ASSR replies released late by DOTARs – Challenge to CEO Skidmore

ASSR replies released by DOTARs on 6th January 2015. This was done without any fanfare or media releases at all, just appears on the web-site.

These are a must-read, with the “Government Response” attempting to water down the effect of the ASRR.

The Government response says, in part:

Industry will be provided with further opportunities to work more closely with CASA in helping develop future regulatory priorities and in the development of simpler regulations, which meet legal drafting requirements.

Industry is urged to take up and constructively contribute to these processes, acknowledging that for both CASA and industry, regulatory development requires the commitment of ongoing resources. Consistent with the Government’s deregulation agenda, completion of the regulatory reform program will also carefully consider how regulatory burdens on industry can be reduced without impacting on safety.

The disturbing point is this statement enshrines the current situation, with no progress forward to be made to improve, particularly, as identified by David Forsyth, the relationship with CASA, ATSB and the disaffected industry.

It is quite obvious that the key part of the ASRR recommendations have been reduced in their effect by the “Government Response”, largely drawn up by the Department [Mrdak] and CASA and to a lesser extent by ATSB.

The AAAA and Phil Hurst are quite explicit in what “…heads needs to tumble..” at CASA and why.

It is a very specific challenge to the Minister and the new CEO, Mark Skidmore and that the senior staff do not get it. The recent address by Jonathon Aleck to the Airports Association demonstrates this position.

The real issue that there is raised in the AAAA reply is the attempt by CASA Board Chair, Alan Hawkes, to influence and chastise the AAAA for making their categorical submission to the ASRR.The matter of the communication is raised at page 6 of the AAAA, ASRR response to the ASRR report. The actual letter is attached to the AAAA report.

I am aware of an aviator trying to meet with Alan Hawkes and the CASA Board, with that person then being threatened by CASA legal for doing what is a democratic right, contacting those responsible [ultimately] for the “safety” of Australian aviation.

It would be interesting to find if there are others who have been directly affected by this type of activity by the CASA Board.

The effect of CAA s9A

To go further, Bill Hamilton, who has been well involved in aviation, from days as a 747 pilot, his warbird interests and as a very active member [and Board member] of AOPA draws the attention to the requirement to re-write the CAAct, particularly s9A(1), which has been improperly used against numerous pilots and operators. CAA s9A(1)’s use in such a way that businesses and peoples livlihoods are ruined is an absolute travesty.

Bill is clear in the history of s9A(1):

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