Issue 120: August 1996

But from where the industry stands, has anything really changed? The short answer is a resounding no. The rules and regulations are still a dog’s breakfast of confusing and often contradictory rulings that in some cases are plainly biased against safety. The morale within CASA is still not good and the fact that despite all the PR gloss and glitter, it exists as nothing more than just another Public Service organisation with the same inane rules regarding hiring and firing that limit the ability of every level of management to actually manage. The entire organisation has got to change and one place to start is with a strong, pro-aviation Minister.

And, thank God, that’s precisely at last what we have.

John Sharp is not only a pilot but is also determined to get both CASA and AirServices Australia into proper shape over the coming two years. Hence his announcement in late June that CASA and industry teams would participate in completely rewriting the various aviation regulations and that they would report each month directly to him, rather than risk having its efforts diluted and modified by CASA officials.

This is a major development (reported fully in Newsdesk) and one that signifies that not only the aviation industry but the Minister responsible for aviation safety does not have faith in the regulator. And going on the real-world experience of the past two decades, even CASA boss Leroy Keith (a relative newcomer with no hobby horse to push) is apt to agree that his agency could not be fully relied upon to provide the Minister with the unabridged version of industry’s perception of regulatory change.

Stage one is running to an ambitious schedule of being completed by June 30 next year with stage two a year later.

Ex-USAF KC-135Rs could be an interesting addition to the RAAF. The type would bring with it reduced per-hour operating costs, an ability to refuel the F-111s and an overall enhanced in-theatre capability via its significantly increased disposable fuel load. (Paul Caldwell)

The CASA and industry teams will be hard pressed to deliver a working model of what is required by these dates, but at least it’s a start. Without the inertia of big bureaucracy, where people are actively discouraged from thinking at anything greater than glacial speed, these small teams just might make it.

As the Minister stated conclusively at his industry briefing on June 28, “This can be a structure that reflects your views, but more importantly, this will be a review that will reflect your needs, your views and the needs of Australians who travel in our aviation industry.”

Certainly a breath of fresh air. A Minister who is interested enough in the real problems of his portfolio to actually take up the nettle and inspire change from the top rather than burying it in the invincible lethargy of an army of self-serving bureaucrats.

Stratotankers For The RAAF?

Elsewhere in this issue is an interesting, and perhaps timely, analysis of the benefit of the RAAF operating a number of Boeing KC-135 Stratotankers.

The USAF acquired over 800 KC-135s and their variants, and to date around 440 have been upgraded to full KC-135R standards with the CFM56 turbofans replacing the original fuel-guzzling J57 turbojets of the 1950s and 1960s JT3D/TF33 turbofans. With the US Defense Department downsizing, much of its front line capability is becoming available for a very small fee to a number of friendly nations. No doubt, if we wanted some additional surplus Chinooks, FFG frigates, Cobra gunships, Hueys, Hercs, Orions or KC-135s they would be available at attractive and affordable prices. In most cases these are already surplus to requirements in the US inventory and at least being in the hands of an ally is as good as having them in their own strategic reserve.

If Australia was able to acquire a squadron (12 to 15 aircraft) of recently rebuilt KC-135Rs it would make a lot of sense. Firstly, complementing the existing five 707 tanker/transports (four are dual role tanker/transports, the fifth is a pure transport), we would attain a capability that for the first time would greatly increase the radius of action and operational flexibility of the all-important F-111 force in addition to being fully compatible with our own Hornets and the RNZAF’s Skyhawk fleet. The per-hour operating cost of a KC-135R would also be lower than a 707, the fuel burn considerably less and the engine maintenance requirement likewise, while the tanking capability would be enhanced due to the significant increase in deliverable fuel between the 707 and -135.

All in all a very interesting concept and one that will be worth watching in the year ahead.