[Peetwo]

The Last Minute Hitch: 27 June 2025

27 June 2025

– Steve Hitchen

Dateline: 23 January 1988, Casey Airfield, Berwick, Victoria. On that day I strapped into VH-RDN with an instructor beside me for my very first encounter with a Cessna 172. Having done all my hours to that point in a C150, the 172 seemed so big! That was the beginning of my relationship with the venerable Skyhawk, and I have flown many variants and individual aircraft since. I suspect my story is not very different from so many pilots out there, except nowadays you're more likely than not to start training in a 172 rather than a 150. With the model turning 70 years old this month, the GA community is reflecting on a machine that–along with the PA28–has provided aviation at all levels with a foundation that could be relied on. It was not the fastest tool in the hangar, but for most of its mission profiles that didn't really matter, and the inception of the current C172SP has solved that problem anyway. Surprisingly, the C172 was first marketed at the business aviation community, but went on to become the mainstay of basic aviation at all levels, and I am sure there are at least 45,000 customers out there who would testify to that. Although they've tried to obsolete the C172 before, Cessna is now married to the idea of continuing with the Skyhawk because the airframe lends itself to new innovation and upgrades so well. And after seven decades, even the older models are sought-after machines. The price of second-hand Skyhawks has skyrocketed, propelled partly through the sticker price of new ones, and partly because they've never surrendered their place in the hearts and minds of the GA community.

"..customer service evaluation can often be collateral damage.."

CASA CEO and Director of Aviation Safety[b] [/b]Pip Spence fronted the RAAA roadshow on the Sunshine Coast last week and outlined the steps the regulator has made in addressing declining service levels. Mostly, CASA is relying on moving functions online to fast-track administrative tasks, hopefully resulting in the bar charts in the satisfaction survey getting a bit taller. But pushing aside vertically-challenged bar charts for a moment, moving functions online is something you would hope CASA would do even if service levels were soaring, because it reflects modern processes and, with luck, returns some money to the aviation community in the form of lower costs. It's the modern way of doing things, but is it enough to create more harmony between the regulator and its stakeholders? Unfortunately, customer service evaluation can often be collateral damage from a wider dissatisfaction with CASA that continues to dog them after 30 years. So, despite genuine efforts to make improvements, it may not show on the scoreboard because of lingering stigma attached to anything CASA. Although an increase in satisfaction is not off the cards, a quantum leap in approval probably is. For that to happen, the GA community would need to extend significant forgiveness, and at the moment service delivery improvement is unlikely to be enough motivation for that to happen. 

In other CASA news, the Class 5 medical standard review is now open for the GA community to submit feedback. Put in place in February 2024, Class 5 is a long-awaited self-declared medical for PPLs and RPLs that CASA implemented with several operational limitations. Those limitations, according to AVMED, were necessary because there are some things that pilots are thought to be unable to assess. And that has caused some significant controversy, not the least because such limitations are not applied to other sectors of aviation that have self-declared medicals, such as recreational aviation and gliding. Other jurisdictions also don't apply this level of operational restriction either. CASA has to fit their regulatory decisions into a risk matrix, and it can often be difficult to lever them out of that, meaning the GA community will have to present its A game to have some of these limitations relaxed. But I am getting the impression that CASA can be moved if the feedback is strong enough and well presented; no object is completely immovable if the force is genuinely irresistible. So, GA, now is not the time for apathy, now is the time to lick the pencil and get writing. 

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 4 July 2025

4 July 2025

– Steve Hitchen

Aviation globally has now entered the gravitational pull of Oshkosh. This is the period leading up to EAA Airventure where all aviation companies go quiet in terms of news, saving their key crowd-pulling announcements of Oshkosh itself. We get nothing until Airventure starts, then a mad flurry over the week of Oshkosh. But this year, there really is only one announcement that people are aching for: MOSAIC. Unfortunately, the mail is that it won't come ... again. This is the long-awaited modification of the rules surrounding LSAs, which will expand the definition, remove the arbitrary MTOW and permit new technology not imagined when the first LSA standard was written. The FAA is yet to finalise the new regs, and the general aviation community is watching nervously, knowing that the legislative deadline for doing so is November this year. After that, the whole rule-writing process goes back to square one without passing Go. On the Good News side of the ledger, the FAA is expecting to get this done in August or September; too late for Oshkosh, but before the deadline. I think even the FAA would have liked to have made the announcement at Oshkosh because it would garner them some good, positive PR in front of the global aviation world. The GA community has waited long enough for this ruleset; a few more weeks won't hurt, but if if goes out longer than that, the nervousness running through the industry will go off the scale.

"..We may as well demand they fly between the pastry layers on a vanilla slice!.."

Whilst we have known for a few years that Western Sydney International would completely swamp the Class G airspace around Sydney, it was not until last week that we got our first harbinger of how bad it was really going to be. Despite the preliminary airspace design published in December 2023 leaving the Class C LL at 2500, Airservices has lowered that level over GA like unwelcome overcast, driving student pilots out of Bankstown down to 1500 feet AMSL, and perhaps driving yet another nail into that airport's coffin. With the 2RN towers stretching up to 800 feet, a requirement to clear that by 500 feet and a practice of staying at least 100 feet below CTA steps, students have only 100 feet through which to thread their aircraft. We may as well demand they fly between the pastry layers on a vanilla slice! Airservices has said the 1500-foot CLL will simplify controlled airspace, which is true for Airservices staff and the airlines, but adds complexity to GA and reduces safety significantly. Students will probably have no option in some cases but to violate controlled airspace. I also expect this will seriously impact the gliding operators at Camden. All this doesn't actually have to happen; so far this is a proposal only and has to go to the Office of Airspace Regulation, who will be distributing it to the GA community for comment. That same community responded so viscerally to the south-eastern corridor concept that CASA withdrew the idea. I expect a similar reaction to this new CLL, placing the OAR in a tight spot of its own.

AAHOF announced four new inductees during the week, each one very worthy of the honour. The impact Ivan Holyman and Billy Hart had on the pioneering decades of aviation laid the foundation for our civil air transport network today. In the cases of both, they believed and they delivered, and deserved to be recognised for that. Bill Bristow also believed, and set up a legacy in Angel Flight that provides a service to thousands of people who otherwise would need to endure long, arduous road trips just to get to medical appointments. His AM is testimony to what he achieved. The great unsung hero among the four is Greg Dunstone. An Airservices engineer who was dogged in his dedication to ADS-B, Dunstone was the driving force behind Australia adopting the new–but not necessarily applauded–surveillance technology. At the time we all hated the idea, but that was a cost thing particularly in the absence of any subsidies. Time has proven the technology, showing that Dunstone's passion for it was well placed. The AAHOF dinner is next year to coincide in time and place with Airshows Downunder Shellharbour, setting up a great aviation weekend that should find a place on many a calendar.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 11 July 2025

11 July 2025

– Steve Hitchen

Opponents of the new Class D CTR at Ballina will be relieved to be given an extra seven months of ATC-free flying. The new tower was to have gone live in November, but apparently Airservices are having trouble with some location issues and the tower has been pushed out until 11 June 2026: one year today. It goes to show you that some things are easier said than done. This extra delay–presuming none further–means that it will be 11 years since the alarms first rang on the need to do something about traffic at Ballina-Byron. It was July 2015 when the Office of Airspace Regulation (OAR) recommended solving the problem with a CA/GRS, which was probably always going to be a MacGyvered solution anyway. This project has been one of the most controversial changes to airspace in the past decade, and has many detractors, but given there is no way of stopping it nor getting a better outcome for GA, we need this in place soonest so we can stop talking about it.

"..Airservices needs to switch their thinking.."

More than ever before, the aviation community needs to weigh in on the Sydney airspace consultation because this is likely to be the last chance we'll get to inject some sensible comment into the debate. The latest rising issue from the industry briefing paper is that of dynamic airspace; airspace that changes levels with the time of day. Sharp-eyed commentators noticed on the draft VTC that the CLL over Camden is marked as 1500 on the main chart, but 4500 on the inset. Surely an error? No. In fact, they're both right. Airservices told me the idea is that the CLL is 4500 for most of the day, but will drop to 1500 when the Sydney Airport curfew is in effect between 2300 and 0530. This means that when there are fewer aeroplanes in the sky, the volume of CTA actually increases. I believe Airservices has done this to enable flights ex WSA to depart overhead Camden rather than overhead Penrith during the night. The CLL needs to drop to keep them in CTA. The crux is that political promises about noise over Penrith need to be honoured despite the impact on general aviation. But if we're stuck with it, Airservices needs to switch their thinking. The 4500 CLL should be on the main chart because a VTC is unlikely to be used between 2300 and 0530. It will be the chart of choice for daylight hours, which really makes marking the 1500 CLL on the main chart completely redundant except for the few NVFR flights coming into Camden or Bankstown. And it's going to challenge the EFB designers, who are faced with the task of having to deal with VTCs that show two different levels. We have been given a lot to think about, and Airservices needs to be told that.

I have recurring themes in what I write; things I sporadically return to because the represent some form of unfulfilled wish or a wound that refuses to be salved. One of those is that I believe private aircraft owners are Australia's greatest untapped resource. Skills, capacity and capability lie dormant and come to life only when the call goes out from an organisation like Angel Flight or FunFlight. I was reading today about Operation Airdrop, a relief organisation in the USA that mobilises private owners in times of natural disaster, flying tonnes of food and materials into impacted areas. They're all volunteers, and by the look of things get the boots on the ground where they are needed faster than government organisations can. Their most recent deployment has been to the Texas flood zone. It reminds me of Mallacoota in 2019-20, when the ADF closed the airspace around the town and chartered flights to bring in food, clothes, life essentials and everything needed to sustain an isolated town. Using volunteer private aircraft owners flying for the cost of the avgas could have shifted a lot more in a shorter time at a lower cost. Our problem over here is that our private pilots are considered unskilled and inefficient, to be shunned in times of need rather than embraced. As long as the government continues with that attitude, a valuable resource will continue to be wasted. Have a look at Operation Airdrop on their website.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 18 July 2025

18 July 2025

– Steve Hitchen

RAAA's biennial convention is one of the most pivotal events on the aviation calendar, and has grown in both size and importance over the past few years. As we have seen with the recent demise of REX, the Australian government has come to recognise the critical role regional aviation plays, to the extent that they are prepared to get back into the airline game in order for REX–or some derivative of–to remain servicing routes. Although that sounds very altruistic, members of the RAAA are likely to have something to say about that given the Federal Government they engage with will become a competitor on some routes. That's not a sweet state of affairs, and it may be more prudent to let REX founder and present the subsidised routes to existing non-government regional airlines. Applying for the administration period to be extended and splashing another $30 million on REX are indicators that no potential buyer is in sight. If the Federal Government is an airline owner in June 2026 when RAAA convenes in Cairns, it will be a most interesting and enlightening gathering.

"..how will that be mitigated if the government changes its mind?.."

It's sounding like the Federal Government has hit reverse gear over the idea of creating AusCheck as a single issuing body (SIB) for ASICs. Their statement that they are "rethinking" most often means not that it's a bad idea, but that they can't actually make it happen. The discussion paper that kicked-off the SIB was very strident in its contention that the ASIC scheme was unwieldy and had too many security weak points that needed to be eliminated. If you read it, an SIB was the only solution. So if they are rethinking, what will the Department of Home Affairs do about all the problems highlighted in the Regulatory Impact Statement (RIS) referenced in the original discussion paper? For example, the government was concerned that having independent issuing bodies meant different outcomes because they each had their own processes. How do we solve that without an SIB? The RIS also nominated cyber security as a reason for going to an SIB; how will that be mitigated if the government changes its mind? There are probably only two options if the SIB doesn't go ahead: a system overhaul, or pretend the problems didn't exist in the first place. Whilst the latter might be tempting and represents the path of least resistance, it's the former that is desperately needed, SIB or not.

CASA turned 30 years old this month. The new regulator came to being on 6 July 1995 in the wake of a couple of airline disasters and fueled by a belief that the CAA was too close to the industry. It was no doubt a baby swaddled in controversy and political motivation. The decades immediately after were tumultuous to say the kindest thing; the regulator armed with a mandate to stay at arms length became detached from the industry too much, generating a distrust and disrespect that still has echoes today. Whilst I believe CASA has made huge in-roads in reconnecting with the aviation community, I have to wonder if the reasons that drove its creation have been addressed. Regional airline accidents have occurred under CASA's watch and many ATSB investigations over the 30 years have pondered the influence of oversight (or lack of) on the outcome. This is not an easy one to solve because it invites greater oversight when the general aviation community in particular is clamouring for the opposite. There are sounds coming from Canberra that CASA is moving more toward less regulatory burden on GA, evidenced by the GA Workplan and Class 5 medical. These are things unthinkable from the CASA of 1995, which shows a lot of progress, but issues arise sporadically that hark back to the disconnected and over-bearing years of CASA in its original form. To say nothing has changed in the past 30 years is wrong, but I do wonder if the people the clove the CAA in two would think the status quo is an end that justifies their means.

May your gauges always be in the green,

Hitch

[Peetwo]

The Last Minute Hitch: 25 July 2025

24 July 2025

– Steve Hitchen

Taking the Seminole into diesel skies is a logical move for Piper. They've had plenty of experience now with the Archer DX, and if the PA-44 airframe is to carry Piper into the modern era, it needs to be a competitive offering to Diamond's all conquering DA42. But just as Diamond themselves have struggled to topple the Cirrus goliath, so too Piper will have a hard fight to get back market share lost to Austria. Vero Beach is estimating potential sales of 25-40 Seminole DX airframes annually, which is not so ambitious when you consider they delivered 26 Seminoles last year. So, is Piper targeting a share of the 56 DA42s shipped last year, or will DX growth come out of the avgas-powered PA-44 customer base? The battle also may not be about engines, but about build. The Seminole is traditional metal, whereas the DA42 is composite. Both have their upsides and downsides, but as a rule it's hard to make a metal aeroplane match the max TAS of a composite one, all things being equal. All things, however, are not equal: this is also a battle between the Deltahawk and Austro powerplants. I find it interesting that a Seminole DX with Continental engines hasn't been mooted publicly before, leading to us believing that Piper considers the Deltahawk the better option. A diesel Seminole may never vanquish the DA42, but Piper is giving it a fighting chance.

"..new LSAs could trigger the end of the ageing training fleet currently used in GA.."

The FAA surprised most commentators at Oshkosh when they released the new MOSAIC rules earlier this week. Based on projections at Sun 'n' Fun in April, most of us were predicting August-September. But in the end, the only thing that mattered was that the rules were delivered before November, after which the process by US law would have had to start again. Now we can see what the light sport aircraft of the future will look like, and first glance paints a very impressive picture. The two biggest shakers are that the arbitrary MTOW has been removed and replaced with a stall speed that can be as high as 61 KCAS, and new technology in power plants and avionics can be adopted. LSA manufacturers can design for performance and safety rather than weight. LSAs will be transformed from small aeroplanes with marginal utility to very practical and capable GA machines. Previously, factory-built LSAs couldn't run the Rotax 914, 915 or 916 engines because turbo-chargers weren't allowed. Mating these engines with beefed up airframes will result in aeroplanes that are stronger, faster and will carry more load, meaning the need to offload fuel to stay below MTOW could become a story we tell our grandchildren around the glow of an iPad. It may have another side-effect: new LSAs could trigger the end of the ageing training fleet currently used in GA. These new LSAs could force the retirement of sagging trainers that are nearly 50 years old because the sticker price is expected to be less frightening than like-for-like replacements. Conversations so far have revealed expected sell prices around the $300K mark; roughly half the  price of a new PA-28. Just as the original LSAs revolutionised aviation around the world, their 2026 counterparts stand to do so once again.

AMDA withdrawing as the organiser of Airshows Downunder Shellharbour doesn't have to mean the death of the air show, but it does if they can't find someone to take it over. In their announcement, AMDA gave their reason as a desire to redirect support money to other areas of general aviation, and difficulty organising an interstate event. They haven't expanded on what areas of GA they want to focus on, but we will take support that comes our way. It has been an ongoing contention of my own that AMDA is ideally suited to play a much larger role in GA, and recent conversations between AMDA CEO Justin Giddings and me have only encouraged that belief. This move, although not to the advantage of ASDU Shellharbour, could add some lifeblood to sectors of GA that need it. But what of ASDU Shellharbour? AMDA is in discussions with a potential new organiser that have been described as "positive", which bodes well. The outstanding question is whether or not AMDA will assume control again if they can't find a willing organiser to ensure the show goes on in March 2026.

May your gauges always be in the green,

Hitch

[Kharon]

Somewhere, over the rainbow:

Hitch - "Based on projections at Sun 'n' Fun in April, most of us were predicting August-September. But in the end, the only thing that mattered was that the rules were delivered before November, after which the process by US law would have had to start again.".

There exists an aviation authority which actually gets 'stuff' done on time and meets the needs of an industry. For 'private' and flight school operators and even perhaps for 'safety' and increased use by those who would be now able to upgrade. I shouldn't really applaud a department which simply performed design function and got the 'job' done; but it is refreshing. Well done.

Hitch - "Now we can see what the light sport aircraft of the future will look like, and first glance paints a very impressive picture. The two biggest shakers are that the arbitrary MTOW has been removed and replaced with a stall speed that can be as high as 61 KCAS, and new technology in power plants and avionics can be adopted."

(IMO) One of the side benefits to this ruling is that young folk, wanting a career in 'airlines' or corporate can train with modern, electronic equipment and navigation systems from the start. This will save training time, the hardest transitions for my 'generation' was from VAR, DME, ADF, VOR to FMS etc. Even the humble Garmin 100 had us talking for hours and reading 'how-to' books. The new generation can train in modern aircraft with 'equivalent' logic. That's great I reckon; for the USA.

But what of Australia? Will the new be welcomed and instituted without a three or four year delay while it is castrated, then manipulated and squeezed into a unique boxed in rule set? I won't wonder too much, there will have to be a mammoth 'make work' event just to adopt the work already done for ICAO compliant states, where it will just slot in, neat and tidy. No doubt we shall see, but never wanted more than to be proved wrong on this welcome change.

Toot toot.

[Peetwo]

The Last Minute Hitch: 1 August 2025

1 August 2025

– Steve Hitchen

CASA was busy this week, releasing for public consumption three documents that provide some transparency of what their workload is for the coming year. One of those was the 2025 GA Workplan (more below), another was the Forward Regulatory Program (FRP) and the third was the certification roadmap for RPAS/AAM. The way I read it, these three documents all work together, with the FRP being the pivot and the other two hanging off that. And it all goes back to the GAAN strategy, minister's Statement of Expectations and the Aviation White Paper. That's a lot of written words all condensed into the FRP, which in the long run is the plan that matters. This is some serious transparency, and we need to acknowledge the merit in that. But, what we aren't seeing is any plans to reform oversight and enforcement, perhaps what is needed the most. The way CASA does audits, takes regulatory action and deals with infringements desperately needs to be overhauled. Whilst I recognise that there is a serious shortage of qualified people willing to put on a CASA vest, the feedback I get is that the audit program seems to be without form, misdirected and almost without fail conducted under an overcast of angst. Without taking anything away from the merit of any project in the FRP, I can't help but feel it contains a certain incompleteness without this being addressed.

"..any new MOS will need to be close to clean-sheet.."

There are no earth-shattering surprises from Canberra in the 2025 GA Workplan, which probably shows us that the new system of consultation combining public feedback with ASAP and the TWGs is functioning as advertised. We are not surprised because the initiatives CASA is embarking on are the very things we gave them. The one generating the most buzz at the moment is MOSAIC. Despite the absence of any flat promise to implement the FAA version verbatim, I suspect this one is going to consume a lot of attention and resources in the coming months. According to the workplan, they don't expect to have the project finished inside of three years. That's a disappointingly long time, especially when the standard has been written already. Yes, there's a lot to go over especially when relating the brave new LSAs to the recreational sector. Developed to their fullest potential, MOSAIC LSAs will burst the limitations set on RAAus administration, even the new Group G aircraft, which means CASA needs to expand RAAus' approvals or deny them LSAs at the top end of the performance tree. Personally, I would counsel CASA to release the new LSA standards for VH registration rather than let recreational considerations hold it up. Complicating matters is the scheduled program to have another crack at a Manual of Standards for CASR Part 103. The last effort produced a resounding rejection from the industry, which means any new MOS will need to be close to clean-sheet. But I note that the Part 103 MOS is due to be completed one year before the MOSAIC adoption. CASA can't complete the MOS without having made their decision on a further MTOW increase for RAAus, so the completion dates for these two should be aligned. Preferably to the end of 2027; we need these new aeroplanes ASAP.

It's that time of the year when the nominations open for the CASA Wings Awards. Last year was one of our most successful in terms of the number and quality of nominations, which set the judging panel quite a task to choose the best. It's a problem we would welcome again this year. But that depends more on you than it does on us; we can judge only the submissions you give us. Nominations close in November, so you have an enormous amount of time to go on the 2025 CASA Wings Awards webpage, read the criteria, plan and lodge your submission. Every year we see nominations that have clearly been hurried, and it generally reflects in the quality. Regardless of the nominee, a good quality submission trumps a poor quality one every time.
May your gauges always be in the green,

Hitch

[Kharon]

“Risk comes from not knowing what you're doing”

Hitch - "And it all goes back to the GAAN strategy, minister's Statement of Expectations and the Aviation White Paper. That's a lot of written words all condensed into the FRP, which in the long run is the plan that matters. This is some serious transparency, and we need to acknowledge the merit in that.

Hitch - "But, what we aren't seeing is any plans to reform oversight and enforcement, perhaps what is needed the most."

Hard to disagree with the statement above; in either theory or principal. However, it is a chicken and egg sort of discussion, particularly when 'criminal' law is in play. Consider the way the Police are required to operate in the 'drink/drive' area. "Oversight" is almost impossible, they can (and do) spell out, very clearly, that this is not on. It is dangerous, and most definitely illegal, the consequences are serious, the penalties severe and for airmen it can be a career wrecker. So far so good, but, for the enforcement side 'random' checks are an expensive exercise, the cost of prosecution is added to the bill and the time spent for officers in court, rather than 'on the street' an added double barrel burden. This is before the unseen cost of insurance, hospital and effects of trauma to families, not to mention tow trucks and needing new wheels after a stack. The old adage applies; if you think 'safety' is expensive; try having an accident, then of being 'done' over the limit. QED.

The questions that begs answer are, would increased 'over-sight' improve the situation? Would more education assist? Would more Bobbies 'on the beat' assist? Has the current practice reduced the accident rate? Where is the pivot point where someone knows what they are about to do is not only illegal, but dangerous? Now, we enter the realms of the unknown: actions, results and consequences. It is a percentage game, say 70% never drink and drive; 10% may think about it once in a while; 10% may if they know there's every chance of not getting caught; the rest just take their chances.

Same -same with aviation; there are those who will 'push' the boundaries; or worse, push others into taking a punt on Lady Luck; a fickle mistress at the best of times. VFR into IMC a classic; aircraft with known defects another; etc. etc. The second most dusty manual in many offices is the Company Operations Manual; the most dusty is the Safety Management System manual. It is a brave junior who says "but Boss, the manual says not to do this." CASA is then immediately 'off the hook' - should the manual be compromised. All parties in the muck, except -.-.-...?

Hitch - "The way CASA does audits, takes regulatory action and deals with infringements desperately needs to be overhauled. Whilst I recognise that there is a serious shortage of qualified people willing to put on a CASA vest, the feedback I get is that the audit program seems to be without form, misdirected and almost without fail conducted under an overcast of angst."

I'll drink to that. It is, IMO, a case for 'conflict resolution'. Aye; easier said than done, I know; but a good target nevertheless. The good example of 'resolution'  that springs to mind was the Flight Safety 'CFIT' analysis. You ticked the boxes pertinent to the proposed operation, which provided a 'number'. At the end of the form, the numbers were totalled against the company tabulated 'risk' matrix. Nothing prevented the operation; but, the crew were fully aware should there be an elevated risk of a potential CFIT. Not perfect, not saying it was BUT; operator off the hook, crew off the hook and the Authority off the hook - had they approved the system for use. As said, not perfect; but, a way of reducing the 'tension' between 'legal and considered' operator risk and Authority approval of 'operations' without it exploding in anyone's face.

Negotiated 'settlement' - 'out of court' before the fact with 'risk' analysed, reduced and agreed before operations, a give here, a take there, much better than  'Gestapo' tactics, after the event; or intimidation before hand. Would you drink and drive? Well, that depends, don't it? 

"A pilot may earn his full pay for that year in less than two minutes. At the time of incident he would gladly return the entire amount for the privilege of being elsewhere.”

Toot - toot...

[P7_TOM]

The 'theory' and intent of the FS /CFIT analysis was a great idea. Having 'used' it and considered the 'legal' implications; it could stack up as good model for other operations which may contain an elevated risk element. Take the on going VFR into IMC quandary (and body count). With some work/ discussion/ assistance, grown up operational and legal 'guidance' it could, perhaps become something like the FS 'operational analysis'. A 'tool' used to assist with the perennial "will I go or will I stay" problem VFR presents in ordinary weather forecast conditions. Do not know the answer, but, IMO, its worth a thought or two. Even if it just saves one life -

Just saying;

[Peetwo]

The Last Minute Hitch: 8 August 2025

8 August 2025

– Steve Hitchen

We live in the age of the influencer: people who haunt the internet looking for any opportunity to spout their expertise and knowledge on any subject. They call themselves media; they are anything but. The difference between media and influencer is that genuine media tell you a story for your benefit, whereas influencers tell you a story for their benefit. Whether or not the story is true is, quite honestly, irrelevant to them. They are impervious to the consequences of their own opinions. There are many influencers in aviation also, and some of them are nothing short of dangerous. However, there are also some quite expert people out there using the internet as a way of disseminating important information that can help you be a better pilot, or simply expand your own knowledge base. The trick is to know the difference between the two. What I do, is ask myself why the story is being told, and how the story is being told. Influencers generally over-inflate their own qualifications and fear being called out, making themselves the focus of their video or post, not you. Expert media are not afraid of telling you up front who they are and what they stand for. They'll provide curated evidence behind their contentions and, in many cases, advise you to  research further. Influencers don't do that. Influencers want you to take what they say as gospel and not question it. My advice would be to take anything and everything you hear, see or read to a flying instructor before acting on it. But then, who am I to influence you?

"..CASA has a tonne of work to get through first.." 

Talking with people around the GA industry and community, I am gathering quite a few differing opinions about the new MOSAIC regulations, several of which betray an underlying misunderstanding. For example, there seems to be a prevailing impression that, when adopted, the MOSAIC regulations mean all LSAs will no longer have MTOWs. Sorry, if your LSA was originally limited to 600 kg it stays there unless the manufacturer is prepared to raise it. Another one is that RAAus will automatically be able to administer the new standard. That's also a furphy ... for now. CASA has a tonne of work to get through first (the FAA rule document is over 700 pages long) before deciding to further raise the MTOW limit for an ASAO that has only recently had its limit raised to 760 kg. But perhaps the most bewildering of all is an opinion the new LSA standard will have no impact at all. I find this one hard to get my head around. When the original LSA standard was introduced the impact on GA was phenomenal; why would an expansion that adds capability and performance not produce another upheaval? Larger engines, more useful load, new technology, retractable gear. LSAs stand to seize a chunk of market from type certified aeroplanes. To try get a better handle on the industry thinking, we've created a short survey about the impact of MOSAIC on GA. It's only seven questions long, and is not designed to produce an accurate measure, but rather a small taste of general opinion. If you get a chance, click on the survey in the Australian Flying news feed and let us know your feeling on MOSAIC.

Japan is emerging as a catalytic market for the spread of sustainable aviation technology. As a relatively small country made up of many islands, it suits well the prime mission for Advanced Air Mobility (AAM), which will rely on stable, reliable electric powertrains. It's a logical step, then, for Queensland's Stralis Aircraft to make their own inroads in research and development in The Land of the Rising Sun. This is a bit of a coup for Stralis; I imagine there are companies in both Europe and the USA that would love a collaboration such as this one. It demonstrates that Australian technology and know-how in propulsion systems of the future is as good as anywhere in the world. It won't be long now before Stralis gets their hydrogen-electric Bonanza in the air for the first time, and with this agreement under their belts, will be able to look well beyond their current horizons.

May your gauges always be in the green,

Hitch

[Kharon]

The 'Australian Flying' magazine - HERE - have presented a short survey which seeks to analyse the response from the LSA users/operators regarding two (IMO) serious questions. To wit: the MOSIAC and Part 149 operations.

AF - SURVEY.

While you browse an excellent magazine, take the time to complete the survey, the results may (perhaps) carry some weight with the CASA decisions related to this class of operation. But take your 'A' game the survey is 'searching'. Good job by someone..Choc Frog awarded..

Not having any 'skin in the game' and no experience withe the LSA system, my opinion is nugatory; but for those LSA who have; then survey it is a must do.

Comments regarding RA Aus and their product are a different argument, one best kept for another day

Toot -toot.