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Helicopters Australasia
Jan to Mar 2015
An e-newsletter supporting the Australian Helicopter Industry Association
Welcome to our complimentary Quarterly Report - Jan to Mar 2015
Enough is enough!
TAAAF demands a cost benefit analysis to
justifying expensive changes to our fees and
charges due to the introduction of the CASRs.
In a Media Release, The Australian Aviation
Associations Forum (TAAAF) has responded to a CASA
draft Cost Recovery Implementation Strategy (CRIS) by
telling the regulator to tighten its belt, become more
efficient and review its activities that contribute little to
aviation safety.
At a time when many aviation industry sectors are
suffering a significant economic downturn due to the end
of the mining boom, drought in two States and a multidecade general decline in activity, all parts of the
industry have had to tighten their belts and CASA’s regulatory services should not be immune.
Participants in the Forum ask Deputy Prime Minister
Truss to:






Reject the draft Cost Recovery Implementation
Strategy (CRIS).
Refer CASA to the Government directive that
new regulations should be cost neutral.
Refer CASA to the Government policy on red
tape reduction.
Direct CASA to implement the Government’s response to the Forsyth Report
Include a direction in his Letter of Expectations
that CASA focus on cost reduction before more
cost recovery.
Direct CASA to establish a joint industry/CASA
taskforce to review all charges and the efficiency
of the systems behind them, with a view to
eliminating activities and their accompanying
charges where they make no contribution to
safety.
On one side sits the Government’s budget predicament, End of Media Release.
Government’s red tape reduction plan, the Government direction regarding new regulations having to be cost
The TAAAF is a forum of peak aviation bodies that
neutral on industry and the Government’s announced includes the: Aerial Agricultural Association of Australia;
adoption of most of the recommendations of the highly
Aerostructures and Aircraft Manufacture; Australian
critical Forsyth Aviation Review.
Association of Flight Instructors; Australian Business
Aviation Association; Australian Helicopter Industry
In this environment it is not appropriate for CASA to
Association; Australian Women Pilots’ Association;
propose some 90 new charges related to the bungled
Aviation Law Association; Aviation Maintenance, Repair
new Part 61 for pilot licensing, and to maintain complex
and Overhaul Business Association; Recreational
bureaucratic systems that fail to deliver efficiency.
Aviation Australia; Regional Aviation Association of
Industry has concerns about the lack of urgency in
Australia and Royal Federation of Aero Clubs Australia.
reform and denial of the Forsyth report criticisms by a
cohort of long term managers within CASA.
They also issued a Communiqué on 19 Nov ’14 stating:
The new CASA Director of Aviation and the revamped
Board are clearly engaged and focused on the
challenging job at hand. They should make no mistake
as to industry’s hostile reception of the CRIS proposal
to simply increase charges before an attempt to improve
efficiency.
Now is the time for Government to act!
The Forum called on the Government to establish
immediately a moratorium on all CASA regulatory
development work until such time as the new CEO is
fully operational, the CASA Board is appointed and the
Government has made a clear response to the Forsyth
Report. In particular, CASR Part 61 should be
Unfortunately, the Minister’s critical letter of expectations suspended to prevent further damage to the industry
to CASA is still missing in action and this needs to be
and a joint industry/CASA taskforce appointed to apply
remedied urgently. That letter should include a clear
the principles of sound regulatory development.
direction for CASA to reduce costs, up to and including a
reduction in staff.
CASR Part 61 was seen as a serious problem and not
acceptable to the industry in its current form. It was
That letter should include a clear
identified as a threat to the viability of some sectors and
direction for CASA to reduce costs,
significant numbers of operators. Additionally there is
up to and including a reduction in staff.
clearly confusion within the regulator about the
Helicopters Australasia Page 1 January to March 2015
implementation of the rule-set and a lack of consistent
interpretation and education.
AHIA shocked by commercial damage caused
by yet unresolved issues with CASA rules
To be fair CASA, at present, is undergoing enormous
changes as the government struggles with appointing
new members to the CASA Board; and they in turn had
to appoint a new Director of Aviation Safety (DAS). As a
result the CASA upper management was virtually
paralysed for around twelve months; and they could not
We have received a copy of an unrestricted letter sent
even take onboard the Forsyth Report. During this time
by the South Australian Government’s Attorney the lower ranks of CASA continued on their work and
General's Department to helicopter industry key players
issued numerous packages of ‘CASR suites’ (new rules)
on 26 March 2015, concerning Request for Proposal
as per their schedule. But this lack of an executive (and
13/1113 - State Rescue Helicopter Service. It states:
oversight) stopped any effective feedback from industry;
especially when more serious matters needed halting to
“I am writing to advise that, unfortunately, the State
Rescue Helicopter Service (SRHS) Request for Proposal query CASA’s plan for regulatory reform.
13/1113 (the ‘RFP’) issued to you in January 2014 has been terminated. This takes effect immediately and is More recently, the issue moved into the political arena
and on the 18 Mar 2015 Senator Nick Xenophon
in keeping with the Bid Rules of the RFP.
successfully moved to disallow the CASR Part 145
Manual of Standards legislation in the Senate.
Our decision to terminate the RFP follows the events
and our learnings subsequent to the RFP’s issue, CASR Part 145 covers the regulations for maintenance
including:
organisations, and has been the subject of heavy
•
the likely combined consequence of regulation criticism, particularly by the Aviation Maintenance Repair
changes that Civil Aviation Safety Authority (CASA) and Overhaul Business Association (AMROBA).
earlier forecasted to operators of rotary wing aircraft
Senator Xenophon moved a motion for the Manual of
services, such as the SRHS;
Standards for Part 145 to be disallowed. "Primarily, the
impact of these regulations is to reduce the safety of
•
in December 2014, CASA confirming its intention
Australia's aircraft maintenance regime by transferring
and support to legislate those changes.
the authorisation to certify airworthiness of aircraft from
licensed engineers to non-licensed and less-qualified
Our conclusion was the impending CASA regulation
changes will demand similarly substantial changes to the people," he said in proposing the motion.” SRHS requirements described in the RFP.
"The role of licensed aircraft engineers is vital. They
have a thorough and sound knowledge of the aircraft as
The end result is that it has left us with no option but to
a whole - they know them nose to tail and back to front,
conduct a comprehensive reassessment of what the
and from wing tip to wing tip. And, while the other
future needs of the SRHS will be and how to best meet
individuals who may work on specific areas of
them, taking into account the impending CASA
maintenance are undoubtedly experts in their particular
regulation changes.
field, I am concerned that they do not have the same
Subject to more certainty about the impending CASA
comprehensive 'big picture' knowledge as licensed
regulations and SA Cabinet approval, our intention is to aircraft mechanical engineers."
recommend a new approach to the open market in 2016,
Senator Xenophon went on to express the fear of the
to meet the future requirements of the SRHS.
Australian Licensed Aircraft Engineers Association that
We genuinely appreciate your time and effort in
Part 145 may even make it illegal for engineers to
responding to the RFP. We will keep you informed about conduct maintenance that they have been doing safely
our progress towards the new procurement process we for decades.
intend to recommend. I ask for confirmation of receipt of
Senator Cash, representing the government, said the
this decision.
Senate should deny the motion to disallow. "The motion
More info? Manager, Procurement Services,
would wind back the clock on regulatory principles which
Attorney-General's Department
have been in place since 2011," Senator Cash said. "If
[email protected]
successful, the disallowance motion would prevent
important safety measures being incorporated into the
Part 145 Manual of Standards, or MOS, and impose
Xenophon stops Part 145 Legislation
additional regulatory burdens on the Australia's
in Senate on 18 March 2015
approved maintenance organisations without any
Efforts by the Maintenance, Repair and Overhaul (MRO) demonstrated improvements in aviation safety. "It cannot
be supported without setting back the process of
segment of our industry to resist some aspects of the
modernising Australia's aviation safety maintenance
transition to the new CASRs over the past years has
been subject to a lot of distress, most of which has been regulations, introduced by the previous government and
bypassed by the general media. Formal representations supported by this government."
to the regulator have been less successful than the
With the support of the Labor opposition, the motion to
industry wanted and most had given up in their efforts.
disallow was carried by a vote of 34 to 30.
Helicopters Australasia Page 2 January to March 2015
Status of CASR Part 61, Flight Crew
Licensing, Manual of Standards.
obvious downsides – and how do we communicate this
possible test blowout cost to a student who only has a
limited and fixed budget?
At the recent Avalon International Airshow 2105, a room
in the Conference Centre was made available for our
AHIA Technical Conference on Thu 26 Feb ’15. CASA
very kindly offered key staff members to provide an
update on some of the new CASR rules. The three man
CASA team was led by Andrew Ward who spoke on
progress with CASR Part 119 - Australian Air Transport
Operators – Certification and Management. He was
followed by Dale South, who startled the audience when
he said,
Experts agree that when the integrated theory is
moulded into the practical training as per the proposed
142 model, there will be problems. According to CASA
there are no Part 142 helicopter schools in Australia as
the application process is very complex and final
guidance on running parallel ground and flight training
for helicopters courses is yet to be written. As an aside,
it appears this model has never been a success
anywhere in global civilian helicopter communities.
“There are 12 (helicopter relevant) Flight Operational Helicopter schools are usually small, with varied entry
Rule - standards development projects underway at standards for their clients.
the moment!”
At present CASA’s concept is a Part 141 school can run Dale provided a comprehensive report on helicopter
basic courses up to commercial license standard; all
specific topics from Part 133 performance classes. He
other advanced training must be done in a Part 142
also mentioned CAO 29.6 and 29.11 amendments and
school which will have an AOC, with more detailed and
CASR Part 138. Dale mentioned CASA was looking
complex exposition and extra staff for the AOC needs.
again at the performance rules for multiengine
machines, and maybe they would move away from the
Part 142 schools provide essential resources
ICAO protocols, as the current drafts may be too
to feed all the higher level training activities.
restrictive. More soon from the AHIA on this very
sensitive operational matter, but Dale’s comments were If no 142 schools exist, a collapse of the testing
taken as good news in the interim.
capability of our industry will occur, creating a need
CASR Part 61 specialist, Michael Juelg, then gave an
for overseas courses – bankrupting local trainers.
extensive update on troublesome issues with the
continuing roll out of CASR Part 61 – Flight Crew
AHIA has brought this to the attention of CASA staff;
Licensing. It was no secret the introduction is causing a now very busy designing, drafting and seeking approval
lot of angst. He concluded by saying another version of for their numerous EASA focussed CASRs. However,
the Part 61 MoS maybe be released, hopefully around
there are three serious examples of this problem:
July, according to his peers. This update will include
items noted at their meeting with industry late last year.
You get a job flying a heavy helicopter. You will need to
attend a multi-crew cooperation training (MCC) course
Options for a Part 141 or a Part 142 school? for multi-crew helicopters which is effective 1 September
2015. CASA has advised few (if any) MCC training
facilities exist at present. No applications to run an MCC
AHIA claims the Part 142
can be processed as there is a lack of Part 142 schools
School is the problem!
needed for MCC administration and staff training
processes. Should we be seeking overseas staff?
CASA in good faith tried to make the training industry
more efficient by allowing a school conducting basic
You need an ATPL license. A major concern is the MCC
VFR, single engine helicopter courses to go without
Certificate it is needed for the issue of an ATPL(H), it
some of the required administrative and regulatory
is alleged none have been issued since November
overheads. The idea of not requiring an AOC; but rather 2014. One expert in this field thought it would take at
a Certificate seemed a good decision at the time.
least 18 month for CASA to fix this problem. What will
But the jury is still out on a few contentious issues such
as the cost differences between the 150 hour course at a
141 school with fewer CASA required overheads; or a
shorter 100 hour course at an organisation which
requires substantial funds to meet the AOC
requirements, including extra staff and equipment.
In the past, it has been a nightmare trying to calculate
costs of running either type of school. However, CASA
have just released their updated list of costs and fees for
industry. The shortages of ATO/FE seems a dark cloud
on the horizon, now being ignored by most; but getting a
testing officer from Hobart to do a test in Darwin has
the international community think about our inability to
issue ATPLs for both aeroplanes and helicopters for
around two years?
Testing officers’ approvals. The CASA Flight Examiners
Handbook was authorised on 28 November 2014. The
approval and renewal of helicopter ATO and FTE
qualifications rely on the resources of a Part 142
school. (None at present?) However, CASA, to ease
this legislative problem, has issued instruments to allow
existing testing officers to continue until 30 June 2016.
And then who tests the ‘testers’; if ‘testers’ cannot use
a 142 school to become qualified and current?
Helicopters Australasia Page 3 January to March 2015
Why is CASA not using the same
sheet of EASA’s music?
Flight International, Edition 3-9 March 2015, page 29 has an
interesting report by Regulation Reporter, David Learmouth.
David’s article is titled:
EASA mends the rules with
tighter focus on outcomes
The executive director at Europe's safety agency has
overseen a wholesale shift in mindset
establish what the risk is, and to prioritise our resources
and action. Luc's task is to notice what is happening out
there, to recognise risk and determine where action
might be needed." There are areas crying out for
attention, Ky says, and ground handling, where - in
simple numbers - there are more safety incidents than in
any other phase of an aircraft's operation, is one of
them. And in general aviation, it has started down the
long path of working with the sector towards replacing
regulation that was effectively commercial-aviation-light
with industry-specific guidelines.
Long-serving certification director Norbert Lohl was on 1
If a regulator dismantles its rule making doctorate it March replaced by Trevor Woods, who previously
is a sign things are changing, and at EASA they are! worked on flight standards. Lohl says it was tough in the
early days, building a relationship with sceptical national
Executive director Patrick Ky took over the EASA top job aviation authorities. They were essential, because EASA
was so under-resourced that it had to contract out a high
in September 2013, and a year later he closed the
proportion of new tasks to the national authorities. About
rulemaking department. "If you have a rulemaking
directorate," he explains, "the director is judged by how 20 of the tasks still are contracted out.
many rules he makes, or how many existing rules he
Woods points out how much is happening on the
'improves'." The result, he says, is ever-fatter rule
operations side, especially in human factors and training.
books, the content of which nobody could possibly
EASA is preparing to drive operators towards the
retain, and the complexity of which becomes
application of safety management systems within
"impossible to work with".
training departments, and towards the principle of
alternative training and qualification programmes,
When he first arrived, Ky says, he gathered his troops
instead of prescriptive syllabus-based recurrent training,
and told them to reduce the existing rules down to the
plus the application of competency-based training.
absolute essentials, so they could all see what was
really necessary.
Aircraft manufacturers must now provide operational
suitability data to prove their cockpit interfaces work.
EASA retains its power to make rules, Ky confirms, but
the way the need for rules is assessed, and the way that Airlines will be expected to follow the manufacturers'
manuals on type rating training more closely. And work
they are made and framed, is now different. The
rulemaking process now starts with a risk assessment is being done to improve the effectiveness of simulators.
to determine whether a rule is needed at all, and if so
EASA is not blind to the fact that pilots frequently seem
what it needs to address. Only then is it framed.
to be unable to cope with the unexpected, Woods
emphasises, and it is looking for ways of dealing with
Finally, the rate of technological progress is such that
this. AHIA: Out thanks to David for use of his report.
prescriptive rules involving equipment can rapidly
become outdated, so the future, says Ky, is performance
- based rulemaking (PBR), with prescriptive rules only
where they are essential. Mostly the latter would define
STOP Press! STOP Press! STOP Press!
capabilities and responsibilities. PBR means that the
On Wed 8 Apr ’15, CASA representatives will required outcome of the rule is specified, and the means
meet with key industry figures on the Sunshine
by which that outcome is achieved is not the main issue.
Coast to approve the proposed changes logged
This method has been foreshadowed for years by the
at the CASA meeting in Dec ’14. If agreed upon, approval of rulings on an "equivalent safety" basis, which
this will allow the changes to be presented to
allows flexibility in the means by which a safety objective
industry for comment and later issued as an
could be achieved.
amended Part 61 MoS – maybe in July 2015?
Rulemakers still work at EASA, but within one of the four
The outcome is being watched closely by the
directorates: strategy and safety management,
Transport and Logistics Industry Skills
certification, flight standards, and resources and support.
Council now awaiting release of the final MoS
version, the foundation for the National Skills
"Rulemakers now only work six months at HQ” Ky
Council’s Diploma of Aviation – CPL (H) about
explains. "Then they are sent out on inspections so they
to be released. Should the MoS be delayed too
can see what it's like to have to put EASA rules into
long, (and in turn the Diploma) there is a
practice."
possibility RTO approvals/renewals will cease
But Ky, a noted simplifier, has actually created a new
when the current training packages expire.
directorate: strategy and safety management, headed by
Result could be no overseas students as they
Luc Tytgat, formerly the director of the pan-European
must have a ‘visa’ iaw RTO protocols, and other Single Sky Directorate at Eurocontrol. Why?
National Skills Council requirements.
Ky explains: "If we are to go to PBR, we have to
Helicopters Australasia Page 4 January to March 2015
Helicopter Register Updates
1 July 2014 to 31 March 2015
Mustering industry blues. Although the live beef export
business was ravaged by the previous government; the
long term orders from China have raised the hopes of
many, despite several droughts in Queensland, Northern
Territory and Western Australia. This industry segment
The helicopter industry is usually first into
holds the bulk of mustering assets and life became
and last out of an economic recession!
tough for the local operators. Robinson also reported a
By way of introduction, the Australian Financial year runs global setback due to falling sales; no doubt our aerial
from 1 July to 30 June each year, a somewhat different mustering fleet, the largest in the world would have
added to RHC’s concerns due to slowed orders.
time frame to other global reporting protocols. As
expected, the Civil Aviation Safety Authority’s Annual Report reflects the past FISCAL Year’s achievements. Why the fuss about bush pilots? Somewhat like
mangroves growing along a river bank, where marine
On the 30 June 2014 Australian aircraft numbered
creatures get a chance at life; the mustering industry
15,256. This number consisted of 13,152 aeroplanes
fosters new pilots starting off in the aviation industry.
and 2,104 helicopters. The latter then made up 13.8% of Around half of the CASA register consists of Robinson
the civil register. Helicopter gurus were happy at the
products; a significant portion is involved in the
growth rate which maintained the past decade’s trend of mustering industry.
around 8% growth per year. In real terms, 153 additional
helicopters were added to the register.
And they fly more hours than the rest of the industry
combined, according to organisers of the past Robinson
But nine months later, at the end of March 2015, the
Safety Courses held during the nineties.
Australian aircraft fleet had only increased by 11 to
15,267 of which 2,114 were helicopters. To be pedantic, And who supplies the pilots? Australia has about 30
the aeroplane fleet increased by only one and the RW by helicopter flying schools of which about two dozen are
10. To satisfy those with needy calculators, the RW
active. Setbacks in our rural industries effects training
annual growth rate has slumped from 7.8% in mid 2014 activities due to a lack of demand for pilots.
to a rate of only 0.62% - less than 1%.
At present it is estimated one third of our schools may l
If this trend continues, then we will
close as the deadline for the complete implementation of
be in a recession after Easter 2015
Part 61 approaches. It is hoped scenic and aerial work
activities will provide work for the pending redundancies
The attendance by helicopter community at the recent
within the training segment.
Avalon Airshow 2015, was disappointing, despite more
than generous offerings by event organisers. So who or
what can we blame?
OEM sales down. The sales of new machines in recent
years has declined substantially. Although state
government air medical transport and military training
contracts will push deliveries of larger machines in
2016/2017.
Pre-owned sales were steady. The trend of buying from
overseas agents due to our then strong dollar has
slowed now the dollar has fallen. Exports of lighter
machines to NZ are on the increase as their tourism
industry is undergoing a recovery.
Further, industry observers noted a very low intake of
trainees into technician training facilities; which is not a
good sign as it indicates a lack of confidence about
opportunities in the aviation industry.
What is happening
around the globe?
Helicopters sales were on the rise
in 2013; then a bad second half
of 2014 emerged, slowing growth.
Growth in Australia has suddenly stopped!
Off shore industry. Takeovers, mergers and the dramatic
In March 2015, US based General Aviation
fall in the oil price has deflated the off shore industry;
Manufacturers Association (GAMA), reported GA
and many organisations are in a holding pattern.
deliveries in 2014 were the best since 2008. Aeroplanes
On shore exploration. Less obvious and harder to track showed an increase of 4.3% in 2014; however, the
helicopter industry took a bad fall. An unusual reversal
is the end of the mineral and gas exploration boom,
which is settling back into the production phase. Less air of a trend which usually put the helicopters in front!
support is needed on all fronts.
Overall helicopters took a 24.7% drop. Piston helicopters
Scenic operations. Initially had to tackle the high US
were hit with a 31.3% retraction and turbines 22.4%.
dollar problems within the tourist industry; but every dark Robinson’s sales plunged in 2014 by 38%, according to
cloud has a silver lining? The now lower AUD$ means
AIN. 2013 saw 523 sales but only 329 in 2014; being
more international tourists and also fewer locals taking
186 R44s; 101 R66, and 42 R22s.
their holidays away from Australia.
China of course is still maintaining
A ray of sunshine here?
a growth rate approaching 20%.
Helicopters Australasia Page 5 January to March 2015
How many and where?
At present, there are 1,304 single engine piston (62% of
fleet), 563 single engine turbine (27%) and 247 multiengine (12%) helicopters in Australia, a total of 2,114.
The percentages are almost unchanged from 30 June
2014. Although we make up almost 14% of Australian
total registrations, we still provide more than 25% of all
Australian aircraft accidents – possibly the result of all
the low level aerial work in the mustering industry,
coupled with the high accident rate of private owners.
The distribution of helicopters may be of interest to
suppliers and budding pilots. Queensland leads with 761
(36%), New South Wales 443 (21%), Western Australia
338 (16%), Victoria 276 (13%), Northern Territory 194
(9%), South Australia 48 (2%), Tasmania 46 (2%) and
the Australian Capital Territory only eight (0.3%).
According to CASA data, excluding major airlines, AOC
holders total 929. Assuming this represents most of GA;
then data suggests charter operators hold 580 (62%) of
total AOCs; aerial work 253 (27%); RPT 96 (10%).
Readers should note there are no RPT operators in the
helicopter fleet.
At 30 June 2014 helicopter AOCs numbered 378. It is
assumed this figure has not changed significantly,
although the CASA website now has a changed format
which makes research much harder. However, as we
implement the pending CASR Part 133 – (Australian Air
Transport Operations – Rotorcraft) and CASR Part 138 –
(Aerial Work Operations – Rotorcraft) the figures will
change as most aerial work operations such as CASR
Part 61 (Flight crew licensing) schools will only need a
Certificate rather than an AOC.
Editor’s Ramblings
By Rob Rich
What a dilemma we face!
Are we going to lose whichever way we turn?
It is no secret the CASR Part 61 – Flight Crew Licensing
legislation is having a rough time, a very turbulent post
natal rejection by the family - a really ugly baby nobody
can understand due to a speech impediment – odd
mutterings in strange language from ComLaw website.
Do we sympathise with CASA folks who are struggling to
get this unhappy child into the pram; and then finding it
has unexpected warts and a disturbing tendency to bite
the hands that feed it – a DNA or design problem?
In this Quarterly Report we have focussed on why the
regulation of our industry will suffer if ‘advanced legislation’ is allowed to sit upon the Part 61 Instrument and MoS, which has been tasked to provide the
resources of CASR Part 142 schools to allow the
functioning of ATPL, MCC, multi-engine and a host of
other higher level skills to be taught and tested for issue
of appropriate qualifications.
We estimate the evolution of the various Part 142
schools within the Australian helicopter community will
be a long road to trudge; especially in the beginning
when we have to find people capable of supervising,
teaching and testing all those specialised skills; in an
almost foreign language.
I have asked for advice on what will happen on 30 June
2016 when the current ATO/FE people have to transition
The helicopter industry has about 30% of the AOC data to the new rules. A read of their easily accessible
manual on the CASA website explains my concerns.
base and yet their fleet only makes up 13.8% of the
register. This is caused by our operators being generally How does all this take place if the launch of Part 142
schools is running well behind schedule due the
very small companies, usually located in remote areas.
finalisation of the Part 61 MoS ?
The helicopter industry is truly “General Aviation”
But the scary bit!
as there are no helicopter RPT operations.
Although not a reliable guide, job hunters going to a rural
area should note an ‘aerial work’ only AOC holder is
more likely to be engaged in mustering or agricultural
work. A recent survey suggests aerial work only AOC
holders, ranked in order of total AOCs, are: QLD – 43%;
NT – 30%, WA – 27%; SA – 22%; NSW – 14%; VIC –
10% and ACT – Nil.
A wide range of manufacturers are represented on the
Australian register. The top three OEMs on the CASA
Register, at 16 March 2015, was brand leader by a big
margin, the Robinson Helicopter Company with 1,073
(51%), followed by Bell Helicopter – 364 (17%) and
Airbus Helicopters (Eurocopter) – 272 (13%).
Australian has the second largest listing in
the Western World. We are closely followed
by Brazil – which may soon take our place
if we our numbers remain static or worse!
Eventually CASA will have to align itself more with the
protocols used by the National Skills Council of
Australia. Within this organisation aviation aircrew
training is managed by Transport and Logistic Skills
Industry Council. As most would know CASA does not
facilitate the issue of Registered Training Organisations.
An RTO applicant, wanting to train overseas students,
has to comply with the current TLISC aviation training
package which is based on the latest CASA MoS
published by ComLaw. However, the current training
package eventually expires (2016?) and will be replaced
by the new Diploma of Aviation – CPL (H). But the delay
in getting Part 61 MoS sorted may delay this changeover
and where there is no package upon which an RTO
application can be processed – no RTO approvals - no
overseas students.
Part 61 - dammed if you do – dammed if you don’t! Helicopters Australasia Page 6 January to March 2015
Updates requested after release of CRIS
….. Reprint for comment …..
Flight crew licensing options from 1 Sep ‘14
Which school is the best one for you?
CASR Part 61 – Flight Crew Licensing, becomes
effective on 1 September 2014 after deferral from
4 December 2013. The delay was caused by industry
and CASA not ready for all the changes needed.
A number of industry associations, including the AHIA,
recently requested further deferral of CASR Part 61, as
the legislation needs to be in the “Three Tier Format”.
The third tier is a guide in plain English and not in the
Criminal Code format suitable for judges, but not
aviators. As this has not occurred a further delay is
anticipated. The AHIA CASR Part 61 Working Group is
actively monitoring changes as they are issued by
CASA. Only the CASR Part 141 school (150 hours) can
operate on 1 September as the integrated Part 142 (100
hours) schools will probably not be approved until early
next year due to CASA and industry clarifying issues.
Need to advertise?
As readers are aware, our Helicopters Australasia
does not take commercial advertising. We have offered
our services to the Australian Helicopter Industry
Association, their sponsors and organizers of
promotional events fostering the helicopter industry.
However, Aviation Trader is the Founding Corporate
Media Sponsor of the AHIA. As such they allow the
AHIA to use their “Airwaves” publication as the “AHIA’s Official Journal”. This is now a sixteen page glossy
publication mailed out to their clients, as an insert within
Aviation Trader. The official circulation CAB figures are
around 12,500.
So how can you advertise your business?
By using the AHIA’s media sponsor
So what are your choices on 1 September 2014? The
old training system is still available to existing schools
during the three year transition to CASR Part 61.
Option 1. Aviation Trader: A tabloid size coloured
Option 1. Complete ‘old’ 105 course in iaw the Day VFR advertising facility. At present it runs to 48 pages. A wide
Syllabus (Helicopters) within the prescribed time. No
range of marketing concepts is available and at a
instrument flying needed – it can be done later – license reasonable price. Produced monthly. More info:
not EASA compliant, but you can work in Australia.
Option 2. Complete ‘old’ 125 course iaw with the Day
VFR Syllabus (Helicopters). No time limit. Most people
obtain a PPL (A) then finish with 70 hours helicopter
time. No instrument flying needed – it can be done later
– not EASA compliant, but you can work in Australia.
www.aviationtrader.com.au
Or call: (02) 6622 2133
Option 3. Be an early bird and go to a new CASR Part
141 school which needs 150 hours (includes 70 hours
on a helicopter) and instrument time. Maybe an EASA
recognised license? New syllabus and higher hourly
rates due instrument time. Many options for flying time.
Option 2. Airwaves: Is an insert placed inside Aviation
Trader. It is a large format, sixteen page “glossy paper” publication. It is now becoming very popular as it
Estimated costs: Ground school and administration: contains editorial content for both aeroplanes and
Documents - $600; CASA fees and medicals - $1,000;
helicopters: Further enquiries to:
ASL and CASA examination fees - $1,055; theory
instruction $3,500 for a total of $6,155.
Tony Shaw — Business Manager.
E: [email protected]
Flight training: Option 1. Full time, six months, 105
Mobile: 0432 201 710
helicopter hours. Flying costs (R22) $56,130 plus $6,155
ground element for a total of $62,285.
Airwaves is best suited for an advertorial, about your
Option 2. No time limit, 53 aeroplane hours for PPL (A)
$22,130 plus CPL (H) 72 hours $38,430 plus ground
element $6,155 for a total of $66,715.
Option 3. Added to Option 2. An extra 25 hours on an
aeroplane for c.$7,500 a combined total of $74,215.
(Includes 10 hours instrument familiarisation).
organisation. The pages are larger than most aviation
magazines; typically, 30 cm tall and 21 cm wide.
Airwaves is larger at 34 cm tall and 27 cm wide.
So what can you achieve by using Airwaves? Goes to
12,500 via mail and around 4,000 via AHIA email as a
pdf to all AHIA members and exhibitors/delegates at our
trade shows, such as Rotortech 2014.
Helicopters Australasia Page 7 January to March 2015
Offshore Helicopters Symposium - 7 Oct ‘15
Pacific 2015 – International Maritime Exposition
Updated 7 Apr ‘15
Venue is the Sydney Exhibition Centre - Glebe Island. Perched on Sydney’s picturesque harbour foreshore near the Anzac Bridge and just minutes from Darling Harbour, the interim location of Sydney
Exhibition Centre is at Glebe Island on the edge of the historic Balmain precinct with its rich maritime
heritage.
Subject to confirmation, the Maritime Australia Limited has once again invited the AHIA to conduct
another off-shore conference on Wednesday 7 October 2015 at the Sydney Exhibition Centre. This
conference focuses on the larger helicopter operators, especially those involved in air medical transport,
fire fighting, marine pilot transport, offshore and SAR operations.
In 2013, the AHIA ran the Pacific 2013 Offshore Helicopters Symposium at Darling Harbour, where
speakers came from Aerosafe Risk Management; Jeppesen (a Boeing company); CHC and the
Australian Chief Pilots Working Group representing HEMS and other emergency services.
CALL FOR PAPERS – due 31 May ‘15
Need to tell us what you do? Maybe new technology? A vision for the future? Product updates for the
new long range off shore helicopters? Maybe safety concerns (and restrictions). Updates associated
with our regulatory reform process – latest changes? More info? Contact Rob Rich:
Email: [email protected] or call +61 415 641 774. We are UTC+10 (Brisbane).
(Past) Pacific 2013 Offshore Helicopters Symposium
The Pacific 2013 Offshore Helicopters Symposium was held in Conference Room G04 from 0900 to 1700 hours
on Tue 8 October 2013, at the Sydney Convention and Exhibition Centre, Darling Harbour, Sydney. International
speakers include popular Kimberly Turner, Chief Executive Officer, Aerosafe Risk Management; Paul Fillhart and
David Bree from Jeppesen (a Boeing company). Key note speaker, Peter Howe, Head of Flying Operations, CHC.
Group presentations included the Australian Chief Pilots Working Group representing HEMS, emergency
services and some off-shore operators. They presented their concerns about the new CASA rules on aerial work
and changes to passenger carrying operations. In particular; the impact of these rules on HEMS and fire fighting
operations, where passengers will be considered to be covered by the new Air Transport legislation (old Charter).
Changes to CASR 61 will make the training of co-pilots for multi-engine engine helicopters more difficult and needs
review. Still to be defined are the performance standards for multi-engine helicopters under the proposed rules.
Rotortech 2016 will be held again at the Twin Waters Resort, Sunshine Coast, Qld in May 2016 – dates TBA.
Helicopters Australasia Page 1 January to March 2015