iscover
The massive growth in warbird and veteran aircraft over the past six or seven years, combined with often unclear limitations as to their specific operation plus a decline in airworthiness inspectors, has led to a situation where there has simply not been the resources available to the regulatory authority to be able to carry out its required duties. The blame for this lies primarily with the CAA's political masters who, since its inception, have consistently looked upon the agency as just another aviation milch cow to fund their ever-greedy coffers. (Stewart Wilson)
Monarch & MiG Crashes Highlight CAA Problems
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Monarch Accident Triggers Parliamentary Inquiry Into Caa Surveillance Effectiveness
As was expected, the Bureau of Air Safety Investigation (BASI) report of its investigation into the fatal Monarch Airlines crash is highly critical of the CAA. The report stated amongst other things that the CAA Safety Regulations and Standards Division (SR&S) “appeared to be biased towards promoting the viability of the operator rather than on promoting safety”. Equally critical remarks relating to the CAA’s control and regulation of warbird activities have been made in the report of the investigation into the fatal MiG-15 crash which was released at the same time.
The Monarch Crash
In the introduction to the Monarch investigation, the Bureau states that it does not attempt to determine the cause(s) of an occurrence since most are the result of a complex interaction of many factors. This would appear to be particularly true in the case of the Monarch crash. The BASI synopsis of the crash states that: “On Friday June 11 1993, at about 1918 EST Piper PA31-350 Navajo Chieftain aircraft VH-NDU, while on a right base leg for a landing approach to runway 01 in conditions of low cloud and darkness, struck trees at a height of 275 feet above the elevation of the aerodrome at Young NSW and crashed.”
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