Rob, Darin,
There is nothing wrong with having organisations
which specialise in promoting and educating about
their particular form of sport aviation.
The problem comes about when they are given the
powers of the State. This forever changes their
relationship with their "members".
Ten years ago CASA proposed a Recreational
Pilot's Licence to cover all of sport aviation.
One particular feature was the lack of any formal
medical. CASA even said that the time that they
knew this might cause some disquiet but they also
said that there was no evidence that the formal
medicals did anything or would do anything for
sport aviation safety. This was a welcome change
to actual evidence based rule making. It is also
quite unlike the "driver's licence medical" which
CASA currently has for the Recreational licence
which is in fact an Australian Heavy Vehicle
Licence medical with additional CASA requirements
which make it identical to a PPL Class 2 medical.
The idea was to have a Rec licence which could be
endorsed for different types of sport aviation
and some GA aircraft with minor restrictions.
Unfortunately the RAus and GFA went along to the
minister of the day, John Anderson and demanded
that this be taken off the table for gliding and
RAaus aviation. Anderson wasn't very bright, so
agreed. (He was also the bloke who told CASA to
concentrate on commercial aviation as a priority
which was fine as far as it goes but is used by
CASA as an excuse to continue to have regulations
covering other aviation activities but refuse to
do the administration thereof, forcing these onto amateur bodies.)
The fear amongst these organisations was that
people might actually do the activity without
"belonging" to the organisation, despite the
proposal being that if people were happy to
belong and NOT get a rec licence, the current
arrangements could and would continue.
The present minister, Warren Truss, is having an
enquiry into aviation regulation which hopefully
will sort out the shambles the current CASA CEO
has made while getting large parts of the
industry offside. If you want things to change I suggest you write to him.
I'd suggest that the rec licence as proposed 10
years ago would be a good idea as a model. We all
fly in the same airspace and some formal training
with proper testing should be done for the
protection of other airspace users and innocent third parties on the ground.
Various individuals would be nominated or
approved by CASA as testing officers for issue of ratings.
That leaves the airworthiness issue.
In Australia to fly legally, an aircraft needs a
Certificate of Registration (this is just a bit
of bureacracy but does have the virtue of
allowing you to refer to an aircraft by its
registration - early gliding in Oz is full of
references to the "yellow Olympia, red Grunau
etc" as gliders weren't registered at all), A
Certificate of Airworthiness- this has some
engineering basis and a current Maintenance
Release to say it has been inspected by qualified
personnel within the approved period.
There's not much problem with the C of R and MR.
The issue is what you need to do for the C of A.
Sport aviation has an incredible mish mash of
requirements which differ greatly.
Parachutists mostly jump out of GA certified
aircraft, flown by licenced PPL or CPL holders
and maintained by the CASA LAME system.
RAaus aircraft have several different
airworthiness standards and are owner maintained
except if used for training (Level 2 maintainer
required), flown in the same places as GA
aircraft outside controlled airspace by day but
with a pilot certificate and a driver's licence
medical i.e. if you can legally drive your car you can fly your RAaus aircraft.
SAAA fly homebuilts on the VH register on PPLs or
higher. A homebuilt Experimental does not need to
be designed or built to any formal airworthiness
standard but most are at least designed to some
appropriate standard although it is possible to
build aircraft of such types that there are no
existing official standards(electric is one).
GFA has gliders which are on the VH register and
are generally designed and certified to CS22. As
the first sport aviation activity outside the
normal powered aircraft system, gliding
historically got caught up in it. If gliding was
invented nowadays gliders would likely not be on
the VH register, similar to RAaus aircraft as I
doubt any bureacracy would be much interested
apart from ensuring that the pilots weren't going
to be a hazard to innocent third parties or other
airspace users. Gliders are launched by such
amazing contraptions as custom designed home made
winches which may use fencing wire, the odd
clapped out auto tow vehicle(been there done that
with hundreds of launches at both ends),
towplanes whose reliability depends ultimately on
a non officially certified piece of commercial
rope and a variety of Heath Robinson type self
launch arrangements. Then there are the
"travelling motor gliders" which have little to
do with gliding but are a way of avoiding
legislative requirements which apply to normal GA aircraft.
You tell me what consistency there is in any of this.
CASA considers sport aviation a potentially
hazardous activity undertaken by consenting,
informed, adults. With this in mind it actually
wouldn't be that hard to sort out a consistent
set of quite relaxed, reasonable airworthiness requirements.
Again CASA would nominate INDIVIDUALS to issue
Certificates of Airworthiness for various types of aircraft.
Then we can all go back to actually doing our
favourite type of sport aviation instead of
wasting our time jumping irrational,
unjustifiable bureaucratic hurdles and burning up
various people in dealing with a morass of paperwork, meetings etc etc etc..
Mike
At 09:29 AM 14/11/2013, you wrote:
Hi Darin,
Without Organisation Bashing, CASA or its
underlings, I couldnât agree more!!!
That would also eliminate a lot of the
territorial wars that exist at the margins of each of the underlings as well.
Why canât we establish a formalised ground
swell to lobby all the powers that be to make it
happen in the best interests of all aviation.
Rob Wintulich.
From: <mailto:[email protected]>Darin McLean
Sent: Wednesday, November 13, 2013 11:20 PM
To:
<mailto:[email protected]>Discussion
of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] Airline involvement John Parncutt
Good points Justin,
I'm 100% with you. I've done lots of different
forms of GA flying and the biggest problem that
I see is there are too many small aviation
organisations in Australia. From Warbirds,
RAAus, SAAA, GFA , Hang Gliding Federation, Gyro
group, Parachuting, etc... All have different
ways of doing things and teaching. There are way
too many for a country our size and it segments things in a negative way.
We need one organisation that looks after all
private and recreational flying. 1 office,
imagine the reduction in overheads. The flow on
effects would be more positive than anything else from the past.
As I always say, we need "critical mass" in our
aviation sector for the benefit of all private,
experimental, limited and recreational aviation
so we can all be on the same page instead of the
"he says, she says" that currently occurs.
[]
Just my 2 cents,
Darin
On Wed, Nov 13, 2013 at 10:34 AM, Justin
Sinclair <<mailto:[email protected]>[email protected]> wrote:
It already has a pretty big traction in the
airline industry, and it's getting bigger.
In the Airline I work for
The GMGFO ( Boss of 148 aircraft from 777 to
F50 including cadet program) looks at the GFA
ads monthly, he wants to buy something but is time poor.
The Domestic Chief pilot was up at Kingaroy not
long ago, flew the ASK21 and is keen to join.
The 737 and 330 standards managers are ex glider
pilots and are very keen to get back into it,
they steal my magazines constantly. Probably 10%
of the pilot group have flown gliders.
Our last two Airline Pilot Cadet intakes both
had GUSS/ Kingaroy gliding pilots
We have the companies permission to put selected
gliding instructors through a bit of a simulator
program so as to give them a feel of what
becomes important in jet operations, that way
they as instructors can reinforce basics at the
start of the pilots career, we as a company benefit later on.
We have already put through an RTO on one of our
CRM/NTS courses and the plan is to offer more.
Our technical team are very aware of FLARM and other technological advances.
The Current tug master of one of Queensland's
biggest clubs is a current 737 First Officer.
Some sailplane pilots still think its ok to
apply the same rule set as they did in the 60's,
this would be fine if we were still flying
Blanik's and kookaburras however we are now
going cross country in aeroplanes that outweigh
and go faster than ultralights. So perhaps
talking on the radio in a professional manner,
being aware of other forms of aviation and
proactively showing others our passion in a
positive light might be worth a thought, rather
than the old "I fly gliders therefore I am a better pilot" type of attitude.
Just a thought :)
Justin
Justin Sinclair
17 Queen st.
Scarborough Qld 4020
Hm <tel:07%203885%208949>07 3885 8949
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