Aerial

Far from representing ‘capture’, formalised industry consultation, the heeding of industry concerns and the use of industry expertise frequently represents the only way that sensible policy can be developed and implemented. Such is the case in aviation where most expertise actually sits outside government – both in CASA and the Department of Infrastructure.

Genuine engagement with the industries being regulated should actually be a key goal of government agencies and should be done in such a way that ‘capture’ – much alluded to in the Lockhart River case – is avoided by good governance, sound systems, transparency and good record keeping.

In aviation, it seems the Government’s approach to the aviation white paper has taken the pendulum too far in a direction that runs the risk of ignoring sound industry advice and engagement for no good reason. Similarly, CASA’s idea of repositioning itself as a ‘big R’ regulator may actually be providing an unintentional signal to some parts of the organisation to revert to previous attitudes of ‘we know everything’.

The Department of Infrastructure (responsible for transport security amongst other things) and CASA’s lack of coherent policy development systems, lack of focus on reducing costs imposed on industry for no safety benefit, and lack of streamlining of repetitive business is taking an increasing time for operators to combat – time that could be more usefully spent focussing on safety.

A key initiative that would drive increased productivity within CASA and the Department would be to take a clear policy position that operations not involving fare-paying passengers should be exempted from many of the current requirements.

For example, removing the need for aerial work AOC holders to have a DAMP, but still being subject to random testing, would greatly simplify life – not to mention CASA costs and resources. This makes good policy sense when the random testing done by CASA to date indicates what industry has always maintained – the almost universal compliance with drug and alcohol rules by pilots.

Similarly, the ongoing reporting to CASA – for annual surveys, 6 monthly DAMPS and so on – could be scaled back to something more reasonable – or even coordinated with the ABS/BTE states that are also collected from operators.

Entry control could be further simplified by encouraging industry to develop courses for Chief Pilots that CASA could approve – thereby ensuring training that is relevant, rather than the current inconsistent ad hoc process.

Some operations may not even require an AOC but perhaps could be conducted in accordance with a CASA approved SOP available to all, something that was roundly discussed by the CASA/industry Part 133 working group and then apparently lost in the reg reform program.

CASA’s current involvement with firefighting operations for example, involvement that is questionable in its head of power anyway, should simply be abandoned so that the State agencies actually responsible for firefighting can sit down at the same table (which the CASA process does not include) and nut out some consistency between themselves.

The second guessing of ATOs by CASA officers who have little or no experience in the specific area is a difficult area, but the current situation is in need of improvement – both for the protection of CASA staff, the candidates and the ATO.

The Department of Infrastructure Office of Transport Security could also reconsider the complexity of Transport Security Plans that currently affect some non-passenger operations. Applying airline standards to two seat ag aircraft (including what to do in case of hijacking..) is silly. A simpler and smarter approach could simplify the requirements while still meeting the policy objective.

A lighter hand on the non-passenger carrying sector is not only good sense, but it is good policy where a heavy handed approach is not validated by either risk assessment or proven safety outcomes. For example, the aerial ag industry has achieved a massive improvement in safety over the last 15 years or so through its own training programs.

If CASA and the Minister are serious about affording passengers the ‘highest level of safety’ – see the white paper – then it makes sense to put more resources there and less resources into non-passenger carrying operations.

And those resources can clearly come from savings if government listens to industry, takes up more of its suggestions and puts its own management house in order.

Convention 2010

AAAA’s annual Convention will be held at the Holiday Inn, Surfers Paradise on the 8th and 9th of June.

An exciting program is under development that will feature the formal launch of the Association’s Aerial Application Management System that will revolutionise compliance with government red tape and free operators to focus on real issues such as staying safe and making money.

A great speakers line up will cover flying safety, chemical issues and industry innovations.

Registration forms and booking accommodation forms are available from the AAAA website on www.aerialag.com.au

Col Pay Scholarship

AAAA and the Pay family are very happy to announce that applications for the 2010 Col Pay Scholarship are now open.

Co l was a great supporter of aviation whose lifelong commitment to agriculture, firebombing, training and warbirds will not be forgotten.
Applications for the scholarship are on the AAAA website – www.aerialag.com.au. The Scholarship will be to the value of $10,000 of flying training for an ag rating which will be conducted by Pays Pty Ltd.

Applications will close on the 30th of April and will be announced at the AAAA Annual Convention.