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Civil Aviation Act review
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Risk-based approach needed
The Civil Aviation Act was recently amended without fanfare. Maybe because this was one small step when the industry is desperate for one giant leap. The recent amendment demonstrates that this government has the political will and desire to make the necessary updates to legislation that is required to keep abreast of the global aviation industry. Recent changes will have little additional positive impact, but they’re a great start. The next move is to review the Act in the areas that are holding CASA back from delivering on its rhetoric. I refer to the Act where it requires CASA to focus on the fare-paying passenger on all aircraft operating for hire or reward, regardless of the risk.
This simplistic approach is not allowing GA to flourish as it should, nor is it the best allocation of taxpayer dollars in addressing real risk. Included in those sectors of the industry that would receive an immediate ongoing relief are all those activities that are currently required to obtain and maintain an Air Operating Certificate. Consider a flight training school where we have two people, one with an Instructor rating, operating an aircraft within the boundaries of the Pilots Operating Handbook. Compare this to two people flying privately, neither of whom holds an instructor rating. Where is the higher risk?
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Risk-based approach
Governments of both persuasions have been struggling with the risk-based approach concept since 1986 and the time has come to resolve the legacy issues embedded in the traditional approach to the regulation of General Aviation. Rather than being bound by the ‘commercial’ or ‘hire or reward’ imperatives, a fresh look at a genuine risk-based approach is required. The fresh perspective will give traction to the various CASA publications which espouse a risk-based and outcomes-focused philosophy. This will free up both Industry and CASA resources from the burden of less than effective administration and cost.
Finalising more than nine seats
It has now been 11 months since CASA agreed to review the number of passengers that turbine-powered aircraft, certified for single-pilot operation, may carry when operating in IMC. The current and outdated rule limits passengers to nine unless a second pilot is carried. We hear that CASA has recently appointed a consultancy firm to conduct this review on their behalf. We expect a result by year’s end.
Finalising FRMS
The RAAA has been heavily involved in the fatigue risk management system conversation for more than four years. CASA has made a determination on the last remaining policy point before this legislation can be finalised. We now have a reasonable way forward.
‘Governments of both persuasions have been struggling with the risk-based approach concept since 1986’
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