Industry columns

We have an extensive range of topics covered in this year’s program, from broader industry issues that affect us all to new technology and innovation being implemented at airports both large and small.

The program also features a range of networking opportunities, including the AAA Airport Industry Awards, which will showcase some of the very best projects and initiatives in our industry.

As we continually adapt to an evolving global security environment, security undoubtedly will be an important topic of discussion at the conference this year.

We will be privileged to host the First Commissioner of the Federal Police Belgium, Jean-Pierre Devos, as one of our international keynote speakers.

As one of the first people on the scene after the attack on Brussels National Airport in March 2016, he has a unique view on responding to a security incident, and the lessons learned from the attack.

‘Security undoubtedly will be an important topic.’

The conference will also feature a number of sessions on meeting customer needs, as airports continue to create memorable and enjoyable airport experiences for their passengers. SITA vice president Catherine Meyer will be among those sharing their expertise on engaging with the customer.

While our dedicated regional airport stream returns again this year, we will also be hosting a commercial stream to ensure delegates can find sessions that will deliver value for them in their roles when they return to their airport.

The regional stream will feature a case study on Launceston Airport, and how the three-time AAA Major Airport of the Year winner has delivered a distinctive experience reflecting the local region.

A panel discussion will also examine route development challenges and opportunities for regional airports looking to grow services to their community.

The commercial stream will look at how airports must respond to the age of the digital shopper in their retail spaces, and will also go behind the scenes of Cairns Airport’s terminal redevelopment.

We look forward to welcoming our delegates to the conference for what will be a busy and informative four days. The 2018 AAA National Conference takes place from 13-16 November in Brisbane. To find out more, visit airportsconference.asn.au.

Defining GA
Finding appropriate regulatory oversight for general aviation

Last issue we reported on the highly successful ‘Reclassification of Activities’ initiative and presentation to senior industry participants and government officials. Concurrently, the Minister is taking a serious look at the health of general aviation in Australia and is seeking input into a comprehensive definition of general aviation, in order for government to more comprehensively and effectively identify and understand the sector’s issues.

Air transport operations are regulated by a set of operational rules and maintenance rules and GA is no different. CASR Part 91 governs the operational aspects and most operators maintain their aircraft under CAR 30.

Firstly, the reclassification of activities presentation concludes that Australia should have essentially three CASR Parts for operational regulations, based on risk, that provides for the safety assurances of ‘Safe, Safer and Safest’. CASA indeed already has three rule sets that classify and cover these three ranges of activities. It has CASR Part 91 for (Safe) general aviation/aerial work operations. It has CASR Part 135 for (Safer) smaller air transport operations and it has CASR Part 121 for the (Safest) large air transport operations.

Consequently by definition, if CASR Parts 121 or 135 do not apply to you, then you must be in GA/aerial work.

Secondly, we need to consider which maintenance regulations would complement the operational Part 91 regulations for GA. It is understood that under a developing CASA-proposed CASR Part for GA maintenance based on the FARs, no maintenance organisation approval (currently CAR 30) would be required for carrying out maintenance of aircraft, engines or components other than propellers and instruments. This would apply to all aircraft not engaged in air transport operations.

Therefore it appears that an emerging policy proposal from CASA in terms of both operating and maintaining aircraft could well be that if you are not in air transport operations, you are in GA.

Next Step

‘Additional risk mitigators can then be applied as appropriate.’

In order to take the risk analysis (and therefore the required regulatory oversight) of GA down to the next level, we should again refer back to the Reclassification of Activities. That is, we identify who is on board (either passenger, participant, task specialist/ crew) and/or if the operation of the aircraft undertaking a particular activity is exposed to an increased level of risk. Additional risk mitigators (crewing/training/equipment) can then be applied as appropriate. CASA and the rotorcraft sector of the industry (using the Sector Risk Profile studies) have done this work very successfully and we would endorse the same approach for fixed-wing GA/aerial work operations and maintenance.

Ready to respond
Are we facing the firefighting season from hell?

Aerial application is now a valued tool in the firefighting arsenal of every state and territory, but the coming season is likely to present new challenges to pilots, operators and agencies.

Outlooks and forecasts are sobering. Fuel loads in many areas are at levels not seen since the disastrous seasons of 2002/03 and the fuel is extremely dry thanks to the ongoing drought.

Fire seasons are getting longer and less predictable as witnessed by recent late winter events that saw bad weather and very dry conditions fanning over 3,600 fires burning in July and August in NSW alone, with 97,700 hectares burnt.

‘Firefighting is evolving in response to a changing environment .’

The key advantage that aircraft can provide to firefighters is speed of response and aggressive initial attack – enabling fires to be kept small.

When a fire is ‘running’ an aircraft can head it or attack the flanks in case of a wind change – almost regardless of the terrain that would impede groundbased firefighters.

Protection of life and assets is another role for aircraft when fires are at their most dangerous. Many houses have been saved across the country because of the timely arrival of aircraft.

A further advantage of aircraft is that when a fire is uncontrollable on anything other than a landscape basis – ie ground crews have to fall back a long way, establish a firebreak and then backburn to reinforce the line – aircraft can still have an impact in reinforcing the depth of breaks and patrolling for spotting of fires across the break.

The role of aerial fire attack supervisors adds another layer of complexity but also safety, support and performance enhancement for bombing pilots.

Add to these frontline activities a range of supporting services including spotting, line-scan, FLIR, photography, personnel movement around the fire ground and drones and it becomes clear how aviation is playing an important role as part of the bushfire toolbox.

This in no way detracts from the core, primary role of volunteers on the ground. But it does underscore how firefighting is evolving in response to a changing environment.

The strategic use of aircraft across the nation has been enabled by business operators willing to invest millions of dollars – and take the commercial risk that comes with those decisions – to ensure top line aviation tools are available to protect communities. And it is powered by the skilled pilots, maintainers and support staff who are making aerial firefighting their career

Steps in the right direction
Govt aviation bodies gain much-needed board experience

Give credit where it is due. The appointment of two highlyexperienced commercial aviation operators to the CASA board is a step in the right direction. Along with the heavy jet captain recently appointed, the board is continuing to be strengthened and is now more representative of the industry that it serves. We actively encourage the government to stay focused on quality appointments as the emerging relationship between CASA and the industry begins to bear fruit.

The Airservices Australia board has been in desperate need of sound aviation experience since the retirement of the former chair. The appointment of Air Chief Marshal Mark Binskin (ret’d) as deputy chair is very much a step in the right direction. His extensive military and general aviation experience will go a long way in assisting the efficient bedding down of the expensive OneSky project. However, he cannot do it alone and we hope that more commercial aviation leaders will be appointed to the Airservices board. We have the experience and talent across our industry so why not use it for the greater good? Who knows, maybe leaders from the rotary-wing sector might be considered for either or both boards? It would be an overdue first.

On the industry front, investigations continue into the reasons for the early failure of some pistons and cylinders in Robinson helicopters across the hotter areas of the country. These are problems that must be solved soon given the safety and economic issues being confronted by operators. The ongoing research is professional and extensive, but we need to maintain a sense of urgency and get to the bottom of the problems as soon as practicable.

‘Who knows, maybe leaders from the rotary-wing sector might be considered.’

As mentioned in previous columns the AHIA board is working with the experienced and talented Avalon team to develop a new national event for the rotary-wing industry, which will build on the spectacular success of RotorTech 2018. Stay tuned for more details soon.

Finally, the long fire and emergency season has begun. We hope that all the airborne and ground crews experience safe and successful operations.