Outlook positive

Key among those issues was the recently confirmed changes to Part 139 Aerodrome regulations.

The confirmation of the changes was a significant milestone after an extensive consultation process overseen by CASA.

It was pleasing to see this milestone was marked by further consultation and discussion with industry, continuing CASA’s commitment to engage with stakeholders throughout the development of these changes and their upcoming implementation.

As a member of the Aviation Safety Advisory Panel, I have had the chance to be part of this process from the outset.

The panel has taken part in very productive discussions between CASA, airports, airlines and others to ensure any changes to our industry are fit for purpose and will support the increasing professionalism of aviation in Australia.

These have been productive and very rewarding discussions that have helped identify the best way forward for all of us.

The agenda at the AAA Safety Forum continued that spirit, providing an overview of plans for the implantation of these changes as the 18-month preparation period gets underway.

Overall, the discussion was positive and airports are looking forward to working in partnership with CASA as they meet the new requirements.

The new regulations will see a change from existing aerodrome certificates to a ‘scalable certificate’ that reflects the operations at individual airports.

Technical changes to the manual of standards will also better align Australia with ICAO requirements, while all registered aerodromes will be required to produce an aerodrome manual.

The changes are seeing a shift towards an outcomes-based approach, allowing airports more flexibility to meet regulatory requirements in a way that is consistent with their size and the nature of their operations.

‘The AAA is also developing tools to support the industry. ’

Of course, the impact of these changes will vary between airports and it was pleasing to hear that CASA is working on templates and tools to make it easier for regional airports in particular to understand their obligations and develop their aerodrome manuals.

The AAA is also developing tools to support the industry, and will continue to engage with CASA over this time to ensure a smooth transition process.

By the numbers

Caravan seat limits under scrutiny

CASA have recently announced a review of the passenger seat limits on the Cessna Caravan.

Single engine aircraft were originally limited to nine passengers by an FAA decision taken mid-last century when there were no single-engine turbine aircraft used in commercial operations, piston engines were both underpowered and unreliable, and DC- 3s ruled the sky.

Clearly and logically any investigation into the risk mitigation now applied to single-engine operations needs to acknowledge each and every improvement to safety since the time that decision was taken. These would include at least: >> The stunningly reliability and performance of turbine engines of today.

>> The ASETPA maintenance and monitoring conditions already imposed.

>> Autopilots and advances in terrain awareness including GPS navigation.

>> Much-improved weather forecasts along with common anti and/or deice equipment.

>> Medical advances over the past 70 years to monitor commercial pilots’ health.

>> The plethora of safety improvements required over the years including the recent making of CASR Part 135.

FAILING TO FINISH Industry is still coming to terms with visibility of only half the actual legislation which will impact current charter operators with CASR Part 135. CASA has failed to finish the vital second piece of relevant legislation by not concurrently developing their policy view on maintenance requirements. It is unrealistic to expect industry, both the airline operators and maintenance repair organisations (MROs), to plan for compliance by the due date without knowing the full picture. For example, a regional MRO might be currently maintaining a dozen privately operated aircraft and two charter operators. According to CASA reports and presentations to this point, all charter operators will be required to engage a Part 145-approved MRO. This means that the additional cost impositions on the current MRO operating under CAR30 will have to invest significant amounts of money, both initial and recurrent costs in order to gain and retain CASR Part 145 approval. However, in this example, these costs can only be passed on to the two charter operators. There would be no business case to support the investment in upgrading to CASR Part 145. This would immediately render those charter operators unviable. The loss of the charter operators would also likely render the MRO unviable.

‘CASA has failed to finish the vital second piece. ’

A perfect storm! The RAAA therefore looks forward to working closely with CASA on a deliberate and objective review of the most appropriate regulatory approach on the new maintenance requirements for Part 135 operators.

Challenge of the big dry

It’s time for change to aviation policy settings

In an aviation sector already used to seasonal variation, drought poses a range of additional challenges that are then compounded by poor government policy.

Put bluntly, government policy continues to compromise agricultural enterprises and contractors by being in their pockets during relatively good times, robbing them of the resources and reserves to better prepare for drought.

Continually ignoring this policy non-sequitur simply makes resilience during drought a phrase that politicians like to use, but don’t like to enable.

When work dries up, so does much of the income for aerial applicators and other contractors – unless they have a strong diversifi cation strategy already in place, and that requires a surplus in good seasons, after debt reduction and the usual outgoings.

The old farming truism that out of every 10 years a few years will be very good, a few years will be very bad and the rest will fall somewhere in the middle, is entirely relevant.

There is a range of policy settings that could support drought resilience rather than undercut it.

In an aviation setting, these would include access to improved income equalisation strategies taken over a longer time frame than current.

An ability to immediately write off assets or a signifi cant proportion of them to support continuous updating of the fl eet and debt control would be a signifi cant step forward and bring Australia into line with our farming competitors in the US. Currently the concept is permitted for relatively small purchases up to $20,000, but in the US this is extended to a signifi cant write off in the fi rst year for an ag aircraft.

Similarly, the aviation fuel tax on agricultural and emergency use could be removed, especially in conjunction with real pressure on CASA to lift its regulatory compliance cost game and a signifi cant lift in cooperative work on safety with the industry. Less cost means less to recover.

But the bottom line is that drought is debilitating. Mental health in these communities is a real concern as the dry grinds on, especially when ignorant social media warriors have chosen this time to launch into irrigation, cotton and animal welfare. Campaigns like ‘Are You Bogged Mate?’ are helping.

‘Support drought resilience rather than undercut it. ’

It will rain again, but in the meantime what a great time for government to develop a national drought policy in conjunction with the people who live it – something Australia still lacks.

Big, better, best

Rotortech 2020 set for Brisbane venue

Rotortech 2020, which will be the largest rotary wing convention in the southern hemisphere, has been announced. It will be held at the Royal International Convention Centre, Brisbane Showgrounds from June 16-18 and our partners from Avalon are planning for at least 1,500 attendees. More details to follow but please mark it in your diaries now.

In addition, the inaugural Rotortalk 2019 held recently at Avalon was a great success.

Chaired by the AHIA President, Ray Cronin, the one and half day event proved a winner with attendees.

On the fi rst day, leading rotary wing manufacturers such as Bell, Leonardo, Robinson and Sikorsky showcased the new products that are on their near horizons.

Even industry veterans were spellbound by what is emerging across the rotary industry. The extensive capabilities of the new airframes will open up many new opportunities for rotary operations.

The second day was almost standing room only with topics such as piston engine problems, night fi refi ghting and the recent High Court aviation decisions being discussed. It was apparent early on that the second half a day was possibly too short to give full voice to the many discussions, and the next Rotortalk may need to extend over two full days. This is being discussed with our highly professional partners from the Avalon Airshow team. For a fi rst effort, it was a great success and our sincere thanks go to the team.

Now that ground has been broken at the new Western Sydney Airport further discussions will need to be held soon with airspace designers to ensure that rotary operators have effi cient access to this exciting new facility. There is likely to be considerable helicopter traffi c between Kingsford Smith Airport and the new western facility.

Careful design consideration will need to be given to both the new helicopter entry and departure lanes, as well as possible designated lanes between the two airports. This is heady stuff for the rotary industry but there is considerable detailed airspace design work to be carried out fi rst. The AHIA will play a leading role in these discussions.

‘For a first effort, it was a great success. ’

It would be remiss not to mention the helicopter fi refi ghting teams that have done another outstanding job in recent months. This was our hottest summer on record and the season is not over yet. Countless properties and many lives have been saved thanks to the unstinting efforts of the air and ground crews. Again, we salute you all.