Corporate Contrails

We are aware that the Government have recently proposed to accelerate the development of Badgery’s Creek as a trade off in the curfew relaxation. We are also aware that the Government is talking of $1 Om to provide a runway at Badgery’s Creek as opposed to $350m to provide a parallel reliever at Sydney Airport. Those of us who have been involved in airport planning know that the cost of providing adequate facilities, with infrastructure, at Badgery’s Creek will far exceed the $350m which could provide substantial improvements at Sydney. A look at green field airport developments overseas and the cost of Brisbane Airport will expose the Government notions as being totally unrealistic. It is time for the Government to stop prevaricating over the future development of Sydney Airport.

We are also concerned to see that the Government may proceed with the development of Badgery’s Creek without FAG involvement. Surely the site should be vested with the FAG and then it may apply the same stringent cost benefit analyses as it will apply to all airport developments elsewhere. Or is it the intention of Government to direct the CAA to develop Badgery’s Creek with little regard to cost and then hand it over to the FAG as an inflated asset. The FAC could also consider the overall airport requirements of the Sydney conurbation and weigh up competing demands.

Like other industry organisations, we would like answers to these questions. Over the past twelve months the ABAA like many other industry organisations have attempted to get answers from the Minister or DTAC but none have been forthcoming.

Abaa Annual Conference and Exhibition

As previously reported in this column the planned exhibition and conference is attracting a substantial amount of interest. At presstime almost half of the exhibition space is booked and potential delegates are reminded that early registration is required to ensure booking of accommodation.

Seminar for Potential Owners

During July the ABAA were pleased to participate in a seminar organised by Sherrard Aviation at Essendon Airport which concentrated on the factors concerning business aircraft ownership. Speakers were drawn from the financing, insurance, ownership and operational side of our industry.

The keynote speaker was Dr Neville Norman, Melbourne University who explained to prospective business aircraft buyers the advantages of assessing ‘Management Executive Time and Travel’. This was a most illuminating talk which addressed such matters as multipliers for time wasted by executives who travel extensively and placing numerical values on executive time.

Most of the speakers emphasised the benefits of business aircraft to both medium and large corporations with future growth being linked to the economic activity on the Pacific Rim.

The ABAA hopes that other companies will take initiatives in organising similar events which can spread the message.

Review of Operational Control

As previously reported in this column, the OTAC recently completed a review of the future of operational control. This report has been the subject of considerable study within the National Airspace Advisory Committee so that a reaction may be evolved. One of the most disturbing aspects of the report is that it does not address the costs associated with the provision of various elements of operational control and despite many requests this information has not been forthcoming from DTAC.

The ABM were pleased to see that the report recommended the withdrawal of operational control for private category aircraft but equally concerned that it did not propose to reduce the costs of the services provided, whether or not a particular sector of aviation is a user.

Ibac Hanover Conference

The Annual meeting of the International Business Aviation Council took place in Hanover in May and the ABAA was represented by Captain Wally Epton. A substantial amount of time was spent at the conference discussing the matter of access, worldwide, to congested airports.

Naturally the NBAA from the United States were fresh from their battles over the proposed introduction of punitive charges at Massport, Boston. The authorities at Massport were proposing to introduce new charges which would lower the costs to airlines but substantially increase user costs for general aviation aircraft including business jets. There has been a long drawn out battle over the matter and at presstime the Judge had ruled that the Massport proposal could be implemented with some modification. However, in view of the national and international issues involved, the US DOT Secretary Burnley has indicated that they will intervene in the case. The implications of this case are far reaching and may foreshadow similar battles that we may face in the future.

At the IBAC Conference the meeting noted that due to the unique priority system in use in Australia and the lack of appropriate facilities at Sydney Airport, such as a reliever runway, KSA represents the worst destination in the world for business aircraft. The ABM supports IBAC in its policy to push for development of reliever runways at congested airports. The provision of a reliever runway at KSA would represent the single greatest improvement in capacity.

Increased Business Aircraft Use

Since the stockmarket crash of 1987, the ABM has been keeping a close watch on corporate aircraft activity. We are pleased to note that, contrary to some predictions, activity has increased by over 30% during the period. We believe that this is primarily due to substantial increases in overall corporate activity