not blind to the fact that pilots frequently seem to be unable to cope with the unexpected, Woods emphasises, and it is looking for ways of dealing with this.
AHIA: Out thanks to David for use of his report to better understand where our CASA is heading at present.
AHIA Regulatory Review Coordinator for Civil Aviation Safety Authority, Transport and Logistics Industry Skills Council (Aircrew) and Manufacturing Skills Australia (Maintenance technicians). E: secretary@austhia.com
Flight International, Edition 3-9 March 2015, page 29 has an interesting report by Regulation Reporter, David Learmouth. David’s article is titled:
EASA mends the rules with tighter focus on outcomes
The executive director at Europe's safety agency has overseen a wholesale shift in mindset
If a regulator dismantles its rule making doctorate it is a sign that things are changing, and at EASA they are.
Executive director Patrick Ky took over the EASA top job in September 2013, and a year later he closed the rulemaking department. "If you have a rulemaking directorate," he explains, "the director is judged by how many rules he makes, or how many existing rules he 'improves'." The result, he says, is ever-fatter rule books, the content of which nobody could possibly retain, and the complexity of which becomes "impossible to work with".
When he first arrived, Ky says, he gathered his troops and told them to reduce the existing rules down to the absolute essentials, so they could all see what was really necessary.
EASA retains its power to make rules, Ky confirms, but the way the need for rules is assessed, and the way that they are made and framed, is now different. The rulemaking process now starts with a risk assessment to determine whether a rule is needed at all, and if so what it needs to address. Only then is it framed.
ESSENTIAL.
Finally, the rate of technological progress is such that prescriptive rules involving equipment can rapidly become outdated, so the future, says Ky, is performance - based rulemaking (PBR), with prescriptive rules only where they are essential. Mostly the latter would define capabilities and responsibilities. PBR means that the required outcome of the rule is specified, and the means by which that outcome is achieved is not the main issue. This method has been foreshadowed for years by the approval of rulings on an "equivalent safety" basis, which allows flexibility in the means by which a safety objective could be achieved.
Rulemakers still work at EASA, but within one of the four directorates: strategy and safety management, certification, flight standards, and resources and support. "Rulemakers now only work six months at headquarters," Ky explains. "Then they are sent out on inspections so they can see what it's like to have to put EASA rules into practice."
But Ky, a noted simplifier, has actually created a new directorate: strategy and safety management, headed by Luc Tytgat, formerly the director of the pan-European Single Sky Directorate at Eurocontrol. Why?
Ky explains: "If we are to go to PBR, we have to establish what the risk is, and to prioritise our resources and action. Luc's task is to notice what is happening out there, to recognise risk and deter mine where action might be needed." There are areas crying out for attention, Ky says, and ground handling, where - in simple numbers - there are more safety incidents than in any other phase of an aircraft's operation, is one of them. And in general aviation, it has started down the long path of working with the sector towards replacing regulation that was effectively commercial-aviation-light with industry-specific guidelines.
Long-serving certification director Norbert Lohl was on 1 March replaced by Trevor Woods, who previously worked on flight standards. Lohl says it was tough in the early days, building a relationship with sceptical national aviation authorities. They were essential, because EASA was so under-resourced that it had to contract out a high proportion of new tasks to the national authorities. About 20 of the tasks still are contracted out.
Woods points out how much is happening on the operations side, especially in human factors and training. EASA is preparing to drive operators towards the application of safety management systems within training departments, and towards the principle of alternative training and qualification programmes, instead of prescriptive syllabus-based recurrent training, plus the application of competency-based training.
TRAINING
Aircraft manufacturers must now provide operational suitability data to prove their cockpit interfaces work. Airlines will be expected to follow the manufacturers' manuals on type rating training more closely. And work is being done to improve the effectiveness of simulators.
EASA is not blind to the fact that pilots frequently seem to be unable to cope with the unexpected, Woods emphasises, and it is looking for ways of dealing with this.
AHIA: Out thanks to David for use of his report to better understand where our CASA is heading at present.
AHIA Regulatory Review Coordinator for Civil Aviation Safety Authority, Transport and Logistics Industry Skills Council (Aircrew) and Manufacturing Skills Australia (Maintenance technicians). E: secretary@austhia.com
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Xenophon stops Part 145 Legislation in Senate
Senator Nick Xenophon successfully moved to disallow the CASR Part 145 Manual of Standards legislation in the senate on Wednesday 18 Mar 2015.
CASR Part 145 covers the regulations for maintenance organisations, and has been the subject of heavy criticism, particularly by the Aviation Maintenance Repair and Overhaul Business Association (AMROBA).
Senator Xenophon rose in the senate and moved a motion for the Manual of Standards for Part 145 to be disallowed. "Primarily, the impact of these regulations is to reduce the safety of Australia's aircraft maintenance regime by transferring the authorisation to certify airworthiness of aircraft from licenced engineers to non-licenced and less-qualified people," he said in proposing the motion. "The role of licenced aircraft engineers is vital. They have a thorough and sound knowledge of the aircraft as a whole—they know them nose to tail and back to front, and from wing tip to wing tip. And, while the other individuals who may work on specific areas of maintenance are undoubtedly experts in their particular field, I am concerned that they do not have the same comprehensive 'big picture' knowledge as licensed aircraft mechanical engineers." Senator Xenophon went on to express the fear of the Australian Licenced Aircraft Engineers Association that Part 145 may even make it illegal for engineers to conduct maintenance that they have been doing safely for decades.
Senator Cash, representing the government, said the Senate should deny the motion to disallow.
"The motion would wind back the clock on regulatory principles which have been in place since 2011," Senator Cash said. "If successful, the disallowance motion would prevent important safety measures being incorporated into the Part 145 Manual of Standards, or MOS, and impose additional regulatory burdens on the Australia's approved maintenance organisations without any demonstrated improvements in aviation safety. "It cannot be supported without setting back the process of modernising Australia's aviation safety maintenance regulations, introduced by the previous government and supported by this government."
With the support of the Labor opposition, the motion to disallow was carried by a vote of 34 to 30.
Our thanks to Australian Flying
AHIA
Senator Nick Xenophon successfully moved to disallow the CASR Part 145 Manual of Standards legislation in the senate on Wednesday 18 Mar 2015.
CASR Part 145 covers the regulations for maintenance organisations, and has been the subject of heavy criticism, particularly by the Aviation Maintenance Repair and Overhaul Business Association (AMROBA).
Senator Xenophon rose in the senate and moved a motion for the Manual of Standards for Part 145 to be disallowed. "Primarily, the impact of these regulations is to reduce the safety of Australia's aircraft maintenance regime by transferring the authorisation to certify airworthiness of aircraft from licenced engineers to non-licenced and less-qualified people," he said in proposing the motion. "The role of licenced aircraft engineers is vital. They have a thorough and sound knowledge of the aircraft as a whole—they know them nose to tail and back to front, and from wing tip to wing tip. And, while the other individuals who may work on specific areas of maintenance are undoubtedly experts in their particular field, I am concerned that they do not have the same comprehensive 'big picture' knowledge as licensed aircraft mechanical engineers." Senator Xenophon went on to express the fear of the Australian Licenced Aircraft Engineers Association that Part 145 may even make it illegal for engineers to conduct maintenance that they have been doing safely for decades.
Senator Cash, representing the government, said the Senate should deny the motion to disallow.
"The motion would wind back the clock on regulatory principles which have been in place since 2011," Senator Cash said. "If successful, the disallowance motion would prevent important safety measures being incorporated into the Part 145 Manual of Standards, or MOS, and impose additional regulatory burdens on the Australia's approved maintenance organisations without any demonstrated improvements in aviation safety. "It cannot be supported without setting back the process of modernising Australia's aviation safety maintenance regulations, introduced by the previous government and supported by this government."
With the support of the Labor opposition, the motion to disallow was carried by a vote of 34 to 30.
Our thanks to Australian Flying
AHIA
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Enough is enough!
TAAAF demands a cost benefit analysis to justifying expensive changes to our fees and charges due to the introduction of the CASRs.
In a Media Release, the Australian Aviation Associations Forum (TAAAF) has responded to a CASA draft Cost Recovery Implementation Strategy (CRIS) by telling the regulator to tighten its belt, become more efficient and review its activities that contribute little to aviation safety.
At a time when many aviation industry sectors are suffering a significant economic downturn due to the end of the mining boom, drought in two States and a multi-decade general decline in activity, all parts of the industry have had to tighten their belts and CASA’s regulatory services should not be immune.
On one side sits the Government’s budget predicament, Government’s red tape reduction plan, the Government direction regarding new regulations having to be cost neutral on industry and the Government’s announced adoption of most of the recommendations of the highly critical Forsyth Aviation Review.
In this environment it is not appropriate for CASA to propose some 90 new charges related to the bungled new Part 61 for pilot licensing, and to maintain complex bureaucratic systems that fail to deliver efficiency. Industry has concerns about the lack of urgency in reform and denial of the Forsyth report criticisms by a cohort of long term managers within CASA.
The new CASA Director of Aviation and the revamped Board are clearly engaged and focused on the challenging job at hand. They should make no mistake as to industry’s hostile reception of the CRIS proposal to simply increase charges before an attempt to improve efficiency.
Unfortunately, the Minister’s critical letter of expectations to CASA is still missing in action and this needs to be remedied urgently. That letter should include a clear direction for CASA to reduce costs, up to and including a reduction in staff.
That letter should include a clear direction for CASA to reduce costs, up to and including a reduction in staff.
Participants in the Forum ask Deputy Prime Minister Truss to:
• Reject the draft Cost Recovery Implementation Strategy (CRIS).
• Refer CASA to the Government directive that new regulations should be cost neutral.
• Refer CASA to the Government policy on red tape reduction.
• Direct CASA to implement the Government’s response to the Forsyth Report
• Include a direction in his Letter of Expectations that CASA focus on cost reduction before more cost recovery
• Direct CASA to establish a joint industry/CASA taskforce to review all charges and the efficiency of the systems behind them, with a view to eliminating activities and their accompanying charges where they make no contribution to safety.
End of Media Release.
The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia; Aerostructures and Aircraft Manufacture; Australian Association of Flight Instructors; Australian Business Aviation Association; Australian Helicopter Industry Association; Australian Women Pilots’ Association; Aviation Law Association; Aviation Maintenance, Repair and Overhaul Business Association; Recreational Aviation Australia; Regional Aviation Association of Australia and Royal Federation of Aero Clubs Australia.
AHIA
TAAAF demands a cost benefit analysis to justifying expensive changes to our fees and charges due to the introduction of the CASRs.
In a Media Release, the Australian Aviation Associations Forum (TAAAF) has responded to a CASA draft Cost Recovery Implementation Strategy (CRIS) by telling the regulator to tighten its belt, become more efficient and review its activities that contribute little to aviation safety.
At a time when many aviation industry sectors are suffering a significant economic downturn due to the end of the mining boom, drought in two States and a multi-decade general decline in activity, all parts of the industry have had to tighten their belts and CASA’s regulatory services should not be immune.
On one side sits the Government’s budget predicament, Government’s red tape reduction plan, the Government direction regarding new regulations having to be cost neutral on industry and the Government’s announced adoption of most of the recommendations of the highly critical Forsyth Aviation Review.
In this environment it is not appropriate for CASA to propose some 90 new charges related to the bungled new Part 61 for pilot licensing, and to maintain complex bureaucratic systems that fail to deliver efficiency. Industry has concerns about the lack of urgency in reform and denial of the Forsyth report criticisms by a cohort of long term managers within CASA.
The new CASA Director of Aviation and the revamped Board are clearly engaged and focused on the challenging job at hand. They should make no mistake as to industry’s hostile reception of the CRIS proposal to simply increase charges before an attempt to improve efficiency.
Unfortunately, the Minister’s critical letter of expectations to CASA is still missing in action and this needs to be remedied urgently. That letter should include a clear direction for CASA to reduce costs, up to and including a reduction in staff.
That letter should include a clear direction for CASA to reduce costs, up to and including a reduction in staff.
Participants in the Forum ask Deputy Prime Minister Truss to:
• Reject the draft Cost Recovery Implementation Strategy (CRIS).
• Refer CASA to the Government directive that new regulations should be cost neutral.
• Refer CASA to the Government policy on red tape reduction.
• Direct CASA to implement the Government’s response to the Forsyth Report
• Include a direction in his Letter of Expectations that CASA focus on cost reduction before more cost recovery
• Direct CASA to establish a joint industry/CASA taskforce to review all charges and the efficiency of the systems behind them, with a view to eliminating activities and their accompanying charges where they make no contribution to safety.
End of Media Release.
The TAAAF is a forum of peak aviation bodies that includes the: Aerial Agricultural Association of Australia; Aerostructures and Aircraft Manufacture; Australian Association of Flight Instructors; Australian Business Aviation Association; Australian Helicopter Industry Association; Australian Women Pilots’ Association; Aviation Law Association; Aviation Maintenance, Repair and Overhaul Business Association; Recreational Aviation Australia; Regional Aviation Association of Australia and Royal Federation of Aero Clubs Australia.
AHIA
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA Quarterly Report - Jan to Mar '15.
It is a badly kept secret that the AHIA has decided to form a working group to investigate further the problems that are occurring as CASR Part 61 - Flight Crew Licensing is being finalised. Recently we have received the revised costs of CASA services. CASA has suggested the revised Part 61 - Manual of Standards will be released; hopefully by July 2015. Once this had been done we can obtain a clearer picture of what the enormous changes mean in dollar terms, and then ask the Deputy Prime Minister Warren Truss (our Aviation Minister), how the safety case studies and their cost benefit analysis (a government requirement) were determined.
Our main gripe is that unless Part 61 can be made to work; then all the other 'advanced' legislation coming into being and resting on the foundation created by Part 61 will probably need extensive redrafting or exemptions (instruments) to keep the industry moving forward.
Understandably, we are attracting a lot of political, media (and legal) attention; however, at this stage our deliberations are confidential.
In the meantime, our latest AHIA Quarterly Report ending 31 March 2015 is available as a pdf from secretary@austhia.com. Readers can then see some of the emerging issues and long term predictions. The statement from the head of EASA in late 2014 indicates their recommendation advising against the tsunami of new regulations flowing from national regulatory reform programmers. EASA considers their efforts to be counter productive as a safety enhancement tool.
AHIA Members will be getting regular bulletins on our work in progress. Please join us if you can as we need to support our overworked volunteers.
http://www.austhia.com
AHIA Regulatory Review Coordinator - secretary@austhia.com.
It is a badly kept secret that the AHIA has decided to form a working group to investigate further the problems that are occurring as CASR Part 61 - Flight Crew Licensing is being finalised. Recently we have received the revised costs of CASA services. CASA has suggested the revised Part 61 - Manual of Standards will be released; hopefully by July 2015. Once this had been done we can obtain a clearer picture of what the enormous changes mean in dollar terms, and then ask the Deputy Prime Minister Warren Truss (our Aviation Minister), how the safety case studies and their cost benefit analysis (a government requirement) were determined.
Our main gripe is that unless Part 61 can be made to work; then all the other 'advanced' legislation coming into being and resting on the foundation created by Part 61 will probably need extensive redrafting or exemptions (instruments) to keep the industry moving forward.
Understandably, we are attracting a lot of political, media (and legal) attention; however, at this stage our deliberations are confidential.
In the meantime, our latest AHIA Quarterly Report ending 31 March 2015 is available as a pdf from secretary@austhia.com. Readers can then see some of the emerging issues and long term predictions. The statement from the head of EASA in late 2014 indicates their recommendation advising against the tsunami of new regulations flowing from national regulatory reform programmers. EASA considers their efforts to be counter productive as a safety enhancement tool.
AHIA Members will be getting regular bulletins on our work in progress. Please join us if you can as we need to support our overworked volunteers.
http://www.austhia.com
AHIA Regulatory Review Coordinator - secretary@austhia.com.
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