Thread Rating:
  • 0 Vote(s) - 0 Average
  • 1
  • 2
  • 3
  • 4
  • 5
Alphabet if’s and but's.
Mr. Carmody might believe that the ASSR recommendations are largely implemented and that industry trust of the regulator is being restored.

Too bad that the General Aviation industry is still in a nose dive and that as every day that passes fewer pilots are flying, more aircraft are lying about unused and depreciating in value.

Where there used to be hundreds of flying schools, especially in country areas, this once busy scene is still virtually a desert. One senior instructor nearby to me paid $8000 up front with a flying school AOC application eighteen months ago, still nothing but grief from CASA and no AOC. In the USA this instructor would have been making a living from day one and been able to put $8000 into a suitable training aircraft.

The GA industry is still strangled by all the disastrous strict liability criminal sanction and unworkable rules of Part 61. What used to be a biennial flight review is now a flight test. No consideration or incentives are built into the regime. For example no amelioration for aircraft owners, commercial licence or instructor ratings.

Same for the outlandish ASIC requirements, $283 two years only. No clarity or help to industry which the AVID could easily substitute and the excuse that this is controlled solely by the Department of Infrastructure won’t wash. How many pilots actually have either of these two security identification cards? I have enquired for comparative figures from ten years to the present, same for flying school numbers but CASA doesn’t bother keeping such unimportant numbers. Living in the Can’tberra bubble.

The best potential real reform in years is Mr. Carmody’s belated medical changes which, if implemented in the present form actually will induce pilots to either drop their instrument ratings or not bother obtaining such in the future thus depriving flying schools from valuable work Forget that Instrument Flight Rules is a higher and safer standard of flying operations.

The separating out of the low weight category to induce thousands of flyers into less capable and less strong aircraft remains one of the worst decisions ever perpetrated on the flying industry. Hats off to all those that have had to design down to an extremely low weight and all segments should have a fair go but there’s so many that would have been much better off in fully certified (IFR capable) aircraft. But no, CASA in its lack of wisdom still supports this massive error of public policy.

The whole fee gouging and unsupportable system is still in place and no amount of twiddling at the edges and hoping against hope that some ‘just culture’ attitude change will materially alter the outlook is not realistic.

Only legislative changes, political determination, will cause a true revival of GA. Expecting CASA reforming itself is a forlorn hope, it’s just not capable.
Reply
Turnbull government 2017 report card on aviation policy - Part I Dodgy


(12-20-2017, 08:52 AM)Sandy Reith Wrote: Mr. Carmody might believe that the ASSR recommendations are largely implemented and that industry trust of the regulator is being restored.

Too bad that the General Aviation industry is still in a nose dive and that as every day that passes fewer pilots are flying, more aircraft are lying about unused and depreciating in value.

Where there used to be hundreds of flying schools, especially in country areas, this once busy scene is still virtually a desert. One senior instructor nearby to me paid $8000 up front with a flying school AOC application eighteen months ago, still nothing but grief from CASA and no AOC. In the USA this instructor would have been making a living from day one and been able to put $8000 into a suitable training aircraft.

The GA industry is still strangled by all the disastrous strict liability criminal sanction and unworkable rules of Part 61. What used to be a biennial flight review is now a flight test. No consideration or incentives are built into the regime. For example no amelioration for aircraft owners, commercial licence or instructor ratings.

Same for the outlandish ASIC requirements, $283 two years only. No clarity or help to industry which the AVID could easily substitute and the excuse that this is controlled solely by the Department of Infrastructure won’t wash. How many pilots actually have either of these two security identification cards? I have enquired for comparative figures from ten years to the present, same for flying school numbers but CASA doesn’t bother keeping such unimportant numbers. Living in the Can’tberra bubble.

The best potential real reform in years is Mr. Carmody’s belated medical changes which, if implemented in the present form actually will induce pilots to either drop their instrument ratings or not bother obtaining such in the future thus depriving flying schools from valuable work Forget that Instrument Flight Rules is a higher and safer standard of flying operations.

The separating out of the low weight category to induce thousands of flyers into less capable and less strong aircraft remains one of the worst decisions ever perpetrated on the flying industry. Hats off to all those that have had to design down to an extremely low weight and all segments should have a fair go but there’s so many that would have been much better off in fully certified (IFR capable) aircraft. But no, CASA in its lack of wisdom still supports this massive error of public policy.

The whole fee gouging and unsupportable system is still in place and no amount of twiddling at the edges and hoping against hope that some ‘just culture’ attitude change will materially alter the outlook is not realistic.

Only legislative changes, political determination, will cause a true revival of GA. Expecting CASA reforming itself is a forlorn hope, it’s just not capable.

And today from Annabel Hepworth, via the Oz:

Quote:Aviation’s slow regional burn

[Image: ffa2579c25082ce17a6b337485ed0bd6]1:23pmAnnabel Hepworth

The aviation sector that provides critical regional services has been in decline since 2010, with warnings of “destruction”.

A landmark study has confirmed the decline in the general aviation sector that plays a crucial role in serving regional communities.

A day after a cabinet reshuffle that sees Barnaby Joyce take on aviation, a long-awaited Bureau of Infrastructure, Transport and Regional Economics report has found the sector has been decreasing since 2010.

But while private flying and flight training have faced “significant” decreases, this has been partly offset by growth in other areas including aerial mustering and search and rescue activity.

The report was announced last year by former Transport Minister Darren Chester.

It came after warnings that the sector had been hit by red tape and skyrocketing costs.

Businessman and aviation veteran Dick Smith has previously warned that the sector faces “destruction”.

Internationally, general aviation — which serves roles ranging from enabling regional families to fly to town to get their groceries rather than doing huge drives to flying training, firefighting, mustering, private flying and aerial surveying — has been in decline or static in nations including the US, UK, Canada and New Zealand.

“Like many other industry sectors, the demand for and supply of the services offered by GA has changed over the past few decades and will continue to do so with developments in aviation technology and the way in which our economy operates,” the report said.

It finds that “while overall GA activity is declining, it is not accurate to say that all sectors of GA are declining”.

“What is apparent is that for some aviators, operating a GA business is a way of funding their passion. Some aviators continue to operate the same way they have for decades, in aircraft that are decades old, and at airports with few GA operators remaining.”

Among the “challenges” confronting the sector are the cost of pilot and maintenance training, airport leases and charges and regulatory changes including multiple reviews of aviation safety rules by the Civil Aviation Safety Authority.

As well, the fleet is ageing, with the most popular group of small single engine aeroplanes used by the sector at an average age of 36.4 years.

“While they are very robust aircraft, many are beginning to develop age-related faults such as corrosion and metal fatigue, which are very expensive to repair,” the report says.

“Most still require leaded fuel (aviation gasoline or avgas), which is becoming increasingly harder to source and more expensive, with production likely to cease over the next decade.”

According to the report, people from the GA sector “ have clearly expressed concerns that aviation safety regulatory changes are having an unnecessary adverse impact on the GA sector”. Among these concerns were that a “one size fits all” approach meant changes were introduced for all aircraft that were not appropriate for the smaller planes used in general aviation.

The report finds that while the fees charged by CASA “were relatively small, the true cost was higher as additional wages and administration costs are required to achieve regulatory compliance in areas such as flight crew licencing, flying training and maintenance”.

According to the report, “key opportunities” include for CASA to review the hourly rates it charges, fleet renewal, measures to boost the training and retention of pilots and maintenance staff, and for CASA to look at harmonisation of rules.

& from a IOS/PAIN email chain:

Quote:Folks,
I have had several long discussions with Barnaby re. CASA and aviation generally, and he has a pretty good grasp of where the problems are, but particularly CASA being a “lawless” operation that pays no regard to anything but what it sees as its own interests --- “its own” being the “iron ring’s” best interests. I think he probably understands that Carmody doesn’t really control CASA, and Carmody seems to have become very reliant on Johnathan Alec, not a “good thing”.
 
Interestingly, my last discussion with Barnaby included me putting the view, in my usual subtle and understated way, that he should be Minister for Transport etc., he was less than enthusiastic because of the minefield of aviation. I told him the same as I told John Anderson, he may as well exercise real control and really achieve reform, because if there is a major accident, he will be wearing it in the eyes of the public, regardless of the circumstances. The reason for the accident will be reform/lack of reform.
 
At least Mrdak has already gone.
 
We need to inject into Barnaby the same kind of backbone that both John Sharp and Mark Vaile possessed.
 
One of the biggest problems in the aviation community is that there is no idea, let alone consensus, on the way ahead, the “big picture”.
 
Most discussions are about weed control, not getting rid of the weeds.
 
After what CASA did to Tiger, airlines are more timid (and not just in public) than ever, their “consultations with CASA” are all about pre-emptive damage control.
 
Qantas didn’t build the biggest hangar on Los Angeles International Airport just to park their aircraft out of the SoCal sunshine. If you think it is only wage rates, you are kidding yourself.
 
In 1996, the incoming Howard Government had a policy that was implemented, despite vehement resistance from CASA, Airservices and their unions. We achieved major reforms that most of you seem to have forgotten.
 
That policy is about as valid today, as it was then.  As was the way Sharp and Vaile achieved those reforms.
 
Cheers,
Bill H.


& KC in reply:  

Bill,
 
Where there was reformists within CASA pre 2002, none exist today.
The iron ring protects their jobs not understanding the functions and responsibilities they hold sacrosanct, have been devolved to industry in the FAA system, TCA system and starting to happen in the EASA system.
 
Instead of adopting FAR Parts 61/91, CASA legal want to create quasi regulators putting volunteers under liability they don’t deserve.
 
This is not the economic reform that was originally being pushed. Part 91 provides the freedoms to flight for all sectors.

Part 61 provides the independent flight instructors so desperately need in aviation.
 
Adoption of the FAR system would empower industry and reduce jobs in CASA.
Parts 43 enables greater flexibility without CASA involvement.
Re harmonisation of Part 21 with amended FAR Part 21 - saved US manufacturing $136M for $2M cost to implement. FAA devolved functions to industry.
 
Until we get a smart Minister, hopefully Barnaby, that directs adoption of the FAR system then the anti-modernisation, non-reformists will continue to exist.
 
Merry Xmas to all, will raise me glass to Barnaby if he can break the ring.
Best chance we have had for over a decade
 
Regards
 
Ken
    
BITRE GAS report:

Quote:General Aviation Study
Listen
A A A
[Image: cr_001.jpg]

Publication Type: [url=https://bitre.gov.au/publications/publications.aspx?query=e:"commissioned%20report"&link-search=true]Commissioned Report[/url]

Publication Subject(s): [url=https://bitre.gov.au/publications/publications.aspx?query=s:"aviation"&link-search=true]aviation[/url]

ISBN: 978-1-925531-77-0
Release Date: December 2017

General aviation is a diverse sector that is undergoing change. While overall GA activity appears to be declining slowly, it is not accurate to say that all parts of GA are declining.
Those parts of GA that are discretionary in nature, such as pleasure flying, appear to decline in more conservative economic times, while those parts of GA that are a key part of an expanding industry, such as aerial mustering, have been growing strongly. Detailed economic analysis of these relationships is not currently possible due to the current lack of financial statistics for GA, however this report outlines some of the key challenges facing GA and identifies some key opportunities for the industry and Government to respond to these challenges.



TICK..TOCK Barnaby, TICK TOCK indeed... Confused


MTF...P2 Tongue
Reply
I’m getting that slow burning sensation. General Aviation going downhill only since 2010? Try 1988 which was about the last time when the stupidity of CASA was partly overbalanced by commonsense and a blind eye looking into the bureaucratic telescope. When flying could be a half reasonable pursuit.
The news article says downhill since 2010; who makes up such a stinking untruth? Is this another fellow Cantberran trying to care for fellow Cantberrans? To save them from the excruciating truth that they have squandered taxpayer funds, three quarters destroyed a perfectly good industry and smashed numerous businesses and the legitimate livelihoods of thousands of fellow Australians?
Barnaby I hope you take note.
Reply
MT/BJ Govt Aviation report card - Part II. 

Again from Annabel, via the Oz... Wink :
 
Quote:Aviation faces training crisis

[Image: a6730d3ea25f26b335b6453c7e8bb2fc]12:00amANNABEL HEPWORTH

A report has pointed to the cost of pilot and maintenance training as among several ‘challenges’ facing general aviation.


A flagship report has pointed to the cost of pilot and maintenance training as among several “challenges” facing Australia’s once-vibrant general aviation industry.

Amid a cabinet reshuffle that has seen Barnaby Joyce take on aviation, the report by the Bureau of Infrastructure, Transport and Regional Economics says “opportunities” for the industry and government to respond include targeted measures to boost training and retention of pilots and maintenance staff in general aviation.

The study confirmed the decline in general aviation, saying the sector — which is important to regional communities — had been shrinking since 2010.

General aviation provides connections to areas not serviced by airlines and covers work outside commercial transport operations including mustering, flying training, private flying and firefighting.

Royal Flying Doctor Service of Australia chief executive Martin Laverty, chairman of the federal government’s General Aviation Advisory Group, said the group was working on a policy framework “GA Flight Plan” that tried to boost industry capability through better workforce development.

Mr Laverty said this area offered prospects for growth in the GA sector.

In previous shortages of pilots, Australia’s major airlines recruited from either Defence or regional carriers, while regionals in turn recruited from GA.

“But the workforce well that general aviation has historically provided is drier than in the past,” Mr Laverty said. “It’s not likely to be refilled without help.”

Even the Royal Flying Doctor Service was experiencing shor­tages of pilots and engineers. “If the flying public want continued on-time, cheap but safe flights, a plentiful supply of aviation workers is key. Aviation workers are drawn from the full aviation ecosystem, which means ensuring the sustainability of the workforce in general aviation.”

The BITRE report, which was announced last year by then transport minister Darren Chester, came amid warnings that the sector had been struck by skyrocketing costs and red tape.

“Several GA sectors, including private flying and flight training activities, have experienced significant decreases since 2010, but this has been partially offset by increases in other areas, such as aerial mustering and search- and-rescue activity,” the report found.

MTF...P2 Cool
Reply
Ops at uncontrolled aerodromes - A point of comparison. Shy

(12-15-2017, 08:19 AM)Peetwo Wrote: VHF Multicom saga continues - Rolleyes

Dick Smith via the Oz:

Quote:Smith takes swipe at CASA

[Image: 6eb9158b3fe74c7a2686f2b7c60e099b]12:00amANNABEL HEPWORTH

Dick Smith has hit out at proposals to expand the size of common traffic advisory frequency broadcast areas.


And yesterday an excellent OP piece from Hitch... Wink

Via Oz Flying:

Quote:[Image: Helimed_One.jpg]Victorian air ambulance Helimed One, a Bell 412. (Steve Hitchen)


Alerted See and Avoid: a True Story
14 December 2017

–Steve Hitchen

Opinion
The day had not gone as planned. A club lunch jaunt from Lilydale to Apollo Bay had seen me put the Piper Archer on the ground at Tyabb when the weather turned decidedly dark and threatening. It stayed that way until it was no longer practical time-wise to consider continuing the flight. A few hours later, I taxied in improving weather for the flight back to Lilydale.

For those who don't know that route, it's a 35-minute straightline that slices across the busy Latrobe Valley - Moorabbin route and tracks in close to Mount Dandenong. The only consideration is the 2500-foot CTA step to the west of the mountain ... unless you want to hug the ridge. That was not looking like a comfortable option in weather that was improving, but still offered grey masses of cloud loitering with intent around the mountain peaks. No thanks; I'll be well and truly under the clouds and the CTA step.

The route flirts with the Moorabbin GMH approach point, so I was generally vigilant as I approached, with the comm tuned to Melbourne 135.7. There are times I have thought that MB TWR would be a better frequency there so I could hear the inbounds to GMH. I am pleased I stayed on 135.7.

"Aircraft tracking north at 3000 10 miles south-east of Moorabbin, Melbourne Centre, are you on frequency?"

I reckoned that was me, and so responded with a chirpy "Good afternoon radar, I think you are refering to me, ABC."

"ABC, squawk ident." I did so, and was rewarded with "ABC standby."

"Aircraft 10 miles east of Moorabbin at 2500 tracking west, Melbourne Centre, are you on frequency?" Interesting, I thought. The pilot's reply was similar, with call sign, let's say XYZ. He was also asked to squawk ident then put on standby.

"Helimed One, Melbourne Centre, we have you tracking south at 3500, confirm." Helimed One confirmed.

"Helimed One, ABC and XYZ, in about three minutes you are all going to converge on a point around eight miles east of Moorabbin at exactly the same moment. Can I get you all to check you're on QNH 1015?"

This was going to be interesting. If Centre was right, I was going to be sandwiched between a Cessna underneath me and an air ambulance going over the top. "If you all keep doing what you're doing and don't change levels you'll be right. Report when you have the traffic sighted."

I had been thinking about going down to 2500 to get under the step, but given the circumstances, decided it could wait for a minute or two.

"Helimed One, traffic sighted."

"ABC, traffic sighted."

"XYZ, traffic not sighted."

The radar prediction was deadly accurate. A few minutes later I was treated to the rare spectacle of Helimed One roaring overhead going south whilst simultaneously the Cessna slid underneath on its way to Moorabbin. We reported back in.

"Centre VH-ABC is clear of traffic. Thanks for that and g'day." Helimed One reported the same, but XYZ had to confess they hadn't seen either of us at any point. Centre told them they were clear.

Melbourne Centre didn't have to help out like that; all three of us were in G Class airspace and were VFR. The controller saw something developing and did something about it. Not so many years earlier, an IFR Chieftain crashed on approach to Benalla because it was flying off-track on the GPS line. ATC had known that, but it wasn't in their remit to tell the pilot. Now, they were actively doing something even though they had no operational obligation. Commonsense had won the day.

But it looks like those days are now over if CASA goes ahead with the NPRM that would have all VFR aircraft below 5000 feet in G airspace operating on 126.7 en route. With the advent of ADS-B, ATC has even more surveillance over aircraft in G, even if they are operating VFR. However, it becomes useless under the NPRM because ATC can neither monitor nor broadcast on 126.7. Now they could see ABC, see XYZ and see Helimed One ... and do nothing but watch and hope.

Somehow, an issue that was about which radio frequency to use for uncharted airports has become an issue about frequency congestion and keeping RNAVs inside the frequency zone of airports. It really is a Frankensolution for an issue that, with analytical hindsight, may not have existed in the first place.

The question to be answered was: if the airport is unmarked, do we use the area VHF or Multicom 126.7? En route airspace and the size of the CTAF areas were not part of the problem, but it seems they have become embroiled. The argument against the area VHF was one of congestion and over-transmitting, which may be have been the genesis of the scattergun application of Multicom proposed in the NPRM. CASA, in its wisdom(?) wrote the discussion paper to effectively say "OK, if you want 126.7 then you're getting it everywhere." There was no option simply to change the system back to the way it had been working (126.7) for two decades.

If we go to Multicom everywhere and cut ATC out of our lives, are we not negating the lessons we learned from the Benalla tragedy and ignoring the advantages of technology?
I am often reminded of William of Ockham, who wrote a piece of philosophy known today as Ockham's Razor. He said "All things being equal, the simplest answer tends to be the correct one." I think CASA has forgotten this, and gone instead with the most complex answer. All they needed to do was to change their CAAP advice back to 126.7 for uncharted airports and leave the en route with the area VHF and I doubt there would have been much hue and cry, or demonstrable loss of safety.

One thing I do remember from the day recounted above was that my hand had just reached for the Archer's throttle to start the descent down to 2500. Had Centre not chimed in, I have no doubt that Piper would have met Cessna and today the editor of Australian Flying would be someone else. Mind you, Helimed One would have been on scene quickly.

Read more at http://www.australianflying.com.au/lates...uLbiir6.99

Meanwhile in a hemisphere...far..far away -  Rolleyes

Via FAA AC 90-66B... Wink :

[Image: FAA-AC-1.jpg][Image: FAA-AC-2.jpg][Image: FAA-AC-3.jpg][Image: FAA-AC-4.jpg][Image: FAA-AC-5.jpg]


"..Where there is no tower, CTAF, or UNICOM station depicted for an airport on an aeronautical chart, use MULTICOM frequency 122.9 for self-announce procedures. Such airports should be identified in appropriate aeronautical information publications.." - Sounds like a simple and understandable solution for the current CASA created VHF Multicom clusterduck - Rolleyes

MTF...P2 Tongue
Reply
MT/BJ Govt Aviation report card - Part III.


Via the Weekend Oz today  Wink :


New CASA regulations blow training costs sky-high
[Image: 2daa3e32acc52642e4e8e533e1a910cd?width=650]
Glen Buckley of Melbourne Flight Training school says he paid $700,000 to comply with new CASA regulations. Picture: Aaron Francis
  • The Australian
  • 12:00AM December 23, 2017
  • ANDREW BURRELL
    [Image: andrew_burrell.png]
    WA Chief Reporter
    Perth
    @AndrewBurrell7

One of Australia’s most experienced flight trainers, Glen Buckley, says he has just spent a “staggering” $700,000 to comply with new regulations imposed on the industry by the Civil Aviation Safety Authority.

And it almost broke him.

“The cost (of complying) was much, much higher than I’d expected,” he said. “I would have ­exited the industry if I had known it was going to be that much.”

The Weekend Australian has spoken to many smaller industry players who are highly critical of the new regulations and the hugely increased cost of compliance, but few are prepared to criticise CASA for fear of being targeted.

Mr Buckley, the chief executive of Melbourne Flight Training, one of the larger firms, said he had spent $700,000 moving to CASA’s new scheme that governs training.

His salary bill has risen from $1 million a year to $1.3m because of the requirement for more staff and the increased regulatory burden.

He was concerned the extra ­expenditure was not the most cost-effective way to increase­ ­safety.

Under the new system, all of Australia’s 350 flight training organisations had to decide by September 1 whether they wished to operate under a lower classification, known as Part 141, or a higher classification, Part 142.

A Part 142 school will be able to train pilots for a shorter syllabus of 150 hours of training, compared with 200 hours under Part 141.

Mr Buckley said he had had no option but to become a Part 142 school so he could continue to offer the 150-hour course. “The 150-hour course makes up 90 per cent of my revenue, and no business could afford to lose 90 per cent of its revenue and expect to survive,” he said.

Although Mr Buckley complied, fewer than 10 per cent of training businesses had moved to the new system, forcing CASA to delay the deadline for a year Mr Buckley predicted many businesses, especially smaller ones, would be forced to close in coming months because of the cost of compliance.

“Schools delivering the 150-hour syllabus will lose that approval in September next year and customers will gravitate to the larger 142 schools to access the 150-hour course, which is about $15,000 cheaper than the 200-hour course,” he said.

“This will impact many schools, especially those in rural areas that can’t afford the transition to a Part 142 organisation.”

A CASA spokesman said the regulations were introduced in September 2014 and the agency had consulted widely. “The transition for a flying school to Parts 141 and 142 has been made much easier and cost-efficient,” he said.

CASA had also removed impediments to flying training organisations that wished to set up in remote areas, he said. Some flying schools had transitioned to Part 141 recently and CASA was receiving “very positive” feedback.




China swoops on flight schools to solve pilot shortage

[Image: ad8d1b20afd41396b8a8f6872d086a99?width=650]
Aminta Hennessy of Clamback & Hennessy at Bankstown. Picture: John Feder
  • The Australian
  • 12:00AM December 23, 2017
  • ANDREW BURRELL
    [/url]

Chinese companies are swooping on Australian flight training schools increasingly stricken by skyrocketing costs and crippling red tape, amid predictions that the nation will be forced to import scores of commercial pilots from Asia and Africa in coming years.

The Weekend Australian has spoken to several of the country’s 350 aviation training businesses that say they are unprofitable and are considering selling to the ­Chinese. Scores of local firms have folded in recent years and several of the larger schools are now foreign-owned.

China will need an estimated 110,000 new pilots by 2035 but is relying on other countries for most of its training because of its heavy smog, military-controlled airspace and lack of qualified teachers who speak English.

A federal government report this week confirmed the local industry’s drastic decline, showing the number of general aviation flying hours in Australia fell by 40 per cent — from 500,000 hours a year to 300,000 hours a year — between 2010 and 2015.

The increasing foreign ownership in the flight training industry — particularly the concentration of Chinese acquisitions — is raising concern among senior security experts.

Peter Jennings, the executive director of the Australian Strategic Policy Institute, said the “aggregation effect’’ could be of the same concern in flight training as it had been to Scott Morrison in other sectors.

“It may be acceptable to own one or two flight training schools,’’ Mr Jennings said, but if the ­Chinese acquired flight training schools to the point where there was a dependence on it, “the aggregation ­effect of that could be negative from a government perspective’’. Flying training is seen as vital to allow Australia to keep up with the increasing demand for pilots, with predictions of a major shortage in coming years.

[url=http://cdn.newsapi.com.au/image/v1/1bf0f9ac13252e647fbcf44d8b0c60ac][Image: 1bf0f9ac13252e647fbcf44d8b0c60ac?width=650]
 
The landmark study by the ­Bureau of Infrastructure, Transport and Regional Economics also raised industry fears about the cost of pilot and maintenance training, soaring airport charges and recent regulatory changes that were “not supported by adequate justification”.

Aircraft Owners and Pilots Association chief executive Ben Morgan said he believed more than 50 per cent of all flight training in Australia was now being carried out by foreign companies, and most of them were Chinese.

He said it was “realistic” to predict the industry could be entirely foreign-owned in the next 10 years. “The Chinese are cleaning up,” he said. “Australia is selling out its flight training industry to foreign interests.”

Chinese airlines have been investing heavily in Australian flight training in recent years. In 2015, a China Eastern Airlines subsidiary bought a 50 per cent stake in CAE’s Melbourne training school. Its rival, China Southern Airlines, owns 50 per cent of a West Australian academy.

One of the biggest regional schools, Australian International Aviation College in Port Macquarie, is now owned by Hainan Airlines after the local operator ran into financial trouble in 2014.

The Chinese sale was facilitated by the federal government’s Austrade agency.

The business is now planning an $18 million training facility at Kempsey airport to train Chinese students.

Dick Smith, a former chairman of the Civil Aviation Safety Authority, blamed the destruction of the industry on the former Howard government’s directive to CASA to ignore costs in relation to air safety, which he said had led to the adoption of the world’s most expensive regulations.

“Australian companies are going broke because of paperwork and red tape,” he said. “Now we have a shortage of ­pilots. Does it matter that in five years … we will have pilots from developing countries — from India, Indonesia and China — flying our airlines?”

Mr Smith said he was also concerned that Australian flight training companies were unable to get approval from China to train ­Chinese students, in the same way Chinese-run schools do in ­Australia.

Mr Morgan, of AOPA, welcomed the appointment this week of Barnaby Joyce as Transport Minister and called on him to urgently address how the local flight training industry could deliver crews for Australian airlines rather than relying on Asian and African pilots.

He said CASA should allow independent flight instructors to be used by smaller businesses, noting that 70 per cent of training in the US was conducted by independent instructors.

“If you are not an organisation with a bucket of cash, there’s no way you can get involved in flight training,” he said.

“We used to be a leader in flight training but we have created an expensive and cumbersome system.”

A CASA spokesman said the concept of independent flight instructors was raised during consultations but was not widely supported at the time.

“If the aviation community believes the concept of independent instructors needs to be looked at again, CASA is willing to listen to constructive suggestions,” he said.

Industry veteran John Douglas, the former head of the Royal Aero Club of WA, said conditions were the worst he had seen in 50 years.

He said the number of training hours a year at the club had fallen from 36,000 hours a year to 16,000 over the past two decades.

Mr Douglas slammed new CASA requirements for schools to spend money to gain new certification for training. “The cost of compliance is killing the industry,” he said.

Bill Whitworth, the owner of Whitworth Aviation at Bankstown Airport, recently agreed to sell his troubled business to a Chinese company. “They want to get a foothold here at Bankstown Airport,” he said. “They want to bring students down and train them, starting with 30 students.”

Mr Whitworth, who has been teaching flying since 1965, said his decision to sell was driven by soaring costs and changes to the system of government loans for students.

Another long-term operator at Bankstown, Aminta Hennessy, said businesses were also being hurt by rising airport fees and charges.

She said she had been recently approached by foreign companies to sell.

The chief executive of Melbourne Flight Training, Glen Buckley, said he had received five offers from Chinese companies to buy up to 20 per cent of his business, but he had so far resisted the temptation to sell.

Additional reporting: Sid Maher



Merry Xmas All!  Big Grin  

..Oh and TICK...TOCK Barnaby... Rolleyes

[Image: Untitled_Clipping_100117_112009_PM.jpg]


MTF...P2 Tongue
Reply
MT/BJ Govt Aviation report card - Part IV

(12-23-2017, 09:00 AM)Peetwo Wrote: Via the Weekend Oz today  Wink :


New CASA regulations blow training costs sky-high
[Image: 2daa3e32acc52642e4e8e533e1a910cd?width=650]
Glen Buckley of Melbourne Flight Training school says he paid $700,000 to comply with new CASA regulations. Picture: Aaron Francis
  • The Australian
  • 12:00AM December 23, 2017
  • ANDREW BURRELL
    [Image: andrew_burrell.png]
    WA Chief Reporter
    Perth
    @AndrewBurrell7

One of Australia’s most experienced flight trainers, Glen Buckley, says he has just spent a “staggering” $700,000 to comply with new regulations imposed on the industry by the Civil Aviation Safety Authority.

And it almost broke him.

“The cost (of complying) was much, much higher than I’d expected,” he said. “I would have ­exited the industry if I had known it was going to be that much.”

The Weekend Australian has spoken to many smaller industry players who are highly critical of the new regulations and the hugely increased cost of compliance, but few are prepared to criticise CASA for fear of being targeted.

Mr Buckley, the chief executive of Melbourne Flight Training, one of the larger firms, said he had spent $700,000 moving to CASA’s new scheme that governs training.

His salary bill has risen from $1 million a year to $1.3m because of the requirement for more staff and the increased regulatory burden.

He was concerned the extra ­expenditure was not the most cost-effective way to increase­ ­safety.

Under the new system, all of Australia’s 350 flight training organisations had to decide by September 1 whether they wished to operate under a lower classification, known as Part 141, or a higher classification, Part 142.

A Part 142 school will be able to train pilots for a shorter syllabus of 150 hours of training, compared with 200 hours under Part 141.

Mr Buckley said he had had no option but to become a Part 142 school so he could continue to offer the 150-hour course. “The 150-hour course makes up 90 per cent of my revenue, and no business could afford to lose 90 per cent of its revenue and expect to survive,” he said.

Although Mr Buckley complied, fewer than 10 per cent of training businesses had moved to the new system, forcing CASA to delay the deadline for a year Mr Buckley predicted many businesses, especially smaller ones, would be forced to close in coming months because of the cost of compliance.

“Schools delivering the 150-hour syllabus will lose that approval in September next year and customers will gravitate to the larger 142 schools to access the 150-hour course, which is about $15,000 cheaper than the 200-hour course,” he said.

“This will impact many schools, especially those in rural areas that can’t afford the transition to a Part 142 organisation.”

A CASA spokesman said the regulations were introduced in September 2014 and the agency had consulted widely. “The transition for a flying school to Parts 141 and 142 has been made much easier and cost-efficient,” he said.

CASA had also removed impediments to flying training organisations that wished to set up in remote areas, he said. Some flying schools had transitioned to Part 141 recently and CASA was receiving “very positive” feedback.



& Sandy in response:

Alexander


“CASA had also removed impediments to flying training organisations that wished to set up in remote areas, he said. Some flying schools had transitioned to Part 141 recently and CASA was receiving “very positive” feedback.” I know one senior instructor had to put $8000 up front for a flying school application still no approval 18 months on where in the USA that instructor would have been underway with no fee or the Australia famous ‘Air Operators Certificate’. 

Regarding the quote, I’ve read some utter rubbish from CASA in my 50 years in General Aviation. This one gets the prize raspberry for 2017.

There used to be flying schools everywhere, now regulated practically out of existence especially out in the bush where the need is greatest. Great to see some reporting of probably the worst case of bureaucratic overreach in Australia’s history. Alex in the Rises

+

One more thing, CASA claims there are 350 flying schools. Hmm, nice round number. For years I tried to get the numbers of flying schools from CASA in order to compare and understand the disastrous decline of the flying training industry. 

They always told me these figures were unavailable. The same goes for the question how many Aviation Security Identification Cards, now around $283 every two years irrespective of flying qualifications, age or CASA history, have been issued to pilots with a comparison over the last ten years. Not available, excuse is that’s Department of Infrastructure. CASA’s figures have been shown to be dodgy in the past like counting the activation of a boat electronic survival beacon as one from an aircraft when padding out figures to argue for a more expensive system to be foisted on General Aviation aircraft.

Sad but true, you just can’t believe what this mega $millions bureaucracy puts out through its PR outlet. Thanks be to the Australian for at last prising open the lid. Standby for more CASA story telling. Alex in the Rises



China swoops on flight schools to solve pilot shortage

[Image: ad8d1b20afd41396b8a8f6872d086a99?width=650]
Aminta Hennessy of Clamback & Hennessy at Bankstown. Picture: John Feder
  • The Australian
  • 12:00AM December 23, 2017
  • ANDREW BURRELL
    [/url]

Chinese companies are swooping on Australian flight training schools increasingly stricken by skyrocketing costs and crippling red tape, amid predictions that the nation will be forced to import scores of commercial pilots from Asia and Africa in coming years.

The Weekend Australian has spoken to several of the country’s 350 aviation training businesses that say they are unprofitable and are considering selling to the ­Chinese. Scores of local firms have folded in recent years and several of the larger schools are now foreign-owned.

China will need an estimated 110,000 new pilots by 2035 but is relying on other countries for most of its training because of its heavy smog, military-controlled airspace and lack of qualified teachers who speak English.

A federal government report this week confirmed the local industry’s drastic decline, showing the number of general aviation flying hours in Australia fell by 40 per cent — from 500,000 hours a year to 300,000 hours a year — between 2010 and 2015.

The increasing foreign ownership in the flight training industry — particularly the concentration of Chinese acquisitions — is raising concern among senior security experts.

Peter Jennings, the executive director of the Australian Strategic Policy Institute, said the “aggregation effect’’ could be of the same concern in flight training as it had been to Scott Morrison in other sectors.

“It may be acceptable to own one or two flight training schools,’’ Mr Jennings said, but if the ­Chinese acquired flight training schools to the point where there was a dependence on it, “the aggregation ­effect of that could be negative from a government perspective’’. Flying training is seen as vital to allow Australia to keep up with the increasing demand for pilots, with predictions of a major shortage in coming years.

[url=http://cdn.newsapi.com.au/image/v1/1bf0f9ac13252e647fbcf44d8b0c60ac][Image: 1bf0f9ac13252e647fbcf44d8b0c60ac?width=650]
 
The landmark study by the ­Bureau of Infrastructure, Transport and Regional Economics also raised industry fears about the cost of pilot and maintenance training, soaring airport charges and recent regulatory changes that were “not supported by adequate justification”.

Aircraft Owners and Pilots Association chief executive Ben Morgan said he believed more than 50 per cent of all flight training in Australia was now being carried out by foreign companies, and most of them were Chinese.

He said it was “realistic” to predict the industry could be entirely foreign-owned in the next 10 years. “The Chinese are cleaning up,” he said. “Australia is selling out its flight training industry to foreign interests.”

Chinese airlines have been investing heavily in Australian flight training in recent years. In 2015, a China Eastern Airlines subsidiary bought a 50 per cent stake in CAE’s Melbourne training school. Its rival, China Southern Airlines, owns 50 per cent of a West Australian academy.

One of the biggest regional schools, Australian International Aviation College in Port Macquarie, is now owned by Hainan Airlines after the local operator ran into financial trouble in 2014.

The Chinese sale was facilitated by the federal government’s Austrade agency.

The business is now planning an $18 million training facility at Kempsey airport to train Chinese students.

Dick Smith, a former chairman of the Civil Aviation Safety Authority, blamed the destruction of the industry on the former Howard government’s directive to CASA to ignore costs in relation to air safety, which he said had led to the adoption of the world’s most expensive regulations.

“Australian companies are going broke because of paperwork and red tape,” he said. “Now we have a shortage of ­pilots. Does it matter that in five years … we will have pilots from developing countries — from India, Indonesia and China — flying our airlines?”

Mr Smith said he was also concerned that Australian flight training companies were unable to get approval from China to train ­Chinese students, in the same way Chinese-run schools do in ­Australia.

Mr Morgan, of AOPA, welcomed the appointment this week of Barnaby Joyce as Transport Minister and called on him to urgently address how the local flight training industry could deliver crews for Australian airlines rather than relying on Asian and African pilots.

He said CASA should allow independent flight instructors to be used by smaller businesses, noting that 70 per cent of training in the US was conducted by independent instructors.

“If you are not an organisation with a bucket of cash, there’s no way you can get involved in flight training,” he said.

“We used to be a leader in flight training but we have created an expensive and cumbersome system.”

A CASA spokesman said the concept of independent flight instructors was raised during consultations but was not widely supported at the time.

“If the aviation community believes the concept of independent instructors needs to be looked at again, CASA is willing to listen to constructive suggestions,” he said.

Industry veteran John Douglas, the former head of the Royal Aero Club of WA, said conditions were the worst he had seen in 50 years.

He said the number of training hours a year at the club had fallen from 36,000 hours a year to 16,000 over the past two decades.

Mr Douglas slammed new CASA requirements for schools to spend money to gain new certification for training. “The cost of compliance is killing the industry,” he said.

Bill Whitworth, the owner of Whitworth Aviation at Bankstown Airport, recently agreed to sell his troubled business to a Chinese company. “They want to get a foothold here at Bankstown Airport,” he said. “They want to bring students down and train them, starting with 30 students.”

Mr Whitworth, who has been teaching flying since 1965, said his decision to sell was driven by soaring costs and changes to the system of government loans for students.

Another long-term operator at Bankstown, Aminta Hennessy, said businesses were also being hurt by rising airport fees and charges.

She said she had been recently approached by foreign companies to sell.

The chief executive of Melbourne Flight Training, Glen Buckley, said he had received five offers from Chinese companies to buy up to 20 per cent of his business, but he had so far resisted the temptation to sell.

Additional reporting: Sid Maher



Merry Xmas All!  Big Grin  

..Oh and TICK...TOCK Barnaby... Rolleyes

[Image: Untitled_Clipping_100117_112009_PM.jpg]


MTF...P2 Tongue
Reply
MT/BJ Govt Aviation report card - Part V

Via the Airports thread:

Quote:The slow death of the local airport - [Image: confused.gif]


Between cashed up developers, Chinese investors and encroaching building/wind farm developments - what used to be regarded as essential infrastructure - the local town airport will continue to go the way of the Dodo bird... [Image: confused.gif]

Via the Oz today:

Quote: Wrote:Aviation outrage over Chinese ownership of Merredin airport
[Image: bfe3d60cb3881aac1a05e0f941e4c10a?width=650]
The sign outside Merredin aerodrome. Picture: Colin Murty

The Australian
12:00AM December 27, 2017
ANDREW BURRELL
[Image: andrew_burrell.png]
WA Chief Reporter
Perth

@AndrewBurrell7



Merredin airport in Western Australia is effectively under the control of a Chinese government enterprise, prompting outrage in aviation circles, as safety concerns shut down its pilot training school.

The airport’s runways, control tower, hangars and all of its assets are 50 per cent owned, and may soon be fully owned, by China’s biggest airline, state-owned China Southern Airlines.

In 1993, the secretive company quietly paid $1 to the WA government to lease the airport for 100 years to use as a base to train thousands of Chinese pilots for employment in the world’s fastest- growing aviation market.

In recent years it has owned the flight school with Canadian company CAE.

So far, more than 2000 pilots have graduated from the ­facility, making it China Southern Airlines’ biggest training base in the world.

For an Australian town’s sole airstrip to be effectively controlled by the Chinese government is unusual.

Anyone who wishes to land at the aerodrome, 260km east of Perth, must seek approval from the flying school. Locals say permission has never been denied, but aviation veteran and businessman Dick Smith believes the airport should not be owned by a foreign company or government.

“It is outrageous that an Aussie pilot can’t go to a country airport without getting approval from the Chinese to land there,” he said.

“I’ve never heard of this happening anywhere.” In recent months, however, the Chinese flying school has suspended its operations in WA after the Civil Aviation Safety Authority raised safety concerns.

Aviation industry sources say the company has continued to pay millions of dollars in wages — without any students — since March this year.

One source said he believed a dispute between Guangzhou-based China Southern Airlines and CAE could lead to China Southern taking full ownership of the flying school within months.

A spokesman for China Southern West Australian Flying College declined to comment.

Merredin shire president Ken Hooper said nobody in town had been able to find out when the flying school would reopen.

“It’s quite important for our economy here but we just can’t get any information,” he said.

A CASA spokesman said the regulator would not publicly discuss details of its dealings with aviation organisations unless serious action was taken, such as suspending or cancelling a certificate.

“CASA and China Southern have been working to address identified safety and regulatory issues over a period of time,” the spokesman said. “CASA is hopeful that China Southern can meet all requirements as soon as possible.”

There is broader concern in the aviation industry about growing foreign ownership and control of pilot training schools in Australia.

With a looming shortage of commercial pilots predicted, there are fears Australia will have to import pilots while foreign-controlled pilot schools in this country send their graduates to China and elsewhere in Asia. At the same time, flight schools claim they are being crippled by skyrocketing costs and over-regulation.

& also via NBN news:
Quote:[Image: GLEN-FLIGHT.png]

AAFT ABANDONS GLEN INNES FLIGHT TRAINING SCHOOL
Amelia Bernasconi December 23, 2017 North West News Leave a comment

Australia Asia Flight Training has withdrawn its interest from the Glen Innes Flight Training School.

In a letter to Glen Innes Severn Council, the A-A-F-T stated after 12 years of attempting to realise an independent residential pilot training academy in regional Australia, it has decided to abandon the project as of Decemeber 31st.

Company Chairman Kingsley Mundey says the land, lease and approved DA will be handed back to Council.

Mayor Steve Toms says council was disappointed to receive the news and will explore other options for the site in the New Year.

NOTE: VISION ONLY

http://www.nbnnews.com.au/2017/12/23/aaf...ng-school/
 
MTF...P2 Tongue
Reply
MT/BJ Govt Aviation report card - Part VI

Reference Re Joyce post - Update: Aviation industry in crisis.

Following on from that shameful exposé, I note that the 'happy little chappy' from Tassie has backed up with this offering, courtesy of the Oz Wink :  

Quote:Aussie pilots land $750k in China

[Image: 5fa17ea8b0bb1d49632b55027f022aa0]12:00amMATTHEW DENHOLM

Chinese airlines are poaching experienced Australian pilots by doubling their pay-packets, threatening a pilot shortage.


Chinese airlines are poaching ­experienced Australian pilots by offering more than $750,000 a year, leading to concerns pilot shortages may spread from ­regional Australia to major routes.

Combined with a decline in Australian pilot training, the ­lucrative Chinese contracts have prompted some pilots to warn of potential shortages of major airline captains amid a developing global shortage.

Captain Murray Butt, president of the Australian and International Pilots Association, representing 2250 Qantas Group pilots, told The Australian Chinese airlines were offering salaries for domestic pilots beyond the capacity of Australia’s main carriers.

“They are talking about 737 training captains earning ­upwards of $US600,000 ($769,000) tax-free and that’s going to be difficult even for the major Australian airlines to cope with,” he said. “The evidence is out there. People have been talking about a worldwide shortage for a long time and we’ve been a little bit protected because of the number of Australians that have been overseas and have wanted to ... come back.”

It is understood significant numbers of Qantas pilots granted leave without pay to work with overseas carriers during a cost-cutting period are now returning, with pilots again in demand. While this is helping to offset any attrition for Qantas, the decline in pilot training — and the purchase of Australian pilot schools by Chinese airlines — has raised concerns about pilot numbers in the long term. “That’s the problem you have when you are not feeding (new pilots) in from the bottom and allowing people to go through a system to get to the top,” Mr Butt said.

Industry sources told The Australian experienced pilots could earn more operating 737s on Chinese domestic routes than at the controls of Qantas’s new Boeing 787 Dreamliner.

Globally advertised 737 captain positions for Chinese domestic routes offer salaries in excess of $400,000; roughly double the salary of a Jetstar or Tigerair 737 captain (about $200,000, according to industry sources).

Sources said Dreamliner captains were expected to earn about $330,000. In China, Xiamen Air is offering $400,000 for 737 captains, Suparna Airlines $415,000 and Fuzhou Airlines $375,000 for EMB190 captains.

It is estimated that China will need an extra 110,000 pilots by 2035, a demand it cannot meet at home. Mr Butt said he recently ­attended a conference where representatives from five Chinese airlines “all spoke about how they expected to double within the next five years and … were just there to recruit”.

The Australian yesterday revealed government plans to allow regional airlines to hire foreign ­pilots on two-year work visas, from next month, to overcome a shortage of pilots on regional routes, but Mr Butt’s union has questioned whether the right calibre of pilots will be found, given global wages competition.

Captain David Booth, president of the Australian Federation of Air Pilots, representing about 4500 commercial pilots, had not heard of Chinese companies ­offering as much as $769,000, but said Chinese pay packets of $400,000 were on offer on websites pitched to Australian pilots.

He said some Australian pilots were taking up such offers, but that most would likely be deterred by the loss of their airline seniority status on return to Australia.

“China is offering 100 per cent more than everyone else to fly a narrow-bodied aeroplane, but flying there also has its unique challenges,” he said.

Qantas Group spokesman ­Andrew McGinnes said the airline had no difficulty attracting ­pilots, with a recent recruitment drive attracting 1000 applications for 170 positions.

Virgin Australia chief pilot Mike Fitzgerald said while pilots were in “high demand” globally, the airline could compete.

“Virgin Australia has a number of pilot recruitment drivers including our cadetship program, the work we do with universities through their pilot training programs, as well as using jobseeker platforms to advertise for experienced pilots,” he said. “All Virgin Australia pilots ­receive international-standard training, a competitive salary and opportunities to fly a range of aircraft.”

Opposition transport spokesman Anthony Albanese said the Turnbull government had “dropped the ball when it comes to workforce training in aviation”.

“Australia must ensure we have enough pilots and engineers to ensure the ongoing success of our industry,” he said.

Albo said - “dropped the ball when it comes to workforce training in aviation”.

“Australia must ensure we have enough pilots and engineers to ensure the ongoing success of our industry,”

Sheer, utter hypocrisy from the former miniscule for non-aviation, who did as much to contribute to the current aviation cluster-duck, merely by hiring one John McCormick as CASA DAS and one Martin (Beaker) Dolan as Chief (Top cover) Commissioner to the ATSB.

Here is Albo singing McCormick's praises in a bollocks 2014 APH speech in response to the ASRR and TSBC reports Dodgy :



  

&.. from Sandy in response to same... Wink :

Quote:Opposition transport spokesman Anthony Albanese said the Turnbull government had “dropped the ball when it comes to workforce training in aviation”.

The former Minister who allowed CASA to have a one off increase in the fuel levy for extra safety studies. CASA promptly put on nearly another two hundred staff and in 2014 came out with the worst, most expensive and almost impossible flying training rules hence the death of General Aviation and pilot shortage. Admittedly just part of CASA’s great make work rules rewrite stared 1988 and still not finished, but nevertheless well done Mr Albanese for your part in the scandal that is the maladministration of aviation in Australia. Alex in the Rises

P2 comment - On the search 4 IP thread there is a perfect example of how Albo's 'hands off' and leaving it to JMAC & Beaker policy has negatively impacted on our aviation safety standards: PelAir MKII: SMS a lip service exercise - Part III



MTF...P2 Cool
Reply
Update: 04/01/2018

Almost missed this one.. Blush

Via the DT.. Wink

Quote:Foreign pilots decision puts our safety at risk

[Image: 80e6f0665b4a4906b920eeae649162f5?width=150]
Nick Dyrenfurth
January 4, 2018 12:00am





THE Turnbull government think they can play the Australian people like a piano.

In April, Prime Minister announced a so-called ‘ban’ on 457 foreign worker visas. It would ‘ensure Australian workers are given the absolute first priority for jobs.’ Yet an almost identical Temporary Work Visas became law at the same time.

Turnbull went on: ‘We are making it easier for Australians to find work and we have restored order to our borders so we can ensure foreign workers have an opportunity to arrive through the appropriate channels.’

Note the stress on ‘restoring order to our borders’ and ‘absolute first priority for jobs’. Because just this week comes news that foreign pilots will be allowed into Australia on two-year visas to address what Home Affairs Minister Peter Dutton’s suggests is a growing shortage of local pilots. ‘Airline pilot’ will be found on a revised list of skilled occupations allowed into Australia under the list of new TWVs to be announced next month.

The shortage has, according to industry lobbyists and the government, already led to flight cancellations, not that any concrete evidence has been provided.

[Image: 56d386013296f4c6253ab4ea05cb1813?width=650]We should make it easier for student pilots like Claire Gipps, Nick Evans, Bec Spencer and Noah Mirosch to get their licences rather than importing foreign pilots. (Pic: Mark Calleja)

Even if the problem exists this solution is a sugar-hit which masks a larger issue. Why in the first place are we not properly investing in the domestic training of domestic pilots to fill labour market gaps?

Unemployment is at 7 per cent, not to mention massive underemployment, particularly in regional areas.

And why are we allowing our best and most experienced pilots to be poached by overseas carriers, notably Chinese companies?

The same goes for ownership of our airports.

It is a national disgrace that we are not training enough or retaining skilled pilots for our airlines when they should be expanding into a booming Asian market. We need government, business and unions to come together to fix this mess. Our safety depends upon it.

There is a real question mark over the qualifications and expertise of the foreign pilots flown in under the new visa system. Just ask the pilots who fly our iconic Qantas airline who have already voiced serious concerns. Every time we step on a plane we are told that our safety is their number one priority. Just who are we importing to fly millions of Australians across the expanses of our wide brown land?

In particular, regional flyers have reason for concern. This at a time when aviation safety has repeatedly been called into question as the Turnbull government under-resources both AirServices and Civil Aviation Safety Authority.

[Image: 9ec54275ff2938b6820ad2568161472c?width=650]Australian and International Pilots Association president, Captain Murray Butt, has spoken of his concerns about the foreign pilot visas. (Pic: Justin Lloyd)

There are legitimate fears about what these foreign pilots will be paid too, at a time when wages growth is at its lowest ever recorded levels. Can the government provide a rock-solid guarantee that these pilots will not be used to undermine hard-earned wages and conditions of our local workers?

That doesn’t just go for pilots. It owes the same iron-clad guarantee to our hardworking airline hosties, baggage handlers and aircraft maintenance workers. Otherwise the idea of having foreign pilots is simply a smokescreen for the Liberals’ ideological obsession with creating a low-wage, insecure work, race-to-the-bottom economy.

Peter Dutton has made much of his role in the Abbott government’s success in stopping unauthorised boat arrivals to Australia through a tough policy combination of offshore detention and turnbacks. He is meant to be the nation’s tough cop-on-the-beat, protecting us against very real terrorist threats. Yet now appears Dutton’s plan for offshore retention.

Malcolm Turnbull’s main protector doesn’t want to protect the Australian public when they are flying, as so many of us are over the Christmas and New Year period.


Offshore retention entails people not trained to our highest safety standards and on lower wages being brought into the country and in charge of the precious human cargo navigating our skies.


Nick Dyrenfurth is Executive Director of the John Curtin Research Centre


MTF...P2  Cool
Reply


Forum Jump:


Users browsing this thread: 1 Guest(s)