Don't forget the Part 141 Student (CPL) will have to do 150 hours rather than 100 hours under the Part 142 'scheme'. 50 extra hours at around $500 per hour (R22) is a MINIMUM of $25000 more for a licence - and that's before you need to look at doing time in an IF capable training machine (probably not a 22).
The've made it simpler - but cost the student more - where does this student base come from? A CPL under 141 - minimum cost will be $80,000 - $95,000 (versus $55k to $70k part 142). What student will be willing to pay that much extra rather than go to a 142 operator?
Frog
Australian Helicopter Industry Association
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froginasock
- 1st Dan
- Posts: 202
- Joined: Aug 2008
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CYHeli
- 4th Dan
- Posts: 1825
- Joined: Jun 2006
Re: Australian Helicopter Industry Association
Frog, some won't have a choice. The Part 142 must be done in a reduced period of time, so have your cash up front ready to go (Don't pay the cash up front!)
If the student doesn't have the cash ready, then do the full 150 with a Part 141 or do a fixed wing first and then the 70 hour conversion, but still have at least 150 total time. The second option will allow pilots the option of doing NVFR and IR in the fixed wing for when they want to go off shore, etc.
In the draft the reduced period of time was stipulated as 14 months, that's gone, but talking to people in CASA the intent is less than 12 months, including the theory.
If the student doesn't have the cash ready, then do the full 150 with a Part 141 or do a fixed wing first and then the 70 hour conversion, but still have at least 150 total time. The second option will allow pilots the option of doing NVFR and IR in the fixed wing for when they want to go off shore, etc.
In the draft the reduced period of time was stipulated as 14 months, that's gone, but talking to people in CASA the intent is less than 12 months, including the theory.
What you leave behind is not what is engraved in stone monuments, but what is woven into the lives of others.
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froginasock
- 1st Dan
- Posts: 202
- Joined: Aug 2008
Re: Australian Helicopter Industry Association
CY
From my discussions with CASA the intent for 142 is true integration (theory as you progress flying) - yet another operator (looking at 142) was told that they could 'outsource' theory - and this can be conducted prior to flight training. It's this mis-match of information that also causes confusion for potential operators/students who are looking at (perceived) financial risk/outlay. (i.e. lets say a student get 70 hours of training and struggles to pass Law - adds a lot of pressure to that student with the financial outlay they have already paid along the way - rather than the theory failure being sorted before a large investment in flight has occurred = less perceived $$ risk). This obviously isn't an issue to most students but the perceived risk is valid.
There is no purposeful definition of 'integrated training' - so, will CASA approve an operator as 142 if they propose to conduct 85% (50%, 25%) of theory before flight training commences to reduce (perceived) financial risk to students? The answer is: 'we don't know' - and when contradictory advice is being given by the Regulator it's a bit frustrating - especially when clarification emails go unanswered.
(Note: Basic IF is conducted on class ((also) NVFR Helicopters or Aeroplane) - so you'd have to do a portion of it twice on H & A)).
Never pay more than 10 hours upfront - and only if it gets you a significantly discounted rate - otherwise NEVER.
From my discussions with CASA the intent for 142 is true integration (theory as you progress flying) - yet another operator (looking at 142) was told that they could 'outsource' theory - and this can be conducted prior to flight training. It's this mis-match of information that also causes confusion for potential operators/students who are looking at (perceived) financial risk/outlay. (i.e. lets say a student get 70 hours of training and struggles to pass Law - adds a lot of pressure to that student with the financial outlay they have already paid along the way - rather than the theory failure being sorted before a large investment in flight has occurred = less perceived $$ risk). This obviously isn't an issue to most students but the perceived risk is valid.
There is no purposeful definition of 'integrated training' - so, will CASA approve an operator as 142 if they propose to conduct 85% (50%, 25%) of theory before flight training commences to reduce (perceived) financial risk to students? The answer is: 'we don't know' - and when contradictory advice is being given by the Regulator it's a bit frustrating - especially when clarification emails go unanswered.
(Note: Basic IF is conducted on class ((also) NVFR Helicopters or Aeroplane) - so you'd have to do a portion of it twice on H & A)).
Never pay more than 10 hours upfront - and only if it gets you a significantly discounted rate - otherwise NEVER.
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
ALAEA asks for 'plain English
It was mentioned in Friday's Australian (4 Apr '14) that the Australian Licenced Aircraft Engineers Association (ALAEA) had provided a submission to the federal government's Aviation Safety Review. In part, this industry group described the looming legislation as being hard to understand as it was written by lawyers for use in criminal cases. As an aside, many international speakers at Heli-Expo 2014 spoke about their experiences, usually bad, about adopting verbose and confusing EASA rules written by non-aviators for lawyers, with little understanding of implications down on the flight line.
Cited was the tedious compliance with constantly changing of rules and key personnel within CASA.
The ALAE just wants new regulations to be rewritten in plain English to suit the users - not the bureaucrats and lawyers.
An example follows. Latest draft on some what should be simple requirements about flying over built up areas, etc.;
91.295 All flights—minimum heights over certain areas [91.295] (Current CAR 157)
(1) The pilot in command of an aircraft commits an offence if, during a flight:
(a) the aircraft is flown over an area mentioned in column 1 of an item in table 91.295; and
(b) the aircraft is of a type mentioned in column 2 of the item; and
(c) if a circumstance is mentioned in column 3 of the item—the circumstance applies to the aircraft; and
(d) the aircraft is flown below the higher of:
(i) the height at which the aircraft could conduct an emergency landing, due to a failed engine, without undue hazard to persons or property on the ground or water; and
(ii) the height mentioned in column 4 of the item; and
(e) a circumstance mentioned in subregulation (2) does not apply.
Penalty: 50 penalty units
(2) For paragraph (1)(e), the circumstances are the following:
(a) the aircraft is taking off or landing;
(b) the aircraft is engaged in a missed approach;
(c) for a rotorcraft—the rotorcraft is hovering, air transiting, air taxiing or ground taxiing at an aerodrome;
(d) the aircraft:
(i) is not carrying passengers; and
(ii) is engaged in a practice emergency procedure at an aerodrome;
(e) the aircraft:
(i) is not carrying passengers; and
(ii) is engaged in a practice forced landing procedure with the consent of the person or authority having control over the land above which the procedure is carried out;
(f) the aircraft:
(i) is not carrying passengers; and
(ii) is being flown over an area that is authorised for low flying under [Part 141] and has been surveyed by the pilot in command for obstacles before the flight; and
(iii) is conducting the low flying with the consent of the person or authority having control of the land over which the low flying is being conducted;
(g) the aircraft is performing training circuits at an aerodrome.
And it goes on with a descriptive table.....
This will no doubt spawn an industry producing translations of new rules into plain English.
The AHIA had a member at the SCC in Canberra where final versions on various drafts were discussed. More later when we get a debrief.
AHIA
It was mentioned in Friday's Australian (4 Apr '14) that the Australian Licenced Aircraft Engineers Association (ALAEA) had provided a submission to the federal government's Aviation Safety Review. In part, this industry group described the looming legislation as being hard to understand as it was written by lawyers for use in criminal cases. As an aside, many international speakers at Heli-Expo 2014 spoke about their experiences, usually bad, about adopting verbose and confusing EASA rules written by non-aviators for lawyers, with little understanding of implications down on the flight line.
Cited was the tedious compliance with constantly changing of rules and key personnel within CASA.
The ALAE just wants new regulations to be rewritten in plain English to suit the users - not the bureaucrats and lawyers.
An example follows. Latest draft on some what should be simple requirements about flying over built up areas, etc.;
91.295 All flights—minimum heights over certain areas [91.295] (Current CAR 157)
(1) The pilot in command of an aircraft commits an offence if, during a flight:
(a) the aircraft is flown over an area mentioned in column 1 of an item in table 91.295; and
(b) the aircraft is of a type mentioned in column 2 of the item; and
(c) if a circumstance is mentioned in column 3 of the item—the circumstance applies to the aircraft; and
(d) the aircraft is flown below the higher of:
(i) the height at which the aircraft could conduct an emergency landing, due to a failed engine, without undue hazard to persons or property on the ground or water; and
(ii) the height mentioned in column 4 of the item; and
(e) a circumstance mentioned in subregulation (2) does not apply.
Penalty: 50 penalty units
(2) For paragraph (1)(e), the circumstances are the following:
(a) the aircraft is taking off or landing;
(b) the aircraft is engaged in a missed approach;
(c) for a rotorcraft—the rotorcraft is hovering, air transiting, air taxiing or ground taxiing at an aerodrome;
(d) the aircraft:
(i) is not carrying passengers; and
(ii) is engaged in a practice emergency procedure at an aerodrome;
(e) the aircraft:
(i) is not carrying passengers; and
(ii) is engaged in a practice forced landing procedure with the consent of the person or authority having control over the land above which the procedure is carried out;
(f) the aircraft:
(i) is not carrying passengers; and
(ii) is being flown over an area that is authorised for low flying under [Part 141] and has been surveyed by the pilot in command for obstacles before the flight; and
(iii) is conducting the low flying with the consent of the person or authority having control of the land over which the low flying is being conducted;
(g) the aircraft is performing training circuits at an aerodrome.
And it goes on with a descriptive table.....
This will no doubt spawn an industry producing translations of new rules into plain English.
The AHIA had a member at the SCC in Canberra where final versions on various drafts were discussed. More later when we get a debrief.
AHIA
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hand in pants
- 4th Dan
- Posts: 1615
- Joined: Sep 2006
Re: Australian Helicopter Industry Association
Can the way these new regulations are written, namely in such a way as to be too difficult to understand, be seen as a safety of flight issue???????
Hand in Pants, I'm thinking, my god, that IS huge!!!!!!!!
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Capt Hollywood
- 3rd Dan
- Posts: 841
- Joined: Sep 2006
Re: Australian Helicopter Industry Association
My thoughts exactly HIP. Surely in the event of an alleged breach a defence might be that you misunderstood the regulations due to their complexity. Those new low flying regs are an absolute joke!
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA attended TAAAF meeting at which Warren Truss was guest speaker.
On Tue 8 Apr ’14, AHIA President, Peter Crook and Company Secretary, Rob Rich attended a meeting of the Aviation Associations Forum (TAAAF), in Sydney. The TAAAF is a co-operative group made up of Australia's peak aviation bodies designed to give the industry coherence when dealing with government and regulators. The members of TAAAF are:
• Aerial Agriculture Association of Australia
• Australian Association of Flight Instructors
• Australian Business Aviation Association
• Aviation Maintenance Repair and Overhaul Business Association
• Regional Aviation Association of Australia
• Royal Federation of Aero Clubs of Australia
TAAAF Chairman Chris Manning welcomed the AHIA and said three members of the HAA attended the first TAAAF meeting in 2008.
Although we are not allowed to comment in detail on the Deputy Prime Minister's informal discussions, it was encouraging to note the government is taking care to action the pre-election promises. In fact, some are significant projects which by their very nature will be hard to undertake; the second Sydney Airport decision is probably their greatest challenge.
It is no secret that most of the associations present were looking for an update on the review of CASA, due to be completed in May and hopefully changes announced in June/July 2014. In particular, the non-acceptance of the current new EASA based rules by most reflected the concern at the damage being caused by complex, verbose and legalized worded texts written by lawyers for lawyers in the Crimes Act format.
During the final discussions, the AHIA explained both aeroplane and helicopter flight schools are facing expensive changes to be compliant; however, no safety case from CASA has been sighted. The helicopter industry, unfortunately, is facing the greatest impost and some observers suggest about one third of our schools many stumble after September when CASR Par 61 becomes effective.
In reply, Warren Truss asked that we wait for the review process to be completed; however, his comments were worded in such way it appeared the industry may have their concerns addressed in a satisfactory manner.
Bladeslappers who want to keep up with the debate on the troublesome changes heading our way should go the http://www.aopa.com.au and read their submission to the review committee. It is well written, concise and covers the future needs of our industry.
Students of history can see a wealth of CAA/CASA history at http://www.proaviation.com.au It is good to see how the EASA process started and the reason why there was so much debate amongst CASA heavies – most now retired or resigned. You just have to be patient with the sometimes biased comments; but overall it is good debate from both sides.
We are doing our best to help you guys trying to earn a buck with wobbly wings.
Rob Rich
AHIA
On Tue 8 Apr ’14, AHIA President, Peter Crook and Company Secretary, Rob Rich attended a meeting of the Aviation Associations Forum (TAAAF), in Sydney. The TAAAF is a co-operative group made up of Australia's peak aviation bodies designed to give the industry coherence when dealing with government and regulators. The members of TAAAF are:
• Aerial Agriculture Association of Australia
• Australian Association of Flight Instructors
• Australian Business Aviation Association
• Aviation Maintenance Repair and Overhaul Business Association
• Regional Aviation Association of Australia
• Royal Federation of Aero Clubs of Australia
TAAAF Chairman Chris Manning welcomed the AHIA and said three members of the HAA attended the first TAAAF meeting in 2008.
Although we are not allowed to comment in detail on the Deputy Prime Minister's informal discussions, it was encouraging to note the government is taking care to action the pre-election promises. In fact, some are significant projects which by their very nature will be hard to undertake; the second Sydney Airport decision is probably their greatest challenge.
It is no secret that most of the associations present were looking for an update on the review of CASA, due to be completed in May and hopefully changes announced in June/July 2014. In particular, the non-acceptance of the current new EASA based rules by most reflected the concern at the damage being caused by complex, verbose and legalized worded texts written by lawyers for lawyers in the Crimes Act format.
During the final discussions, the AHIA explained both aeroplane and helicopter flight schools are facing expensive changes to be compliant; however, no safety case from CASA has been sighted. The helicopter industry, unfortunately, is facing the greatest impost and some observers suggest about one third of our schools many stumble after September when CASR Par 61 becomes effective.
In reply, Warren Truss asked that we wait for the review process to be completed; however, his comments were worded in such way it appeared the industry may have their concerns addressed in a satisfactory manner.
Bladeslappers who want to keep up with the debate on the troublesome changes heading our way should go the http://www.aopa.com.au and read their submission to the review committee. It is well written, concise and covers the future needs of our industry.
Students of history can see a wealth of CAA/CASA history at http://www.proaviation.com.au It is good to see how the EASA process started and the reason why there was so much debate amongst CASA heavies – most now retired or resigned. You just have to be patient with the sometimes biased comments; but overall it is good debate from both sides.
We are doing our best to help you guys trying to earn a buck with wobbly wings.
Rob Rich
AHIA
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
China's growth rate pushes past 20%
Came across a news article from the ABACE Convention News. Author Charles Alcock. A précis is as follows.:
Last year the entire fleet 465 helicopters, grew by 20 percent, according to the Asian Sky Group, which in February published the latest edition of its Greater China Civil Helicopter Fleet Report. The Hong Kong-based company’s projection for 2014 growth is 20 percent again, based on actual orders placed for helicopters in the region, bringing the total number of civil helicopters to more than 550 by the end of the year.
The largest user of civil helicopters in country is the oil and gas industry. Helicopters service the Bohai Bay, East China Sea and South China Sea oil platforms on a daily basis, and analysts see demand for helicopters such as the Sikorsky S-92 and Airbus EC225 in the future.
In Beijing, Shanghai and Hong Kong helicopters are being used as part of Ministry of Transportation and Government Flying Services, supporting police, EMS and SAR in those regions. As more areas, such as Heilongjiang province in North China, are opened for private helicopter and training operations it is expected that civil demand will grow.
China World Helicopter Association’s director general Luo You Zhen recently published a plan for commercial helicopter routes linking Chinese cities in the Ring Bohai region, starting with Tienjin and Dalian (236 miles/380 km); Dalian and Qingdao (199 miles/320 km); Tienjin and Qingdao (267 miles/430 km). Expected fares in an AW139 or similar 15-passenger helicopter are estimated to be around US$350 one-way, according to Lou. The timeline for the project is keyed to correspond with the opening of more airspace for helicopters in 2016.
Airbus Helicopters (formerly Eurocopter) is the leading rotorcraft supplier in China today with 121. Robinson accounts for 102 helicopters, followed by Bell 74, Schweizer 52, Sikorsky 41 and AgustaWestland 31. While Sikorsky holds only a 9-percent market share in terms of aircraft numbers, it represents 30 percent in replacement value. Last year, Bell increased its fleet in Greater China by 32 percent. The most numerous rotorcraft in China today are Bell 407s, Bell 406s and Airbus Helicopters AS350s.
A good opportunity for Australian training schools?
Thanks to Charles Alcock.
AHIA
Came across a news article from the ABACE Convention News. Author Charles Alcock. A précis is as follows.:
Last year the entire fleet 465 helicopters, grew by 20 percent, according to the Asian Sky Group, which in February published the latest edition of its Greater China Civil Helicopter Fleet Report. The Hong Kong-based company’s projection for 2014 growth is 20 percent again, based on actual orders placed for helicopters in the region, bringing the total number of civil helicopters to more than 550 by the end of the year.
The largest user of civil helicopters in country is the oil and gas industry. Helicopters service the Bohai Bay, East China Sea and South China Sea oil platforms on a daily basis, and analysts see demand for helicopters such as the Sikorsky S-92 and Airbus EC225 in the future.
In Beijing, Shanghai and Hong Kong helicopters are being used as part of Ministry of Transportation and Government Flying Services, supporting police, EMS and SAR in those regions. As more areas, such as Heilongjiang province in North China, are opened for private helicopter and training operations it is expected that civil demand will grow.
China World Helicopter Association’s director general Luo You Zhen recently published a plan for commercial helicopter routes linking Chinese cities in the Ring Bohai region, starting with Tienjin and Dalian (236 miles/380 km); Dalian and Qingdao (199 miles/320 km); Tienjin and Qingdao (267 miles/430 km). Expected fares in an AW139 or similar 15-passenger helicopter are estimated to be around US$350 one-way, according to Lou. The timeline for the project is keyed to correspond with the opening of more airspace for helicopters in 2016.
Airbus Helicopters (formerly Eurocopter) is the leading rotorcraft supplier in China today with 121. Robinson accounts for 102 helicopters, followed by Bell 74, Schweizer 52, Sikorsky 41 and AgustaWestland 31. While Sikorsky holds only a 9-percent market share in terms of aircraft numbers, it represents 30 percent in replacement value. Last year, Bell increased its fleet in Greater China by 32 percent. The most numerous rotorcraft in China today are Bell 407s, Bell 406s and Airbus Helicopters AS350s.
A good opportunity for Australian training schools?
Thanks to Charles Alcock.
AHIA
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Reminder of AGM
At 4.45 pm on Sat 24 May '14, at Twin Waters resort during Rotortech 2014. You do not have to be a member of the AHIA nor a delegate at the conference to attend.
On a budget? Come in the afternoon and have a complimentary peek at the exhibitions and parked helicopters and then pop into reception and follow the signs.
More later.
Rob Rich Company Secretary AHIA. 0415 641 774
At 4.45 pm on Sat 24 May '14, at Twin Waters resort during Rotortech 2014. You do not have to be a member of the AHIA nor a delegate at the conference to attend.
On a budget? Come in the afternoon and have a complimentary peek at the exhibitions and parked helicopters and then pop into reception and follow the signs.
More later.
Rob Rich Company Secretary AHIA. 0415 641 774
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Urgent - NPRM - Sling, winching and rappelling.
Re: http://www.casa.gov.au/newrules/
Comments due 27 Jun '14. Revision of CAO 29.6 and CAO 29.1.
Now requires formal pre-flight risk assessment if doing emergency medical operations. Will become rewritten into CASR Part 138.
Any volunteers wanting to be on an AHIA working group? We can provide the feedback that CASA is requesting.
This topic is being covered at Rotortech 2014 - more later.
If you agree with of have concerns with the new rules please send your thoughts to secretary@austhia.com
Time is of the essence!
AHIA
Re: http://www.casa.gov.au/newrules/
Comments due 27 Jun '14. Revision of CAO 29.6 and CAO 29.1.
Now requires formal pre-flight risk assessment if doing emergency medical operations. Will become rewritten into CASR Part 138.
Any volunteers wanting to be on an AHIA working group? We can provide the feedback that CASA is requesting.
This topic is being covered at Rotortech 2014 - more later.
If you agree with of have concerns with the new rules please send your thoughts to secretary@austhia.com
Time is of the essence!
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Auto pilot updates.
Pacific Avionics, agent for Cobham, has joined AHIA and Cobham is attending Rotortech. Cobham and Pacific Avionics are giving a presentation on the new range of Auto-Pilots for light helicopters including AS350, EC130, B206 and B407 helicopters, at Bankstown, Thu 22 May '14.
• Venue, Pacific Avionics, Hangar 480 Miles Street Bankstown
• Commences 10:00 AM
Interested parties should call Pacific Avionics on 02 97911137 or Peter Flanagan mobile 0413 44 9890.
AHIA
Pacific Avionics, agent for Cobham, has joined AHIA and Cobham is attending Rotortech. Cobham and Pacific Avionics are giving a presentation on the new range of Auto-Pilots for light helicopters including AS350, EC130, B206 and B407 helicopters, at Bankstown, Thu 22 May '14.
• Venue, Pacific Avionics, Hangar 480 Miles Street Bankstown
• Commences 10:00 AM
Interested parties should call Pacific Avionics on 02 97911137 or Peter Flanagan mobile 0413 44 9890.
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA prepares their members for EASA based mandatory risk management systems.
On the 5 May 2014 CASA issued an NPRM seeking comments from industry by 27 June 2014. It asked industry to review the proposed amendments to:
• CAO 29.6—Helicopter External Sling Load Operations.
• CAO 29.1—Helicopter Winching and Rappelling Operations.
CASA stated these CAOs do not reflect the latest concepts in the use of risk assessment and management. The future introduction of CASR Part 138 – Aerial Work Operations – Rotorcraft will require an even more detailed approach to an operator’s policies and procedures for risk mitigation and a risk assessment process for approval of certain helicopter operations. Bringing these policies forward earlier via amendments to the existing CAOs will provide for better safety outcomes prior to and until the operational CASRs are in place.
So what is happening? CASA has asked operators to do a two stage upgrade. Firstly, add tougher and now clearly defined risk management protocols to existing CAOs; and secondly, later assist with transitioning of the CAOs’ into the EASA orientated CASR Part 138.
Over the past year, many industry bodies, including associations, have publically stated their concerns about the flood of new CASA legislation entering the arena. Senior managers have complained about difficult to read regulations (Crimes Act format), written by lawyers for lawyers complete with a range of new words replacing technical descriptions now many decades old. The new legislation will have a greater impact on the rotary wing industry due to some changes requiring enormous administrative costs and upgrading or replacement of expensive assets.
After the NPRM was released, AHIA President, Peter Crook knew his representative body had experience in reviewing draft regulations and providing feedback to CASA. In fact, the deadline for changes to the aircrew training rules from 1 Dec ’13 to 1 Sep ’14 was probably the result of the work by Vice President, Mark Scrygmeour and his working group. CASA provided Dale South as a liaison person, thus speeding up the communication processes.
The AHIA Board then made some minor changes to the speakers programme at Rotortech 2014 which was held from 24 to 25 May 2014 on Queensland’s Sunshine Coast.
Clive Adams in his presentation “The Regulatory Requirement for Risk Management" dealt with the problems to be overcome when becoming CASA compliant.
Later Mike Horneman and Rob Collins spoke about "Managing the transition to a safety systems based business model,” which was focussed on ‘coal face’ implementation of an SMS using in-house protocols already in place to avoid costs. The draft CAOs were also used as a training aid.
Join the AHIA and help us all manage all the changes for your benefit!
Go to http://www.austhia.com or follow our progress at http://www.bladeslapper.com.au
On the 5 May 2014 CASA issued an NPRM seeking comments from industry by 27 June 2014. It asked industry to review the proposed amendments to:
• CAO 29.6—Helicopter External Sling Load Operations.
• CAO 29.1—Helicopter Winching and Rappelling Operations.
CASA stated these CAOs do not reflect the latest concepts in the use of risk assessment and management. The future introduction of CASR Part 138 – Aerial Work Operations – Rotorcraft will require an even more detailed approach to an operator’s policies and procedures for risk mitigation and a risk assessment process for approval of certain helicopter operations. Bringing these policies forward earlier via amendments to the existing CAOs will provide for better safety outcomes prior to and until the operational CASRs are in place.
So what is happening? CASA has asked operators to do a two stage upgrade. Firstly, add tougher and now clearly defined risk management protocols to existing CAOs; and secondly, later assist with transitioning of the CAOs’ into the EASA orientated CASR Part 138.
Over the past year, many industry bodies, including associations, have publically stated their concerns about the flood of new CASA legislation entering the arena. Senior managers have complained about difficult to read regulations (Crimes Act format), written by lawyers for lawyers complete with a range of new words replacing technical descriptions now many decades old. The new legislation will have a greater impact on the rotary wing industry due to some changes requiring enormous administrative costs and upgrading or replacement of expensive assets.
After the NPRM was released, AHIA President, Peter Crook knew his representative body had experience in reviewing draft regulations and providing feedback to CASA. In fact, the deadline for changes to the aircrew training rules from 1 Dec ’13 to 1 Sep ’14 was probably the result of the work by Vice President, Mark Scrygmeour and his working group. CASA provided Dale South as a liaison person, thus speeding up the communication processes.
The AHIA Board then made some minor changes to the speakers programme at Rotortech 2014 which was held from 24 to 25 May 2014 on Queensland’s Sunshine Coast.
Clive Adams in his presentation “The Regulatory Requirement for Risk Management" dealt with the problems to be overcome when becoming CASA compliant.
Later Mike Horneman and Rob Collins spoke about "Managing the transition to a safety systems based business model,” which was focussed on ‘coal face’ implementation of an SMS using in-house protocols already in place to avoid costs. The draft CAOs were also used as a training aid.
Join the AHIA and help us all manage all the changes for your benefit!
Go to http://www.austhia.com or follow our progress at http://www.bladeslapper.com.au
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Just a heads up - Maroochydore Airport - Qld Government Tender
On Sat 14 Jun '14, a tender was released for the lease of airside and landside sites at the Sunshine Coast Airport. The sites are on a greenfield development located within the newly developed Sunshine Coast Aerospace Precinct. They offer opportunity for aviation related businesses to establish operations at Sunshine Coast Airport. Closes 1200 PM on 8 Jul '14.
We can send specs if any AHIA member is interested.
AHIA Secretary - secretary@austhia.com
On Sat 14 Jun '14, a tender was released for the lease of airside and landside sites at the Sunshine Coast Airport. The sites are on a greenfield development located within the newly developed Sunshine Coast Aerospace Precinct. They offer opportunity for aviation related businesses to establish operations at Sunshine Coast Airport. Closes 1200 PM on 8 Jul '14.
We can send specs if any AHIA member is interested.
AHIA Secretary - secretary@austhia.com
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AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA information services
We can now release a list of the more than sixty company members of the AHIA.
Also, we are finalising the end of financial year RW data - ending 30 Jun '14.
Following this will be post Rotortech 2014 updates - speakers presentations will be available on PowerPoint. Also, list of speakers, booth holders and attendees.
Just send us an email - secretary@austhia.com. It is that easy!
AHIA
We can now release a list of the more than sixty company members of the AHIA.
Also, we are finalising the end of financial year RW data - ending 30 Jun '14.
Following this will be post Rotortech 2014 updates - speakers presentations will be available on PowerPoint. Also, list of speakers, booth holders and attendees.
Just send us an email - secretary@austhia.com. It is that easy!
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
A scoop for Bladeslapper readers! FISCAL 2013/2014 Report!
Our thanks to AHIA's Media Sponsor, Aviation Trader who provide AIRWAVES for us to promote our industry and present essential information on events which can hurt us all if not challenged.
Australian Helicopter Industry Report
FISCAL Year 2013/2014
An unexpected above average result!
Released by the AHIA only sixteen days after the Financial Year ended. We try to please - so please help us try harder on your behalf - join the AHIA today!
The helicopter industry is usually first into and last out of an economic recession! …anon.
By way of introduction, the Australian Financial year runs from 1 July to 30 June each year, a somewhat different time frame to other global reporting protocols. As expected, the Civil Aviation Safety Authority’s Annual Report reflects the past FISCAL Year’s achievements.
On the 30 June 2014 Australian aircraft numbered 15,256. This number consisted of 13,152 aeroplanes and 2,104 helicopters. The latter now represent 13.8% of the civil register. Over the past decade the Australian aircraft fleet has grown by 25% from 12,160 listed in 2004. In particular, aeroplane registrations have increased from 10,990 to 13,152 - a growth rate of 19.7%. The helicopter numbers have moved from 1,170 to 2,104, up by 79.8%, a very significant difference to the aeroplane register increase over the same time period.
Helicopter numbers increased by 80% over the past decade,
whereas their aeroplane cousins have only managed 20%.
The Australian Helicopter Industry Association’s research indicates the past annual growth rates have usually been 6 - 8%; however, the number of IFR multi-engine turbine machines has markedly increased over recent years, resulting in shortages of qualified maintenance staff and pilots acceptable to operators with more advanced equipment. The outlook for sales of heavy helicopters looks good as various HEMS, off shore oil and gas projects mature. A wild card yet to be quantified is the contract for training of military pilots by a civilian agency, possibly in the next reporting year 2014/2105.
Australian based agents for international OEM probably describe the lack of sales of new turbine machines over recent years as “rather horrible!” It appears steady increases in the CASA register does not translate into new sales, as a large number of buyers are importing second hand machines, thus bypassing Australian agents. The situation for the smaller piston helicopters suppliers is somewhat better in this regard.
In late 2008, when the Helicopter Association Australasia closed its doors, their association represented interests a fleet consisting of 1,450 machines. Later, when the AHIA was launched on 8 November 2012, 1,920 civilian helicopters were on CASA’s register. As you read this edition of ‘AIRWAVES’, the AHIA has been in existence for 20 months has noted the register moving up to 2,104 helicopters.
Many operators and service agencies assumed this FISCAL Year would produce a disappointing result due to down turns in the resources and energy exports boom, a prolonged drought in Australia’s northern regions and political turmoil associated with spending cuts at all levels of government. Further, industry observers noted a very low intake of trainees into flying and technician training facilities; which is not a good sign as it indicates a lack of confidence in the long term opportunities in the aviation industry.
Some blamed the regulatory reform action by CASA, now changing our legislation to reflect much of the EASA system. Unfortunately, this is unpopular reform process is one of the major findings of the recently released Aviation Safety Review Report commissioned by the newly elected federal government. It is now a very complicated process and understanding the status quo is difficult, as the industry regulatory structure is being changed by CASA; who in turn may undergo a cultural and structural change themselves. A double whammy if you are an operator planning to bid for a contact; or a large enterprise preparing to write a tender document.
So how well did we suffer all these recent setbacks?
In fact, the result was a surprise – an above average result!
The growth of the register for this FISCAL Year, from 1,951 to 2,104, saw an increase of 153. It was with great relief the AHIA can report we grew by 7.8%, bordering on the upper scale of the average growth rate over the past decades. In fact, the previous FISCAL Year was around 6%, which makes this year’s result more of a surprise, as a further decline was forecast by many senior managers.
Long term prospects continue to be positive, assuming the growth rate of 6 - 8% continues, (say 7%) the fleet should grow to 3,00 in less than five years (first quarter of 2019). From 1997 when the CASA register listed only 650, the growth rate has been steady, despite the setbacks caused by the GFC and upsets in the beef export industry. One characteristic of our industry, often forgotten by the general public, is most activity occurs in remote rural or energy and mining resource areas located in northern parts of Australia.
Today, there are 1,313 single engine piston (63% of fleet), 551 single engine turbine (26%) and 240 multi-engine (11%) helicopters in Australia, a total of 2,104. (The percentages are almost unchanged from last year. Although we make up almost 20% of registrations, we provide more than 25% of all Australian aircraft accidents – possibly the result of all the low level aerial work in the mustering industry, coupled with the high accident rate of the private owners. Globally private aeroplane and helicopter owners have the worst safety record.
The distribution of helicopters may be of interest to suppliers and budding pilots. Queensland leads with 701, New South Wales 528, Western Australia 281, Victoria 282, Northern Territory 179, South Australia 48, Tasmania 43 and the Australian Capital Territory only nine. This reporting period showed gains were made in NSW and Victoria; losses in Queensland and Western Australia. This is probably due to the increase in tourism opportunities in some areas and a slowdown in mineral and energy resources work, and the current drought in Northern Australia. An unusual feature of the current register is the 33 machines owned by international entities. Most of these are used in offshore, fire fighting or heavy lift operations by the large companies.
According to CASA data, AOC holders total 1,327. This includes all commercial companies, including airlines. At 30 June 2014 helicopter AOCs numbered 378. However, as we implement the pending CASR Part 133 – (Australian Air Transport Operations – Rotorcraft) and CASR Part 138 – (Aerial Work Operations – Rotorcraft) the figures will change dramatically as most aerial work operations and CASR Part 141 – (Flight crew licensing) schools will only need a Certificate rather than an AOC.
Overall the helicopter industry has about 30% of the AOC and yet their fleet only makes up 13.8% of the CASA Register. This is caused by the industry’s large number of small companies, usually located in remote areas. The helicopter industry is truly “General Aviation” and there are no RPT AOCs.
Although not a reliable guide, job hunters going to a rural area should note an ‘aerial work only AOC holder operator’ is more likely to be engaged in mustering or agricultural work. A recent survey suggests aerial work only AOC holders, ranked in order, are located in: QLD – 43%; NT – 30%, WA – 27%; SA – 22%; NSW – 14%; VIC – 10% and ACT – Nil.
A wide range of manufacturers are found on the Australian register. At 30 June 2014, the top ten brands were: Robinson Helicopter Company – 1176; Bell Helicopter – 359; Airbus Helicopters (Eurocopter) – 264; Agusta – 67; Hughes/Schweizer – 62; Rotorway – 61; Sikorsky – 30; McDonnell Douglas – 17 and AMT – 13. Remaining OEM have less than ten on the CASA Aircraft Register.
Editor's extra notes:
If 153 extra helicopters came onto the CASA Register, then historical data suggests that every new machine creates 1.1 new jobs. In this case, for the year just passed, around 168! But that does not answer a lot of questions you are about to ask - the heavy end of town is entering a stronger growth phase and new EASA rules will make training of ME IFR co-pilots much harder - so are we relying on overseas crews or using up surplus people available in Australia? Hopefully this will be more obvious after the fall out from the Aviation Safety Review Report is actioned and new CASA Board and Senior Management are appointed. But this will be a slow process and changes we are seeking are still years away. Hang in there! Rob Rich - secretary@austhia.com.
Our thanks to AHIA's Media Sponsor, Aviation Trader who provide AIRWAVES for us to promote our industry and present essential information on events which can hurt us all if not challenged.
Australian Helicopter Industry Report
FISCAL Year 2013/2014
An unexpected above average result!
Released by the AHIA only sixteen days after the Financial Year ended. We try to please - so please help us try harder on your behalf - join the AHIA today!
The helicopter industry is usually first into and last out of an economic recession! …anon.
By way of introduction, the Australian Financial year runs from 1 July to 30 June each year, a somewhat different time frame to other global reporting protocols. As expected, the Civil Aviation Safety Authority’s Annual Report reflects the past FISCAL Year’s achievements.
On the 30 June 2014 Australian aircraft numbered 15,256. This number consisted of 13,152 aeroplanes and 2,104 helicopters. The latter now represent 13.8% of the civil register. Over the past decade the Australian aircraft fleet has grown by 25% from 12,160 listed in 2004. In particular, aeroplane registrations have increased from 10,990 to 13,152 - a growth rate of 19.7%. The helicopter numbers have moved from 1,170 to 2,104, up by 79.8%, a very significant difference to the aeroplane register increase over the same time period.
Helicopter numbers increased by 80% over the past decade,
whereas their aeroplane cousins have only managed 20%.
The Australian Helicopter Industry Association’s research indicates the past annual growth rates have usually been 6 - 8%; however, the number of IFR multi-engine turbine machines has markedly increased over recent years, resulting in shortages of qualified maintenance staff and pilots acceptable to operators with more advanced equipment. The outlook for sales of heavy helicopters looks good as various HEMS, off shore oil and gas projects mature. A wild card yet to be quantified is the contract for training of military pilots by a civilian agency, possibly in the next reporting year 2014/2105.
Australian based agents for international OEM probably describe the lack of sales of new turbine machines over recent years as “rather horrible!” It appears steady increases in the CASA register does not translate into new sales, as a large number of buyers are importing second hand machines, thus bypassing Australian agents. The situation for the smaller piston helicopters suppliers is somewhat better in this regard.
In late 2008, when the Helicopter Association Australasia closed its doors, their association represented interests a fleet consisting of 1,450 machines. Later, when the AHIA was launched on 8 November 2012, 1,920 civilian helicopters were on CASA’s register. As you read this edition of ‘AIRWAVES’, the AHIA has been in existence for 20 months has noted the register moving up to 2,104 helicopters.
Many operators and service agencies assumed this FISCAL Year would produce a disappointing result due to down turns in the resources and energy exports boom, a prolonged drought in Australia’s northern regions and political turmoil associated with spending cuts at all levels of government. Further, industry observers noted a very low intake of trainees into flying and technician training facilities; which is not a good sign as it indicates a lack of confidence in the long term opportunities in the aviation industry.
Some blamed the regulatory reform action by CASA, now changing our legislation to reflect much of the EASA system. Unfortunately, this is unpopular reform process is one of the major findings of the recently released Aviation Safety Review Report commissioned by the newly elected federal government. It is now a very complicated process and understanding the status quo is difficult, as the industry regulatory structure is being changed by CASA; who in turn may undergo a cultural and structural change themselves. A double whammy if you are an operator planning to bid for a contact; or a large enterprise preparing to write a tender document.
So how well did we suffer all these recent setbacks?
In fact, the result was a surprise – an above average result!
The growth of the register for this FISCAL Year, from 1,951 to 2,104, saw an increase of 153. It was with great relief the AHIA can report we grew by 7.8%, bordering on the upper scale of the average growth rate over the past decades. In fact, the previous FISCAL Year was around 6%, which makes this year’s result more of a surprise, as a further decline was forecast by many senior managers.
Long term prospects continue to be positive, assuming the growth rate of 6 - 8% continues, (say 7%) the fleet should grow to 3,00 in less than five years (first quarter of 2019). From 1997 when the CASA register listed only 650, the growth rate has been steady, despite the setbacks caused by the GFC and upsets in the beef export industry. One characteristic of our industry, often forgotten by the general public, is most activity occurs in remote rural or energy and mining resource areas located in northern parts of Australia.
Today, there are 1,313 single engine piston (63% of fleet), 551 single engine turbine (26%) and 240 multi-engine (11%) helicopters in Australia, a total of 2,104. (The percentages are almost unchanged from last year. Although we make up almost 20% of registrations, we provide more than 25% of all Australian aircraft accidents – possibly the result of all the low level aerial work in the mustering industry, coupled with the high accident rate of the private owners. Globally private aeroplane and helicopter owners have the worst safety record.
The distribution of helicopters may be of interest to suppliers and budding pilots. Queensland leads with 701, New South Wales 528, Western Australia 281, Victoria 282, Northern Territory 179, South Australia 48, Tasmania 43 and the Australian Capital Territory only nine. This reporting period showed gains were made in NSW and Victoria; losses in Queensland and Western Australia. This is probably due to the increase in tourism opportunities in some areas and a slowdown in mineral and energy resources work, and the current drought in Northern Australia. An unusual feature of the current register is the 33 machines owned by international entities. Most of these are used in offshore, fire fighting or heavy lift operations by the large companies.
According to CASA data, AOC holders total 1,327. This includes all commercial companies, including airlines. At 30 June 2014 helicopter AOCs numbered 378. However, as we implement the pending CASR Part 133 – (Australian Air Transport Operations – Rotorcraft) and CASR Part 138 – (Aerial Work Operations – Rotorcraft) the figures will change dramatically as most aerial work operations and CASR Part 141 – (Flight crew licensing) schools will only need a Certificate rather than an AOC.
Overall the helicopter industry has about 30% of the AOC and yet their fleet only makes up 13.8% of the CASA Register. This is caused by the industry’s large number of small companies, usually located in remote areas. The helicopter industry is truly “General Aviation” and there are no RPT AOCs.
Although not a reliable guide, job hunters going to a rural area should note an ‘aerial work only AOC holder operator’ is more likely to be engaged in mustering or agricultural work. A recent survey suggests aerial work only AOC holders, ranked in order, are located in: QLD – 43%; NT – 30%, WA – 27%; SA – 22%; NSW – 14%; VIC – 10% and ACT – Nil.
A wide range of manufacturers are found on the Australian register. At 30 June 2014, the top ten brands were: Robinson Helicopter Company – 1176; Bell Helicopter – 359; Airbus Helicopters (Eurocopter) – 264; Agusta – 67; Hughes/Schweizer – 62; Rotorway – 61; Sikorsky – 30; McDonnell Douglas – 17 and AMT – 13. Remaining OEM have less than ten on the CASA Aircraft Register.
Editor's extra notes:
If 153 extra helicopters came onto the CASA Register, then historical data suggests that every new machine creates 1.1 new jobs. In this case, for the year just passed, around 168! But that does not answer a lot of questions you are about to ask - the heavy end of town is entering a stronger growth phase and new EASA rules will make training of ME IFR co-pilots much harder - so are we relying on overseas crews or using up surplus people available in Australia? Hopefully this will be more obvious after the fall out from the Aviation Safety Review Report is actioned and new CASA Board and Senior Management are appointed. But this will be a slow process and changes we are seeking are still years away. Hang in there! Rob Rich - secretary@austhia.com.
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
Membership Updates and renewals
This weekend we completed an audit of the AHIA membership list and wish to advise the following:
All company and individual renewal notices were sent by email on Sat 26 Jul '14. They are shown as a Tax Invoice for your taxation purposes. A few with wonky email addresses will be sent by snail mail.
Please help us to continue doing our thing by joining up.
Next week we will completely update our website after Rotortech 2014. See http://www.austhia.com.
A big thank you again to the Bladeslapper folks who let us run amok on their forums.
AHIA
This weekend we completed an audit of the AHIA membership list and wish to advise the following:
All company and individual renewal notices were sent by email on Sat 26 Jul '14. They are shown as a Tax Invoice for your taxation purposes. A few with wonky email addresses will be sent by snail mail.
Please help us to continue doing our thing by joining up.
Next week we will completely update our website after Rotortech 2014. See http://www.austhia.com.
A big thank you again to the Bladeslapper folks who let us run amok on their forums.
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
President of AHIA demands action on CASR Part 61!
Only 20 working days to go! Flight Crew Licensing (At 1 Aug '14).
President of the AHIA, Peter Crook, is very concerned at the difficulties his CASR Part 61 Regulatory Review Team are having at present. Peter stated the introduction of a completely new licensing system in conjunction with new training syllabuses, which in turn require instrument training in small helicopters. The requalifying and upgrading of instructors’ qualifications is not well understood. To complicate matters further, the presentation of standards in the Criminal Code format makes understanding of the issue difficult!
Peter has written to D'PM Warren Truss on 31 Jul '14 asking why no action? Full article see thread AHIA: Flight Crew Licensing.
AHIA
Only 20 working days to go! Flight Crew Licensing (At 1 Aug '14).
President of the AHIA, Peter Crook, is very concerned at the difficulties his CASR Part 61 Regulatory Review Team are having at present. Peter stated the introduction of a completely new licensing system in conjunction with new training syllabuses, which in turn require instrument training in small helicopters. The requalifying and upgrading of instructors’ qualifications is not well understood. To complicate matters further, the presentation of standards in the Criminal Code format makes understanding of the issue difficult!
Peter has written to D'PM Warren Truss on 31 Jul '14 asking why no action? Full article see thread AHIA: Flight Crew Licensing.
AHIA
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA mobilises industry volunteers to help with regulatory review.
There are a lot of bad lessons to be learnt from the current debacle with CASR Part 61. Almost without exception all industry associations have asked that the 1 Sep '14 launch of the Flight Crew Licensing be deferred yet again. But their requests have fallen on deaf ears; in fact, the silence from the politicians handling the fallout of the ASRR and post ASRR recommendations is concerning.
If you think CASR Part 61 was hard to understand - just wait for the 133 (Air Transport) and 138 (Aerialwork) review. AHIA is looking ahead and there are some very expensive options coming up for things we have been doing for decades with no incidents. And of course a safety verses cost analysis in usually lacking.
As a result, the AHIA Board (President Peter Crook; Vice President Mark Scrygmeour and Company Secretary Rob Rich) has started re-allocating existing resources and starting a "call to arms" seeking experienced operators who can guide us all and provide timely feedback to the regulators to avoid draft rules being ignored and then later we cause a riot when they become law! (But you will need a speed reading course as everything seems to hundreds of pages long!)
Due to the urgency of CASR 61 deadline and our work with other associations, the first step is as follows:
Regulatory Review Coordinator and TLSIC national standards liaison. Also Skills Council – LAME problems. Collects items which overlap other rules and the "one off ' items such as 'G' Airspace radio procedures, fatigue management, ADS-B, etc. etc. Rob Rich.
Part 61 Committee covering 91, 61 141 and 142. Plus the recently released licensing matters. Also provides data to RAFAC and TAAAF to strengthen their case when debating unworkable legislation with CASA. Colin Clarke.
Parts 133/135 and fire fighting. This topic is a real mess ……and we need to get them into this stuff prior to fire season! Ray Cronin.
HMT and SAR. (Possibly the HEMS Chief Pilots’ Group). TBA.
NVIS, NVG and other low visibility technologies. TBA.
AHIA Careers Advisor and Scholarships. This important role has been overlooked due to the EASA transition by CASA exhausting the capabilities of our volunteers. The number of enquiries and existing confusion about obtaining a license has resulted in trainees looking to the USA of NZ for training. Several large companies have offered scholarships; some were at our Rotortech 2014. This project has been delayed as the cost of training cannot be calculated due to CASR Part 61's unfinished work on the second issue of the MoS. Mark Scrymgeour.
AHIA Safety Officer. Have you seen the MoS about demonstrating blade stall during low level training and testing. This is dangerous! We are releasieng a safety alert that the CASA MoS itself has a major safety glitch. Rob Rich.
Please join our ranks and help us help the agencies tasked with changing us to the EASA system.
Contact: secretary@austhia.com
There are a lot of bad lessons to be learnt from the current debacle with CASR Part 61. Almost without exception all industry associations have asked that the 1 Sep '14 launch of the Flight Crew Licensing be deferred yet again. But their requests have fallen on deaf ears; in fact, the silence from the politicians handling the fallout of the ASRR and post ASRR recommendations is concerning.
If you think CASR Part 61 was hard to understand - just wait for the 133 (Air Transport) and 138 (Aerialwork) review. AHIA is looking ahead and there are some very expensive options coming up for things we have been doing for decades with no incidents. And of course a safety verses cost analysis in usually lacking.
As a result, the AHIA Board (President Peter Crook; Vice President Mark Scrygmeour and Company Secretary Rob Rich) has started re-allocating existing resources and starting a "call to arms" seeking experienced operators who can guide us all and provide timely feedback to the regulators to avoid draft rules being ignored and then later we cause a riot when they become law! (But you will need a speed reading course as everything seems to hundreds of pages long!)
Due to the urgency of CASR 61 deadline and our work with other associations, the first step is as follows:
Regulatory Review Coordinator and TLSIC national standards liaison. Also Skills Council – LAME problems. Collects items which overlap other rules and the "one off ' items such as 'G' Airspace radio procedures, fatigue management, ADS-B, etc. etc. Rob Rich.
Part 61 Committee covering 91, 61 141 and 142. Plus the recently released licensing matters. Also provides data to RAFAC and TAAAF to strengthen their case when debating unworkable legislation with CASA. Colin Clarke.
Parts 133/135 and fire fighting. This topic is a real mess ……and we need to get them into this stuff prior to fire season! Ray Cronin.
HMT and SAR. (Possibly the HEMS Chief Pilots’ Group). TBA.
NVIS, NVG and other low visibility technologies. TBA.
AHIA Careers Advisor and Scholarships. This important role has been overlooked due to the EASA transition by CASA exhausting the capabilities of our volunteers. The number of enquiries and existing confusion about obtaining a license has resulted in trainees looking to the USA of NZ for training. Several large companies have offered scholarships; some were at our Rotortech 2014. This project has been delayed as the cost of training cannot be calculated due to CASR Part 61's unfinished work on the second issue of the MoS. Mark Scrymgeour.
AHIA Safety Officer. Have you seen the MoS about demonstrating blade stall during low level training and testing. This is dangerous! We are releasieng a safety alert that the CASA MoS itself has a major safety glitch. Rob Rich.
Please join our ranks and help us help the agencies tasked with changing us to the EASA system.
Contact: secretary@austhia.com
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
INDUSTRY KEEN FOR NEW CASA RELATIONSHIP
The Australian Aviation Associations Forum – the peak industry forum bringing together aviation sectors – has expressed its enthusiasm for a resetting of its relationship with CASA following the damage of the last five years.
‘The industry has a mature approach to aviation safety and recognizes that working with a regulator is far more likely to produce positive safety outcomes than being bashed by the regulator for no reason’, Mr Chris Manning, Honorary Chair of the Forum said on behalf of the united Associations.
‘The Minister’s imminent announcement of the new CASA Board, the announcement of the successful candidate for the Director of Air Safety / CASA CEO position, the outlining of a new direction for CASA through the Government’s response to the Forsyth Report and the Government’s honouring of its pre-election commitments to an Aviation Industry Consultative Council and other measures represent a significant changing of the guard.
‘While industry has been very patient over the last 12 months, it is now keen to see real change and a more positive, cooperative relationship with CASA that is the benchmark of good aviation safety regulation across the world.
‘Forum participants note that the challenges for CASA are significant. Apart from the significant shortcomings identified in the Forsyth Report, there is particular concern with the commencement of Part 61 (Pilot Licensing) and Part 141 (Training Organisations) on 1 September.
‘Many industry participants have reasonably asked for the Parts commencement to be deferred again as CASA – and consequently industry – is simply not ready’, Mr Manning said.
‘Part 61 is an overcomplicated and overweight document that would benefit from an intense period of quality control. The likely impacts on training businesses are significant. The final Manual of Standards is apparently still under development.
The new CASA licensing regulation – CASR Part 61 - weighs in at over 1500 pages and is accompanied by new requirements for training organisations through CASR Parts 141/142.
‘Industry stands ready and enthusiastic to bring in a new era of enlightened regulation for aviation safety in Australia to repair the damage of recent years’, Mr Manning said.
The Australian Aviation Associations Forum – the peak industry forum bringing together aviation sectors – has expressed its enthusiasm for a resetting of its relationship with CASA following the damage of the last five years.
‘The industry has a mature approach to aviation safety and recognizes that working with a regulator is far more likely to produce positive safety outcomes than being bashed by the regulator for no reason’, Mr Chris Manning, Honorary Chair of the Forum said on behalf of the united Associations.
‘The Minister’s imminent announcement of the new CASA Board, the announcement of the successful candidate for the Director of Air Safety / CASA CEO position, the outlining of a new direction for CASA through the Government’s response to the Forsyth Report and the Government’s honouring of its pre-election commitments to an Aviation Industry Consultative Council and other measures represent a significant changing of the guard.
‘While industry has been very patient over the last 12 months, it is now keen to see real change and a more positive, cooperative relationship with CASA that is the benchmark of good aviation safety regulation across the world.
‘Forum participants note that the challenges for CASA are significant. Apart from the significant shortcomings identified in the Forsyth Report, there is particular concern with the commencement of Part 61 (Pilot Licensing) and Part 141 (Training Organisations) on 1 September.
‘Many industry participants have reasonably asked for the Parts commencement to be deferred again as CASA – and consequently industry – is simply not ready’, Mr Manning said.
‘Part 61 is an overcomplicated and overweight document that would benefit from an intense period of quality control. The likely impacts on training businesses are significant. The final Manual of Standards is apparently still under development.
The new CASA licensing regulation – CASR Part 61 - weighs in at over 1500 pages and is accompanied by new requirements for training organisations through CASR Parts 141/142.
‘Industry stands ready and enthusiastic to bring in a new era of enlightened regulation for aviation safety in Australia to repair the damage of recent years’, Mr Manning said.
-
AHIA
- 2nd Dan
- Posts: 470
- Joined: Feb 2012
Re: Australian Helicopter Industry Association
AHIA MEDIA RELEASE – 25 Aug ‘14
AHIA seeks closer contact with CASA to resolve Flight Crew Licensing concerns.
AHIA President, Peter Crook, recently wrote to CASA and stated; "The AHIA and other industry associations would welcome the opportunity to meet face to face with CASA to assist in achieving a SAFE, COST EFFECTIVE and OPERATIONALLY SOUND CASR PART 61. Crook strongly requested CASR Part 61 implementation due on 1 September 2014 be delayed until this consultative process takes place.
In response to his communiqué, CASA invited the AHIA Part 61 Review Team to a meeting in Canberra on Friday 29 August 2014.
The AHIA Board indicated this is a great step forward. Although CASA has limited discussion to specific topics, they believe it will provide an opportunity to table other important issues involving the Part 61 and associated MoS. A post-meeting report will be provided to the helicopter industry.
Peter Crook
President
Australian Helicopter Industry Association
Mob: 0407 638 811
Email: president@austhia.com
AHIA seeks closer contact with CASA to resolve Flight Crew Licensing concerns.
AHIA President, Peter Crook, recently wrote to CASA and stated; "The AHIA and other industry associations would welcome the opportunity to meet face to face with CASA to assist in achieving a SAFE, COST EFFECTIVE and OPERATIONALLY SOUND CASR PART 61. Crook strongly requested CASR Part 61 implementation due on 1 September 2014 be delayed until this consultative process takes place.
In response to his communiqué, CASA invited the AHIA Part 61 Review Team to a meeting in Canberra on Friday 29 August 2014.
The AHIA Board indicated this is a great step forward. Although CASA has limited discussion to specific topics, they believe it will provide an opportunity to table other important issues involving the Part 61 and associated MoS. A post-meeting report will be provided to the helicopter industry.
Peter Crook
President
Australian Helicopter Industry Association
Mob: 0407 638 811
Email: president@austhia.com
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