Corporate Contrails

This notion is far from the truth and misleading as the FAC themselves have stated that they do not wish to create revenue from the measures. This is despite the fact that business aircraft will have to pay the extra fees and place more money in the coffers of the FAC.

The Minister admitted that the FAC could not expect the measures to be “revenue neutral”.

The Minister did not wish to discuss the provision of a reliever runway at Sydney and simply stated that it would not be built. Clutching at straws, he even said that there is growing support for the development of Badgerys Creek. Our impression was that the Ministerial advisers are too weak to take a stance on this matter for fear of being demoted or dismissed. Equally, the arrogance of the Minister was displayed in not even being willing to openly discuss the matter.

After the meeting we were left with the impression that the Minister was not for aviation and clearly did not appreciate the contribution that it makes to the well-being of our nation. The Minister did not answer any of the concerns that we put too him and preferred to drag up old stories and outdated responses. In summary we were disappointed b1. Jt will continue to press the Government for a responsible reaction to industry needs.

Investigation Into the Caa and Fac.

In an amendment to the FAC Bill (1988) it was decided to implement an enquiry into the activities of the FAC and CAA through the auspices of the Standing Senate Committee on Transport and Communications. While the ABAA welcomes the opportunity to make representations to the Committee on these matters, it seems a pity that such an exercise is necessary so soon after the establishment of both organisations.

Although both organisations were only formed during 1988, there is widespread industry concern that both organisations are becoming bureaucratised.

Although the FAC is substantially better than its predecessor, primarily because the morale of the organisation is higher, the experience of ABAA members in dealing with the FAC has not been that good. Despite long outstanding requests to expand FBO facilities at Sydney, the FAC has not been willing to respond to member requirements. Equally, we were surprised to find that the FAC is to take over the operation of even more airports when it has not yet coped with the absorption of the existing 17 airports.

We have observed that the mismatch of airports from large international airports such as Sydney and Melbourne to primarily GA airports such as Essendon does not sit comfortably with the FAC. The absorption of another six airports will be even more of a burden. Although the FAC was established on the basis that individual airport managers would have autonomy, we have not found that to be the case.

As far as the CAA is concerned, we see little evidence that it will be more responsive to industry needs than its predecessor. The organisation is still dominated by the same personalities who are finding it difficult to change attitudes. It is also widely known that the staff morale within certain sectors of the CAA is at rock bottom which reflects on their attitudes and capabilities.

It seems that since 1973 when fundamental changes were made to the aviation portfolio, we have seen a significant deterioration of relationships between the Government instrumentalities and the industry. They no longer command our respect, which is disturbing, and equally, it will be some time before they can earn it anew.

The ABAA recently had first-hand experience of the problem.

We had written to the Minister on a number of interrelated and complex matters of concern. We did not even receive an acknowledgement to the letter, which is normal, but nevertheless impolite.

Some weeks later we were called by an officer from the Department of Transport and Communications who had the letter to prepare a reply for the Minister. We were shocked to find that, despite his position in the Domestic Aviation Policy sector, he knew nothing of the ABAA, what business aircraft are or the complexity of our representations. It was clear that he had little knowledge of aviation and admitted that he did not read Australian Aviation or any other periodicals.

What disturbs us most was that we were expected to have a rational discussion with someone who knew nothing of the subject but was about to advise the Minister. Our frustration was completed when it was made clear that on at least five occasions we had sent briefing material to the DTAC and the Minister. The shame of it all is that this situation is repeated daily across the nation where highly qualified professionals within the industry have to interface with aviation public servants who are primarily administrators who know little or nothing of our industry. What is even more disturbing is that we all have to pay dearly for the privilege of dealing with them.

We face a crisis of confidence in this regard and the Minister does not help when he continues to show the same lack of knowledge.

1988 Abaa Conference. And Exhibition

The 1988 Conference and Exhibition of the ABAA was well attended by double the delegates of our first Conference. Visitors came from many parts of the globe and significant contributions were made by all speakers. The support from Jonathon Howe, President of NBAA, was invaluable as he gave us a unique insight into the airport access problems being faced in the United States and how his organisation is winning the battle. ·.

We were fortunate to have highly professional presentations from Ed Flynn from Gulfstream Aerospace who presented a detailed description of the aerodynamic improvements included in the Gulfstream 4. Equally the polished performance from Les Tuck of British Aerospace Inc on the impact of BAe 125 operations in the United States was a highlight.

During the two and half days we were also able to have fruitful discussions with people from the CAA and FAC who like us would like to see some policy changes implemented by our Minister. We were left with the distinct impression that we needed to keep up a dialogue with officers from the CAA or FAC or they would disappear under the weight of outstanding problems.

The success of our conference means that our 1989 effort will be even more productive and we plan to hold it at the same time, the first week in December.