Corporate Contrails

This is but one example of dozens of flights affected in this way each month. Indeed, recently an aircraft which had been chartered urgently to carry the Prime Minister from Sydney to Melbourne was held on its return to Sydney turning a total planned time of 2 hours into a total in excess of 3 hours. The extra cost of this not-inconsiderable delay will be borne by the taxpayer.

Our meetings in Sydney are held against a backdrop of delays to ABAA aircraft and inaction on behalf of Government to plan any improvements to alleviate the problem. Despite the total aviation industry losing a reported $20m per year in fuel and increasing concerns about the safety aspects of the situation the executive of the OTC appear to be powerless to do anything positive.

It was concluded at a recent meeting in Sydney that while the OTC insisted that priorities are a matter for industry to decide little progress would be made. The airlines will always dominate the discussion despite the inequality of the present situation.

The ABAA has put forward a number of constructive suggestions to alleviate the problems faced by both its members and, to varying degrees, other sectors of the industry. Many of the suggestions have met with the support of air traffic controllers who have to manage the congested airspace. At the moment the ABAA member pilots have great sympathy with the controllers who have to administer a complex priority system which in itself adds to the workload.

ABAA pilots operate overseas regularly in congested airspace both in Europe and North America. The priority system there is not based on some contrived artificial system but one which is both simple and logical.

Based on the fact that the management of airspace should be safe, orderly and expeditious, and further that no user of airspace should be unfairly discriminated against, the ABAA has now appealed directly to the Minister to intervene on the matter.

We would not wish to prejudge what reaction this move may provoke but will keep our members informed of developments through the auspices of this column. The ABAA supports the policy of the International Business Aviation Council on the matter of operations at congested airports. It particularly supports the need to provide reliever runways which is particularly relevant in Sydney. This is the single most important measure which could be taken to relieve the present problems on a very restricted site.

NBAA AND IBAC

The Australian Business Aircraft Association was officially represented at the NBAA in New Orleans by the Chief Executive Officer who delivered a paper to the International Operators Committee. The Convention was followed by a meeting of the International Business Aviation Council, at which ABAA was represented by Capt John South of Shell.

Useful contacts were made by the representatives both within NBAA and IBAC. Both organisations are devoted to the furthering of business aviation not only on a national (USA) but also global scale. At the IBAC meeting a new Chairman, from 1st January 1988, was elected. William H Alexander, Chairman of the Business Aircraft Users Association (UK) was elected for a 3 year period. R Malcolm McNicol, President of the Canadian Business Aircraft Association, was elected Vice-Chairman for a similar period.

Issues addressed by IBAC during the meeting ranged from safety to noise restrictions which impact upon all business aircraft users to varying degrees. The most useful result from an ABAA point of view was that we are able to access a range of contacts who have already dealt successfully with problems that we now face.

International cooperation on matters of mutual interest will always assist progress and greater understanding.

Facilitation for International Business Jets

During August, 1987 we held discussions with the Central Office of DTC on the matter of international facilitation for business aircraft. Problems were occurring where companies needed to operate, at short notice, an international flight. The amount of red tape was great and the detailed information required was considered inappropriate. We were advised that the responsibility would shortly be devolved to the Regions and simplified.

In the event the responsibility did shift but rather than simplify matters, it has complicated them and DTC now insist on payment in advance of $40 in New South Wales prior to the granting of a clearance. This feature was introduced after no consultation or even discussion with the industry.

The ABAA would prefer to report in this column on consultations being successfully held to make all our lives simpler but the opposite seems necessary.

More Business Aircraft

The ABAA are aware of a number of new business aircraft destined for Australia being currently prepared for delivery. A good series Challenger is due for delivery to Western Australia and at least two Citations are destined for Melbourne customers. We foresee the growth continuing but some comment should be made about the effect of the recent downturn in the sharemarket.

Within the ABAA, it is generally felt that corporations will in future work even harder to be successful and that the efficiency gained by operating business aircraft could support that push. Many Australian companies have transformed their operations over the past two years into truly trans national companies with interests in all parts of the globe. The most efficient way to support these global companies is with a business aircraft. The isolation geographically of Australia also points to a bright future for the long-legged business jet in this region.

Abaa Membership

We are pleased to report, in conjunction with our first annual conference, that the ABAA membership has grown from 19 companies in April, 1987 to a current level of 35 companies. We believe that there are other companies who could benefit from membership and we would ask them to contact us at Building 190, Essendon Airport, Vic 3041, Phone: (03) 374 1777 or Fax: (03) 374 1511.

The support of our sector of the industry is important, particularly if we want appropriate facilities at airports for business aircraft and if the true efficiency gains of business jet use are to be successfully exploited.