Looking back, looking forward

If the above premises are correct how do we ensure that the industry not just survives but thrives? Firstly, every unnecessary regulation and government cost must be removed. This is true for new industry entrants wishing to join any of the expanding range of aviation professions, and particularly true for those wishing to start aviation businesses. They must be encouraged at every level to learn and then take over the reins from a highly experienced but rapidly ageing workforce.

Secondly, regional aviation must be promoted as a great place to work. Modern avionicsspectacularly good and have improved safety significantly, particularly with respect to navigation and situational awareness. Regional airframes and engines are now coming onto the market encompassing the latest in carbon fibre technology and fuel efficiency. Older regional aircraft are maintained to the highest airline standards and all personnel must meet the most stringent training and testing requirements. It is a challenging environment but still a great place to grow a business or a career.

Thirdly, our industry seems to have dropped the ball in attracting women to aviation’s technical careers. To paraphrase our new PM, women ‘hold up half the world’ and yet hover around five per cent of the technical workforce. Any student of aviation history knows that in the 1920s and 30s women opened up new air routes in almost equal numbers to men. In WW2 women built, maintained and flew some of the most sophisticated aircraft available. In the USSR’s air force they flew them in combat. Australia has not done well in this area and must do better throughout this century.

Fourthly, encourage the aviation innovators. Outside of the increasingly successful UAV area, we seem to have dropped the R&D ball. Australians have always been good at building tough, practical

But what has happened to Australian aviation investors?

aircraft requiring relatively low maintenance. It suits our country and our lifestyle. Yet lately, once the aircraft has been designed and flown we don’t seem able to attract enough investment to ensure ongoing product development. To their credit our best products do attract overseas buyers, but what has happened to Australian aviation investors? Finally, we must not forget the role aerospace capabilities, both military and civilian, can play in our industry’s future. Satellite technology is rapidly replacing terrestrial navigation and approach systems. We still possess an extensively developed but woefully under-utilised rocket range based at Woomera that stretches to the Indian Ocean. The interface between traditional aviation and the newer aerospace industries will become increasingly blurred for all the right reasons. This blending should be used now to attract a new generation of technically minded young people and we must not waste the opportunity.

Regional aviation remains one of the most diverse aviation sectors. Many of those who maintain and operate regional aircraft stay in the sector for their entire careers. This is not due to any lethargy but because it is such an intellectually and professionally challenging part of the industry. It is not unusual for a company to be dropping vital supplies at a remote settlement one day, and operating an overseas charter the next. In many ways, this is aviation at its best and most useful.

If regional aviation, and aviation in general is to grow, it must remain affordable including an ability for business owners to realise reasonable returns on their considerable investments. Monopoly behaviour, whether it be by government entities or large airports, must be monitored forensically and discouraged. This risk should not be under-estimated.

Regional aviation is overwhelmingly a force for good and it has been a privilege to be part of its story.