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Aeromedical transport and the effect of CASA – Where is the senate pelAir inquiry in this??

We need a discussion on the divergence of aerial patient transport, that, as CASA indicates, and why it really needs to diverge greatly from the rest of the world.

The question we need to ask, is why should this be the case?

ICAO has set very clear guidelines as to how this should happen and I don’t believe that this “project” goes properly towards answering the senate inquiry and result in safer patient transport.

The issues still stand as to PelAir, with the issues standing [and unanswered] of:

1. Failure to 20.11 the crew;

2. The safety equipment failures [partial failures of life jackets];

3. Failure of the torches and only whistles left [if the Pilot did not have one in his pocket – How did he not loose it on entering the water off Norfolk Island??] Luck intervened, the light could be seen by the rescuers and the rest is history.

4. ATSB failure to report on some matters;

5. Identified CASA interference with the ATSB investigation;

6. Where did the Chamber’s report actually disappear and

7. Under who’s direction did the Chamber’s report “disappear” [Is this like the loss of papers in other matters eg. prosecution of Quadrio?”

8. On what basis did CASA request the $89m from the Department and what was the basis that the money was ‘given’ to CASA??

9. Where are the documents??

10. How is the following ‘project’ funded??

11. Is the funding from this project from the $89m??

12. Is the AONA aware of this ‘arrangement’?

The answer to this puzzle is in the CASA annual reports, which give no basis for the $89m in the annual reports. A ‘grant’ or extension of this size to the CASA budget certainly would be noticeable to any auditor and there are no specific auditor notes to this.

This certainly could be buried in the Departmental budgets and the research done at the time of the PelAir inquiry found this in the DOIT budget in the “Regional Subsidies”.

Where is the funding coming from to support “Project OS 14/08”

Project OS 14/08 – Categorisation of aeroplane and helicopter ‘ambulance function’ flights as Air Transport Operations”

being currently undertaken? In part, the following is the basis for the changes. These really only serve to make the process even more complex and difficult.

Simplicity is the way the industry needs to move, this is not the way, where there are a further six Parts that refer:

CASA has proposed this project with the objective whereby for the CASR’s, MT operations would be reclassified from an ‘ambulance function’ under the prescribed aerial work purposes to an AT operation.

Operations would consequently be authorised by an AOC issued in accordance with Part 119 of CASR. Medical transport operations would be subject to the requirements of the applicable air transport regulation (i.e. Parts 121, 133 or 135 of CASR) and any overarching regulations from Part 91 of CASR, as applicable. Although these flights will be classified as an AT operation, specific MT type operational requirements will be addressed through appropriate carve ins and carve outs in the relevant operational Part to allow the flexibility needed for MT operations.



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