Feedback to CASA’s proposal to adopt international maintenance regulations for small general aviation aircraft has shown overwhelming support for the USA’s Federal Aviation Regulations (FAR).
The new regulation proposal was announced at the Australian General Aviation Alliance (AGAA) summit in Wagga Wagga last July by Deputy Prime Minister Michael McCormack, and is intended to simplify maintenance rules for small aircraft involved in private, airwork and non-passenger charter operations.
According to CASA data released yesterday, 78% of respondents to the proposal preferred the FARs over New Zealand, Canadian or European regulations.
“All respondents identified issues with the existing regulations and indicated support for change to a simpler, more understandable, set of rules,” CASA has said.
“Of the 63 industry respondents who indicated a preference for an international rule set, 49 respondents (78%) preferred the United States’ regulations and seven respondents (11%) stated a preference for the New Zealand regulations (which are broadly based on the American approach).
“Twenty-one respondents (28%) also outlined concerns with aircraft engineer licenses and rating.”
Feedback came from a large cross-section of the GA community, including private operators, AOC holders, engineers, associations and type groups.
“Industry is stuck in between three different regulatory system[s], none of which are harmonised globally,” said Ken Cannane, Executive Director of Aircraft Maintenance Repair and Overhaul Business Association (AMROBA).
“The costs of over regulation and red tape is doing major damage to industry. Many businesses have already succumbed to the current system that lacks definition between CASA functions and requirements and the responsibilities of industry participants.
“The move to adopt the FAR system for GA that industry has demanded since mid-1990s is still the aim of AMROBA and its members. AMROBA has provided many comparison documents to CASA that demonstrates the FAR system will lower costs to GA but improve safety by adopting enhanced safety standards.”
Howard Hobbs, President of the Australian Mooney Pilots Association (AMPA), said that following the US system would clarify the responsibiliy of aircraft owners when it came to maintenance requirements.
“Adopting FAA regulations for private GA aircraft in Australia would eliminate much of the confusion that currently exists around what maintenance is, and is not, mandatory under Australian regulations,” Hobbs said.
“Under FAA regulations, it is clear that owners are required to maintain their aircraft in accordance with the type certificate and the flight manual (the version that applied when the aircraft came into service) and to carry out any ADs applicable to that aircraft. Private owners in the USA are not required to other manufacturer recommendations unless they become subject to an AD.”
Whilst generally supporting the FAR system, Mike Higgins from the Regional Aviation Association noted that simply adopting the FARs could spell the end of the Approved Maintenance Organisation (AMO) in Australia.
“The FAR rules in Part 43 are all the scattered regulations, instruments, CAOs and other means used by CASA to state who and what is to be done. The Operations FAR parts detail when an approved AMO is required. The FAR fixed-based maintenance organisations are our approved CAR 30 GA maintenance organisation.
“Unless you want GA maintenance to collapse by deleting AMOs, we should adopt the FARs maintenance and maintain a CAR 30 GA aspects-only AMOs.
“Adoption of the FAR based regulations, including introducing the Inspection Authorisation is highly beneficial to GA. The FAR terminology is compatible with flight and technical documents promulgated by US manufacturers.”
CASA will now hand the feedback over to a Technical Working Group appointed by the Aviation Safety Advisory Panel (ASAP) to firm up a new policy.
Introduced in April 2018, the STC’d, non-TSO Evolution E5 consolidates attitude indicator plus DG/CDI into a single display with a rechargeable backup battery.
It also includes Global Positioning System Steering (GPSS), air data computer, and attitude heading reference system (ADAHRS) starting at USD$4,995.
“The interest in the E5 has been overwhelming and we have a significant order backlog. We expect to be shipping the E5 as soon as we receive the Parts Manufacturer Approval (PMA), which is expected very soon,” said Mark Ferrari, Aspen vice president of sales and customer support.
Designed as a drop-in non-TSO replacement for traditional mechanical vacuum instruments, the Evolution E5 also interfaces with most legacy autopilots and will also interface to the new TruTrak Vizion autopilot, according to company officials.
Features of the E5
Backup attitude indicator not required
Rechargeable backup battery
IFR certified with glide slope and localizer display
Single unit installation – consolidates traditional attitude indicator and directional gyro/course deviation indicator into a single display
Provides a path for removal of vacuum systems
Interfaces with most industry autopilots and provides GPSS roll steering
Non-TSO STC approval
6” diagonal, 400 x 760 pixel TFT Active Matrix LCD screen
Works with existing avionics
Patented, form-fit design slides easily into existing panel cutouts.
A&R Aviation Australia can help with your Aspen install anywhere in the country.
Contact us today to see how we can help with any panel or avionics upgrades you may require.
Mission Aviation Fellowship installs new president
NAMPA, Idaho – David Holsten, a veteran missionary pilot-mechanic and former regional director of Mission Aviation Fellowship (MAF) in Indonesia, was recently inaugurated as the organization’s ninth president and CEO.
MAF is a Christian non-profit ministry that uses airplanes and other technologies to share the gospel and make life better for those living in isolated parts of the world. Globally, MAF supports some 2,000 churches, mission groups, medical organizations, relief agencies, and development groups working in remote areas of Africa, Asia, Eurasia, Indonesia, and Latin America.
“David brings a wealth of experience, knowledge, and understanding to the role of president and CEO,” said Robert Swanson, chair of MAF’s board of directors. “MAF is a unique organization, and God has uniquely prepared him to lead this organization.”
David Holsten at the Bime airstrip in Papua, Indonesia.
Holsten said he is humbled by the opportunity to step into this new role and looks forward to working alongside those who help MAF impact some of the world’s most isolated people.
John Boyd, outgoing president and CEO, was recognized for his 20-plus years of service at MAF, including 10 years leading the organization. During Boyd’s tenure, MAF replaced a significant number of its aircraft with turbine-engine Kodiaks, expanded its disaster response work, and began an expansion of its Nampa campus.
Following the inauguration, MAF dedicated its newest airplane, an amphibious Cessna Caravan, which will soon be serving isolated communities along the rivers of Papua, Indonesia.
“This aircraft will transport everything from school supplies to medicine to Bibles and solar panels,” said Holsten. “It may carry medical personnel or government workers offering essential services, or evangelists and missionaries ministering to the spiritual needs of these remote communities. Many times it will be the only viable link to the outside world for critical medical flights, and will be the only amphibious airplane operating in all of Papua.”
Holsten and his wife, Natalie, joined MAF in 2000. They were assigned to Indonesia, where Holsten served in a variety of roles, including pilot-mechanic, chief pilot, and program manager before becoming the regional director for Indonesia in 2014. In that position he oversaw MAF operations in Papua, Kalimantan, and Aceh, Indonesia. MAF has 150 staff and 15 airplanes at seven bases across the vast island nation.
Holsten grew up in Colorado and Georgia. He received a B.S. in Missionary Aviation Technology from Moody Aviation and holds a commercial pilot’s certificate with multi-engine rating, as well as an airframe and powerplant mechanic’s license.
Mission Aviation Fellowship was founded in 1945 by World War II pilots who had a vision for how aviation could be used to spread the gospel. Since that time MAF has grown to a global family of organizations working in 37 countries across Africa, Asia, Eurasia, Indonesia, and Latin America.
The ministry’s recent work includes helping combat an Ebola outbreak in the Democratic Republic of the Congo (DRC), providing food and other necessities for thousands of refugees in the DRC, and supporting the work of missionaries, evangelists, and Bible translators around the world. MAF’s U.S. headquarters is in Nampa, Idaho.
UNHAS supports humanitarian response in a slew of emergencies worldwide
Managed by the World Food Programme (WFP) and funded by donors including the European Commission’s European Civil Protection and Humanitarian Aid Operations (ECHO), the UN Humanitarian Air Service enables humanitarian access in the most difficult contexts.
A rapid response to humanitarian emergencies can save lives, and air transport is often the only way to quickly move humanitarian supplies and personnel to hard-to-reach areas.
The United Nations Humanitarian Air Service (UNHAS), managed by the World Food Programme (WFP), does just that — connecting the humanitarian community to those in need who would otherwise be difficult to reach by land due to vast distances, limited infrastructure and insecurity.
UNHAS works in various contexts around the world. As each emergency is different, so is each UNHAS response; aircrafts, number of destinations and frequency of flights are all tailored to meet the needs on the ground.
RESPONDING TO NATURAL DISASTERS
In September 2017, Hurricane Irma, a Category 5 storm, caused catastrophic damage to many Caribbean islands. Within 24 hours, UNHAS deployed a helicopter — and within a few days, two additional aircraft — to provide the humanitarian community with air services to the Dominican Republic, Antigua, Barbuda and other islands in the region. By the end of the emergency response, UNHAS had transported 476 people and 191 metric tons of cargo.
SCALING UP FOR HEALTH CRISES
UNHAS was already active in the Democratic Republic of Congo when an Ebola outbreak occurred in April 2017 and could therefore quickly increase its fleet and expand its coverage to include the Ebola-affected communities. Besides the movement of humanitarian staff, UNHAS also provided dedicated flights to the World Health Organisation (WHO) for transporting vital medical equipment.
Thanks to a fast and decisive response from the humanitarian community, the outbreak was swiftly contained, leading WHO to declare an end to the outbreak on 1 July 2017.
REMAINING AGILE IN COMPLEX EMERGENCIES
Protracted conflict in north-eastern Nigeria has severely constrained access to vulnerable communities. UNHAS ensures safe and reliable air transport services, providing a lifeline to isolated communities.
UNHAS responses evolve over time and adapt constantly to the context and needs on the ground. Since its inception in 2015, UNHAS has gone from serving five destinations to serving 18. The fleet was adjusted not only to enable the scale-up of humanitarian efforts in 2016, but also to improve access. Four helicopters were added to expand the coverage to destinations inaccessible by fixed-wing aircraft. From the start of UNHAS operations in August 2015 to the end of November 2017,UNHAS provided access to a total of 92 organizations, transported 60,866 passengers and moved 213 metric tons of cargo.
VAST DISTANCES, LIMITED INFRASTUCTURE AND EXTREME WEATHER CONDITIONS
Chad presents a challenging environment with its vast distances and limited infrastructure, coupled with extreme weather conditions. This means that UNHAS services are vital for the humanitarian community. The extreme weather conditions range from the “Harmattan”, a dusty wind that passes through in January and February, to the hot season from March to June when temperatures can reach 50 degrees Celsius. The rainy season, accompanied by tropical storms, usually occurs between June and September, and can completely cut off some communities from aid workers. With its expertise, UNHAS is able to navigate these rough conditions, thereby offering humanitarians quick and safe access to their destinations.
ON STANDBY FOR EVACUATIONS
UNHAS not only enables access to beneficiaries and implementation sites, but also provides a lifeline for humanitarian staff. Many of the locations are too remote or do not have facilities to handle medical emergencies, putting staff at further risk. The medical — as well as security — evacuations are a vital safety net for staff who already work in difficult and insecure conditions.
UNHAS provides humanitarian passenger services in 14 operations around the world.
While some costs are covered through cost-recovery mechanisms and nominal booking fees wherever possible, this is not sufficient to sustain activities. Therefore UNHAS relies on donor contributions to fund its operations.
UNHAS is grafeful for the support of donors including the European Commission’s European Civil Protection and Humanitarian Aid Operations (ECHO) and the United Kingdom’s Department for International Development (DFID), who helped fund UNHAS operations in Cameroon, Central African Republic, Chad, Ethiopia, Mali, Mauritania, Niger, Nigeria, South Sudan, Sudan and Yemen.
To ensure UNHAS is able to continue serving the humanitarian community, it requires approximately USD 193.4 million for its 2018 budget.
This article is reproduced in it’s entirety and taken from the UN WFP Insight news stream.
A&R Aviation Australia are proud supporters of all humanitarian providers worldwide and especially the world food program. Using these aircraft to do amazing things and make a incredible difference! Follow the WFP online and show your support! – R.
Electroair has earned installation approval from the FAA of its EIS-61000-5M Electronic Ignition Kit on aircraft powered by turbo-charged Lycoming engines. Engine series include the TIO-540, TIO-541, TIGO-540, and the non-turbo’d IO-580 and AEIO-580.
Beyond the addition of the Lycoming high performance engines, Electroair has also been granted installation approval for the Continental O-300, GO-300, E-165, E-185 and E-225 series of engines. These engines are found on classic and legacy aircraft, which are often overlooked by many aircraft system modification companies, company officials noted.
“This latest expansion to our six-cylinder STC rounds out our Approved Model List, making the Electroair electronic ignition system available to a tremendous number of different aircraft,” said Michael Kobylik, Electroair president. “Electroair electronic ignition systems are now FAA approved for well over 400 aircraft models.”