Newsdesk – General Aviation

The report was the work of three working groups, oversighted by a steering committee and included aviation industry representatives, union delegates and CAA staff. Two outside consultants were invited to comment on the proposed action plan and their suggestions were incorporated in the final document.

The CAA Board had requested the investigation as a result of concerns raised internally and externally that the safety regulation function was not satisfactorily being met following drastic reductions in resources, particularly staff cuts.

The Steering Committee, in its introduction to the report, expressed the opinion that the full impact on the SR&S Division of the pressures arising from the Government’s decision on safety regulation cost recovery has not been adequately understood by the CAA. In addition it was pointed out that the Division has had to cope with rapidly changing circumstances within the aviation industry, whilst at the same time it has been subject to many reviews of its functions and organisation over the last two years.

It is clear from the tone of the report that the staff of the Division were required to spend too much of their time on re-examining their operations, rather than getting on with the job.

The report states that it is important that the CAA’s safety regulatory functions be stabilised as quickly as possible. Towards this end, under the proposed new structure, Central Office will be responsible for regulatory policy and standards setting, with the Regional Managers responsible for establishing guidelines to facilitate consistency between the District Offices.

The revised structure should also allow for future consolidation of all Authority regulatory/licensing responsibilities under the safety regulatory area in keeping with the new Directorate’s role as the body responsible for developing and maintaining safety standards throughout the CAA.

The report also states that it was agreed that the adoption of a philosophy for full cost recovery via direct user charges is incompatible with the operation of a safety regulation division as it denies a focus on the public benefit from these activities. This was stated more strongly by industry organisations and CAA staff associations/unions who were firmly of the view that the CAA’s safety regulatory functions should be primarily funded from general taxation revenues.

Taking up this point, the Steering Committee has recommended that the Authority advise the Department of Transport and Communications, as the primary policy advisorto the Government, of the strong views expressed by industry and others, that the quantum of Government funding for the functions of standards setting and enforcement be in accordance with the recommendations of the Bosch Report as originally agreed. This is one recommendation that would be strongly supported by all those with a concern for the future of aviation in this country.

In accepting the recommendations of the Report, the CAA Board agree that the of Director of Aviation Safety Regulation should be advertised immediately with the aim of having the position established by the end of October this year.

It would appear that under the stabilising influence of the new CEO, Doug Roser, the CAA is slowly getting back on track after what can only be described as a very rough couple of years. Lets hope that in order for the trend to continue, the Government backs off from its policy of economic rationalism and a little sanity is allowed to enter the safety regulation debate, after all, it ultimately concerns all Australians, not just those who own and operate aircraft.

 Into the Future:

The US Federal Aviation Administration’s crystal ball gazing has predicted that the US GA industry will experience modest growth at best over the next 12 years. The US GA fleet is forecast to remain relatively static over the coming years, with 159,300 single engined aircraft flying in 2004, an increase of only 5000 units, while there will be a forecast growth of almost 5300 twins to 22,400 over the same period. The turbine twin fleet will grow by a better 3%, to 13,000 aircraft by 2004.

Turbine powered helicopter numbers will grow, while piston helo numbers will decline. Turbine aircraft will account for most of the 1. 45 per annum increase in flying hours, while pilot numbers will grow only slightly to 794,500.

 Piper Goes Under the Hammer:

Once great GA manufacturer, Piper, looks set to be sold to Pilatus at auction for less than $US50m ($A73m).

A Pilatus letter of intent to purchase almost all of Piper’s assets has recently been approved by the US bankruptcy court, although the Swiss firm will still have to bid at a sale of Piper’s assets in September. The letter of intent is however expected to benefit Pilatus, by allowing it to set the bidding rules.

The Pilatus purchase is a part of Piper’s reorganisation plans which will see it evolve into a new company producing aircraft and spare parts at its Florida plant, and retaining its current workforce of 352. Improving on its 1991 low, Piper has delivered 40 new aircraft in the last six months.

 Learjet Production Boost:

Learjet has announced that it has significantly increased production ofits corporate jet families in 1993.

Output has increased from the 1992 production total of 28 aircraft to a projected 40 units this year. The total comprises 18 of the company’s new mid size Learjet 61s, the remainder being the popular 30 series aircraft. Learjet says the increased production rates are indicative ofits recovery following its takeover by Bombardier in 1990. It predicts a steady 10% per annum increase in production through to 1996.

As well as the current 30 and 60 series aircraft, the company also has the Learjet 45 under development, a small to medium size aircraft slotting in between the existing aircraft. Reflecting the new synergies achieved from Bombardier’s companies, Learjet 45 wings will be built by de Havilland in Canada, while the fuselage will be built by Shorts at Belfast.

 Gaparachute Certificated:

A recovery parachute for the Cessna 150 fam- ily has received FAA certification.

Weighing under 20kg, the parachute system is fitted in the headliner above the baggage compartment. The parachute is deployed by a small rocket through a fabric panel in the aircraft’s skin, and full inflation can occur as low as 300ft (100m). The general aviationrecovery device (GARD), manufactured by Ballistic Recovery Systems, slows the aircraft to an on wheels landing, without injury to either occupants or airframe. The $US4900 ($A7200) recovery system is activated manually in emergency situations.

Already fitted to large numbers of homebuilts and ultralights (more than 10,000 have been sold), the parachute recovery system so far is credited with saving 70 lives. Certification for use on Cessnas took seven years work at a cost of $10m.

$60,000 Skyrace Pledge:

In officially launching Skyrace, the Tasmanian State Government has promised to provide $60,000 in funding for the event.

The Tasmanian Minister for Tourism said while launching a campaign to raise a fur- ther $160,000 in funding from local businesses, that Skyrace had the potential to rival Targa Tasmania and the Sydney to Hobart yachtrace in providing national exposure for the island state.

Skyrace promises to be an aviation event of a type never before seen in Australia, with Reno-style air racing offering unprecedented sport aviation excitement and drama. A full update on Skyrace appeared in our July issue.

Interested participants in Skyrace will need to ensure that they have the appropriate requirements for the event. To this end, Skyrace organisers have appointed a number of CAA approved testing officers. These are John Lindsay in Victoria (03) 583 4481, Noel Kruse in NSW (02) 791 0044, Bob Tait in Queensland (07) 277 5300 and Tom Russell in South Australia (08) 273 601. Further details can also be obtained from Australian National Air Races, phone (003) 91 8380.

Long-Range Challenger 604 Launched:

Canadair launched a new long range version of its successful Challenger corporate jet at the Paris Salon.

With a range of 4000nm (7048km), the Challenger 604 will be capable of linking city pairs such as London/Chicago and New York/Moscow. Described as the next generation in the Challenger family, Canadair says the 604 will also offer some of the best short and medium range operating of any large cabin business jet currently flying. The new Challenger will be powered by General Electric CF34-3B engines, and feature a new six screen glass cockpit. Costing less than $US20m, the 604 will feature the same cabin width, the widest in its class, as the RJ regional jet airliner and forthcoming Global Express.

The Global Express extra long range high speed corporate transport will feature the same fuselage length as the RJ airliner, with a new supercritical swept wing. Its 5650nm (10,470km) range will allow one stop flights between any two points on the globe.

Caa Airspace Training in High Gear:

The CAA’s largest, most intensive and ambitious educational programme undertaken is now in full swing.

yet The new education campaign is aimed at briefing pilots on the new airspace management system, which is scheduled for introduction in November (refer our in depth feature p34 July 93 AA). A component of the campaign is a 24 hour interactive 008 tel- ephone line (008 67 6063) where pilots are briefed about operations in the airspace system, and during office hours are able to speak to a trained airspace education officer.

CAA teams have also begun visiting all general aviation flying and ground training organisations, airline check and training captains, and the military to deliver an Airspace Instructor Pack. The pack contains lesson plans, samples of generic charts, thorough briefing notes, a questionnaire and an airspace poster, which will allow instructors to give high level tuition on the changes to students.

As part of the education campaign, September will be known as the National Check and Training Month, heightening awareness about the airspace changes.

Golfer Scores High Flying Hole in One:

Giving new meaning to the term ‘air-to-air engagement’ an unlucky Mooney pilot became an unwilling bogey following a golf ball’s unguided air intercept mission on the approach path to Maroochydore airport recently.

The hapless pilot was on approach over the Twin Waters Resort golf course, which is beneath the flightpath into Maroochydore, when a wayward golf ball hit the propeller and miraculously wedged itself into the Mooney’s nose wheel undercarriage. Unfortunately for the unsuspecting pilot, the Mooney’s stowaway passenger had caused the front gear to jam, resulting in the nosewheel collapsing upon landing! Scuttlebutt has it that both Raytheon and Hughes have already begun holding discussions with Slazenger on a new joint air defence weapon. . . .