Your AFAP | Edition 1 | 2017

www.afap.org.au

Edition 1 || 2017

afap your

A Journal for Virgin Group Pilots

ATR FLEET REDUCTION, WIDE BODY EBA VOTED DOWN, TIGERAIR EBA COMMENCES

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WELCOME TO

YOUR AFAP The last six months have been very intense for your Wide Body (WB) negotiators and industrial staff, with the Company putting a document out to vote without notifying the AFAP. It was a disappointing situation to see after three years of negotiating, especially when your negotiating team had worked tirelessly to help the Company achieve a positive outcome.

The WB pilot group spoke with a resounding rejection of the offer and I would like to thank the membership for their support of the WB negotiating team. The AFAP has since provided an avenue to allow the Company to proceed with the introduction of the A330 operation to Hong Kong via the Short Haul EBA while the WB negotiations continue.

A small number of pilots remain in the Ejet decommissioning program until the withdrawal of the last airframe in the second half of 2017. While this process has caused a lot of angst and disruption for the Ejet group, it’s heartening to see that no pilot has been made redundant. I would like to thank Captain Rowley Hipwell and Captain Carson Vella for their contributions to the Ejet Decommissioning project under trying circumstances.

The ATR pilot group has been on their own roller coaster ride in the last 12 months since the Company announced it was reviewing the ATR fleet. The recent announcement that the ATR Brisbane base will close and the fleet will be reduced to 6 airframes has understandably caused a lot of anxiety for our ATR members. As VPF Chair I have been in contact with our ATR pilot representatives, and the VPF will ensure that our ATR members receive industrial welfare and support to as far as possible minimise the impact of the fleet reduction.

As members will be aware, last year CASA postponed the introduction of CAO 48.1 with the intent of having this legislation independently reviewed by tender. This postponement was caused by pressure from the Airline Operators and other interest groups such as the Regional Aviation Association of Australia (RAAA). The AFAP has a number of safety related concerns with the postponement of CAO 48.1, yet the RAAA seem to be far more concerned with the financial impact these new rules may have.

The influence of the RAAA behind the scenes is evident in the Federal Minister of Transport, Hon Darren Chester’s press release from 28 March. This press release (titled “3–Ps sets direction for Australia's aviation safety body”) outlines the direction that the Minister expects CASA to take. What is intriguing is that the Minister included a comment from the RAAA CEO Mike Higgins in this press release.

A political lobbying strategy within the Government has to be implemented by the AFAP to ensure pilots’ voices are heard as part of the review. Our ability to drive improvements to safety within the aviation industry would be more effective if we had a single pilot union.

Lastly, I would like to commend all our members for maintaining their professionalism in the workplace during these trying times. The pilot group is yearning for a feel good story with some success attached, but what separates us from other professions is our pride in what we do, and no matter how dire the circumstances in the Group I know you will maintain high standards.

Regards

Captain George Kailis VPF Chairman

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CELEBRATING

OUR 2016 RETIREES Last year the AFAP had a number of prominent members retire from aviation. To celebrate his career and long standing AFAP membership, we acknowledged our Victorian retiree Captain Graeme Whittell on 6 December in Melbourne at Public House in Richmond.

We celebrated the careers of our Queensland retirees Captain Jeff Cornfoot, Captain Robert ‘Warren’ Dunlop, Captain Graham Jack and Captain Ian Richards on 14 December in Brisbane.

Photos Right: Captain G Whittell with AFAP President David Booth at Public House Below: (top left) Captain Jeff Cornfoot, (top right) Captain Warren Dunlop, (bottom left) Captain Ian Richards and (bottom right) Captain Graham Jack, during their careers.

www.afap.org.au// 2016// Your AFAP

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WIDE BODY UPDATE

PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM

In March, Wide Body pilots emphatically voted down the proposed Wide Body EBA. 97% of all pilots eligible to vote took part in the ballot, with 85% voting “no”, reinforcing the high level of engagement amongst the Wide Body pilot group.

This outcome affirmed the AFAP negotiating teams’ assessment of the document.

It also demonstrated to the Company that Wide Body pilots were not swayed by the short-term benefits of the offer, but instead considered the long term implications. This is a very positive message and we commend members for standing behind their representatives.

Following the “no” vote the Company were actively considering offering the A330 Hong Kong flying to pilots on the Long Haul EBA terms and conditions.

The AFAP successfully prevented this occurring as it would have involved a reduction in minimum DDOs and introduction of composite rosters.

Instead the AFAP were able to ensure the Hong Kong flying was performed

by A330 pilots without giving up any of their conditions of employment, but instead through two simple amendments to the Short Haul Work Rules: •

The augmented crew provisions from CAO 48.1 (which were agreed by the AIC in 2015 pursuant to clause 32 of Appendix 2 – Part A of the Short Haul EBA) for the A330 to operate Charter flying would be extended to any A330 international flying;

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Rostering A330 pilots 6 day trips where it included at least one international overnight.

Wide Body pilots were not swayed by the short-term benefits of the offer, but instead considered the long term implications

These amendments demonstrate that only minimal changes were required to operate the A330 internationally under the Short Haul Agreement and reinforces the AFAP’s position during the Wide Body negotiations that the Company were unnecessarily pursuing changes to the A330 work rules.

To ensure that the Company prioritise resolving the WB EBA in a timely fashion, the amendments agreed by the AFAP and VIPA to facilitate the introduction of the Hong Kong flying (augmented crew provisions and 6 day international trips) are subject to review in 6 months time and as such the Wide Body EBA must be resolved before that time.

The parties have also reconveyed to discuss how to resolve the Wide Body EBA negotiations.

The AFAP has made clear this requires the Company focus on the critical items rather than a wholesale reduction in terms and conditions of employment.

When negotiations recommenced our first item of business was to seek an equitable recognition of service for all current Second Officers to that offered to ATR pilots. We also highlighted that the A330 pilot group remained the only pilots not provided an interim pay increase.

The AFAP also made clear that our members will not tolerate the Company engaging in underhanded conduct, such as amending clauses without notifying the AFAP representatives.

We also reiterated our advice that the Company change its obstinate attitude to basic recognition of pilots that could be achieved at little or no cost to the business and which would deliver a Wide Body EBA. Pleasingly, the Company provided a positive commitment to resolving the Wide Body EBA quickly. The Company also acknowledged that it needed to restore its relationship with the pilot group and that started with working collaboratively with the AFAP to reach agreement.

If the Company are genuine about delivering a Wide Body EBA it will ensure that its offer is equitable to all Wide Body pilots and provides appropriate recognition for the role that pilots perform.

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NARROW BODY UPDATE

PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM AFAP representatives recommenced Narrow Body Enterprise Agreement (“NB EBA”) negotiations with the Company on 5 April. VIPA representatives also attended.

The intention of the pause in negotiations was to allow the Company to focus resources on concluding the Wide Body EBA negotiations, as members will recall.

Considering the recent 85% “no” vote for the ill-fated Wide Body EBA, coupled with negotiations being open at Tigerair and VAINZ, the AFAP are concerned about the Company’s ability to adequately resource NB EBA negotiations. And, this is before we consider the impact of the decommissioning of the E190 fleet and ATR fleet reduction.

Given the current instability in the Virgin Group and the clear hostility of the pilot group, the AFAP decided that it was best to get on the front foot and seek commitments from the outset of bargaining, rather than let negotiations meander to an inevitable stalemate later this year.

The AFAP stated clearly that the Narrow Body pilot group has no appetite for a lengthy negotiation and that the Company can take the 85% no vote at WB EBA negotiations as reflective of the general mood of the pilot group at Narrow Body. We sought commitment to engage in bargaining to resolve the NB EBA by July, failing which we would consider all options available to us under the Fair Work Act.

To achieve that goal, the Company was told that: •

• • •

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It had to move away from an adversarial pattern of bargaining, and look for solutions to the existing problems facing the pilot group, rather than create more; Negotiations needed to be given priority, and a final draft agreement be settled on as soon as possible; Company representatives with the power to make decisions needed to be involved in the negotiations; The necessary resources and staff (on both sides of the negotiation table) had to be made available in the immediate future, to allow the rapid progress in bargaining; Consideration needed also to be given to extended blocks of days, so that progress in negotiations does not stall between bargaining meetings.

Your AFAP representatives left no doubt in the Company’s mind that our member’s expectations going forward were to resolve an agreement quickly.

The AFAP also articulated we were prepared to adopt a different method of negotiating the NB EBA referred to as “interest based bargaining”. In essence, each party will present the aims or problems they seek to address with suggestions on how to achieve them. The parties would then jointly work through each issue until it is resolved and mutual agreement reached.

This would replace each of the AFAP, VIPA and the Company tabling a long list of claims which are discussed at a meeting then each party reserves a position until

the next meeting, leading to little progress being made. Instead we would focus on the critical issues that need resolving but otherwise use the existing Short Haul EBA as the basis to move forward.

Pleasingly, the above timeline (concluding negotiations by July) and adopting an interest based bargaining approach to negotiations was agreed by both the Company and VIPA representatives. The Company also advised that it was removing one of its most contentious claims - the amendment of the job security clause to facilitate VAINZ pilot’s access to rostered flying on Australian domestic routes.

The Company also provided a high level overview of the modelling of the AFAP and VIPA work rules that we tabled last year. The Company modelling demonstrated that one of our important claims that would prevent a pilot getting a pattern of three early duties before being flipped onto a late duty would not increase costs. This situation presents an example of where we can achieve lifestyle improvements for the pilot group without driving further costs into the business.

Bargaining dates were also settled on in the meeting, to ensure that the negotiations can start building momentum.

While it is clear that the track record of the Company in recent bargaining is far from acceptable, the above represents an opportunity for each party to take a fresh approach to negotiations. If the Company is serious about the negotiations, then by the end of meetings in June there should be tangible progress on the new NB EBA, which will demonstrate Virgin is serious about improving its relationship with the pilot group. www.afap.org.au// 2016// Your AFAP

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ATR FLEET REDUCTION PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM

The decision about the ATR fleet has finally been released.

The Company have confirmed the fleet reduction plans slated for over a year as follows:

While pilots may have been expecting the announcement, we recognise that the confirmation is confronting, particularly because the prospect of the Brisbane base closure only arose more recently.

Virgin Group since the decommissioning of the F50 and the E190 fleets. The AFAP will ensure any members who feel they need to remove themselves from duty will be fully supported.

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The AFAP ATR Pilots Committee will meet with the Company at least fortnightly to actively participate in a structured consultation process.

A number of questions remain unresolved and the AFAP will ensure ATR pilots’ questions and issues are resolved as they arise in the consultation process.

Therefore, we have nominated Captains Richard Roberts-Thomson, Mark Stelzl, Timothy Gisik and First Officer Tom Hodgetts to participate in consultation meetings with AFAP industrial staff.

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The ATR fleet will be reducing from 14 airframes (8 x ATR 72600 and 6 x ATR 72-500) to 6 x ATR 72-600 aircraft from July 2017; These remaining aircraft will operate 5 lines of flying, with the flying predominantly focused on NSW, ACT and Victoria (predominantly servicing the Sydney-Canberra route and Regional New South Wales flying);

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These aircraft will be operating out of Flight and Cabin Crew bases in Sydney and Canberra;

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ATR operations based out of Brisbane will cease from July 2017.

The AFAP’s priority is to ensure that we provide clear and timely answers to pilot’s questions, and that we present as many options as we can to mitigate the impact of the fleet reduction and base closure on the ATR pilot group.

While ATR pilots have waited far too long for this announcement we acknowledge that the Company is making a genuine effort to engage with the AFAP and will openly consider all options we put forward. The COO has contacted the Chair of the AFAP pilot committee and the Director of Group Flight Operations and flight operations management have also been in regular contact with AFAP staff and representatives.

It is a difficult time for our ATR members and continues the state of disruption in the

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Even though a FAQ document has been released to the pilot group, there are a number of issues that AFAP representatives have not yet agreed upon, and that management has agreed to review further.

Finally, management has stated categorically that no “wet leasing” arrangement had been entered into with any Company to take over the Queensland ATR operation after July 2017, however it has not ruled out codeshare arrangements.

The AFAP has expressed our concerns about this to management and will keep members advised of any developments.

INTERNATIONAL WOMEN’S DAY 8 MARCH To celebrate International Women’s Day 2017, the AFAP’s Women’s Network held a meeting at the Brisbane office.

This year’s International Women’s Day theme was #BeBoldForChange, celebrated with the colours purple and white.

COME TO THE WOMEN’S NETWORK

ANNUAL GENERAL MEETING WHERE: BRISBANE WHEN: 18 JULY 2017 RSVP: TO JOANNE JANES (JOANNE@AFAP.ORG.AU) OR CALL 03 9928 5737 www.afap.org.au// 2016// Your AFAP

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PROFIT SHOULD NEVER BE ALLOWED TO OVERRIDE AIRPORT SAFETY JOSEPH WHEELER AFAP AVIATION LEGAL COUNSEL

Airports have increasingly come to be associated with commercial development more than aviation.

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When is an airport not about aviation? In Australia at least, the answer to that question depends on whom you ask.

Residents around most federally leased general aviation airports in Australia might say that there is too much aviation, or that aviation is too close to home. If you ask an aviator who flies to such airports, their answer might be that they prefer flying to “old-fashioned” airfields rather than being made to endure the headaches that come with avoiding ever-increasing developments such as office blocks and shopping centres taking up space on valuable airport land.

While the recent tragedy at Essendon Airport is freshly the subject of investigation, the accident is again an important reminder that lessons are there

to be learned about the regulation of planning and development at federally leased airports to ensure the right balance is struck between air safety and commercial operations.

Essendon is one of a handful of Australian airports that were once run by the commonwealth, but privatised in the late 1990s by way of long-term leases to private airport operators.

What those operators learned fairly quickly is that aviation doesn’t pay. In fact, the value to be had from the airport sites was not from fostering the growth of Australia’s general aviation sector at airports like Essendon, or bringing commercial efficiency to the operation of our major air gateways (although that was one positive contribution, some will argue).

No: the value to be had was simply the land. Property like federally leased airport sites was and is in short supply. Typically it is near major cities, with existing road or rail infrastructure to connect them to the outposts of trade. Subleases, with rentals paid by high-volume box-movers and retail mega-warehouses, easily trump the few dollars that can be earned from landing fees from student pilots trying to earn their wings.

And this is why we see encroachment on airports by property developments.

Areas that once were grassy and necessary excess spaces for mitigating aviation accidents are now dwindling because they equal money to airport operators. Notwithstanding height limitations and certain use limitations, airports have increasingly come to be associated with commercial development more than aviation.

The upshot is that aviation is being edged out of airports. And of course, while the major impediments such as adherence to Obstacle Limitation Surfaces are mandatory for airport operators to preserve, it is arguable that any further control given to them (for example, permitting temporary intrusions as “controlled activities”, which intrude into that airspace) should solely be the reserve of our air safety regulators.

The Airports Act 1996 and its regulations (which facilitated the sale of long-term leases of major airports to private operators) allow airport operators to make safety-sensitive interim decisions about the protection of airspace used by fare-paying passengers.

This is one of the many concerns open for critique in a public consultation paper published by the Department of Infrastructure and Regional Development (which administers the leased airports), focusing on “Modernising Airspace Protection”. The paper, open for comment until Tuesday, follows the recommendation of the Aviation Safety Regulation Review Panel in 2014, which sought that the department “take a

Influential corporate interests should never trump the primacy of air safety.

leadership role to ensure the future viability of airport infrastructure is not compromised by poor planning and land-use decisions”. The department “found a number of regulatory gaps ranging from outdated regulatory -approaches ... regulatory overlap … and considerable scope for improvement in regulatory oversight”.

It must be hoped that this process will help to bring to a head the need to ensure that airports are getting the balance right on safety versus commercial imperatives. Greater planning control on leased airports under the Airports Act; more stringent airspace protection by DIRD and the Civil Aviation Safety Authority than current regulations permit; or, as a last resort, commonwealth buyback of the airports at the end of their lease are all options to review.

The causes of this week’s accident are still to be determined, but at a minimum it serves as a tragic and timely reminder to all airspace users and to the commonwealth that airspace protection at airports is an issue sorely in need of greater oversight.

Influential corporate interests should never trump the primacy of air safety.

The original version of this article was published in The Australian on 24 February 2017.

www.afap.org.au// 2016// Your AFAP

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AVALON AIRSHOW 2017 28 FEBRUARY - 5 MARCH 2017 The 2017 Australian International Airshow hosted at Avalon Airport was once again a huge success.

This year welcomed the addition of new aircraft. Australia’s first Joint Strike Fighters (JSF) made their debut at the show.

Two F-35s were flown in from the United States, where they are currently being used to train Royal Australian Air Force (RAAF) pilots.

The JSF is the world’s most advanced jet fighter and features many ground breaking technologies. Its sleek, low profile design makes it virtually invisible to radar at any speed.

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The Australian Federal Government is planning to spend $17 billion on 72 F-35 aircraft, with the first expected to be delivered in 2018 and in service by 2020.

As well as the performances in the sky and the planes displayed on the ground, there were a variety of international and local exhibitors with booths in the halls.

The AFAP and AAPMBF hosted an indoor stall which was routinely manned by AFAP pilot members, AFAP and MBF staff to speak to various pilots and airshow guests throughout the week.

Above: Senior Industrial Officer James Mattner with Secretary of Cobham Pilot Council Captain Belinda Baynham (top left), Aviation Legal Counsel Joseph Wheeler (top right), Industrial Advisor Simon Miller with AFAP representatives Captain Matthew O’Keeffe and Captain Brett Loeliger (lower left).

www.afap.org.au// 2016// Your AFAP 11

TIGERAIR UPDATE PATRICK LARKINS, JAMES LAUCHLAND & SIMON MILLER AFAP INDUSTRIAL TEAM

TRANSITION TO B737

EBA

At the time of writing, Tigerair had not yet received AOC approval to allow commercial operations on the B737. While numerous deadlines for approval have now been missed, there is a sense of optimism from Company management that this will be finalised soon. Pilots continue to be recruited and trained on this aircraft in the meantime.

With continued uncertainty around international operations and the fleet transition, the Company proposed an interim salary increase late last year of 2% to delay negotiations by 12 months.

The pilot group rejected this by a considerable margin, with a preference to commence negotiations for a new agreement.

Pilots are keen to update the terms of the EBA to reflect the current nature of the operation. The negotiating team has now conducted a comprehensive survey of the pilot group and, at the time of writing, is developing the log of claims.

Unfortunately, the delay has caused a number of industrial issues, for example delayed rosters and a reduction in flight pay for newly endorsed B737 pilots. It has also resulted in the need for a temporary wet lease arrangement with Alliance Airlines. The delays continue to cause frustration within the pilot group, making it in everyone’s interests for the approval to be finalised soon.

WITHDRAWAL FROM FLYING TO AND FROM BALI After an unfortunate run of events, Tigerair made the decision in early February to withdraw from flying to Bali. This decision followed Indonesian authorities temporarily cancelling Tigerair’s approval to operate in and out of Indonesia several times. While this caused major inconvenience for some passengers, and disrupted rosters for several months, the reduction in overall flying has been relatively minor, with the Company continuing its recruitment and training programs. Additionally, there were numerous unresolved industrial issues around international flying that can now be dealt with in the more appropriate forum of EBA negotiations.

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We have met with the Company to establish bargaining protocols and to introduce the negotiating teams, with future meetings to take place monthly from late April. The meetings will run for two days at time, with the Company assuring us that sufficient resources will be assigned, including preparation days for the pilot representatives.

Based on the survey results, this process is likely to require a lot of work and input from members. However, we have a strong team of pilot representatives, and as the pilot group continues to grow, AFAP membership is now at a historic high.

MBF SPOTLIGHT

A PARTNER’S PERSPECTIVE ERICA MAY, PARTNER OF A VIRGIN FO, SHARES WHY LOSS OF LICENCE COVER IS SO IMPORTANT FOR FAMILIES At the age of 25 I received a phone call telling me that my 31 year old partner of four and a half years had been killed suddenly in an accident.

It’s now 15 years later and it remains as the worst moment of my life.

It turned my whole world upside down in ways that I couldn’t even begin to imagine.

A few years before his death he had mentioned to me that he’d received a phone call from a company trying to sell him life insurance. They had suggested he take out a policy in case anything happened to him. I scoffed at the time and said it was totally unnecessary! Little did I know what the future held for us.

After the initial few days and weeks of organising death notices, funerals, his daughter (who lived with us), work, appointments, rent, bills and counselling, it became obvious that there are a lot of costs involved when someone dies. These are over and above your day to day living expenses.

Having money in the bank meant I could go to work when the loneliness at home was too much to bear, or go home from work when I could no longer function there. I could take long lunch breaks and lie in the garden or on the floor of a colleague’s office when I needed to escape.

I could afford to start kickboxing lessons that helped me manage my grief and anger. I could choose to move to Western Australia when everything got so bad I could no longer remain in my home town. And I could slowly return to my career as an Occupational Therapist, first casually, then part time and finally full time. It also allowed me to pay all the bills that come with death, grief, moving house and later relocating to the other side of the country, without leaving myself in massive debt.

I am now a mother of two children and partner of a Virgin Pilot. I am painfully aware of what it would mean if my partner were to pass away.

While we have some savings put away, I know that it would not last long if I had to cover all the costs associated with a death, as well as pay the mortgage and bills, which won’t just stop if our main income does. I have ensured that we both have life insurance, trauma, total and permanent disablement cover, loss of income protection and a Will.

I’m sure you don’t think anything bad is going to happen to you. Most of us don’t. But it can, and once it’s happened it’s too late to go back and put something in place.

I have spent a few days over the last week with staff from the Australian Air Pilots Mutual Benefit Fund listening to them talking to pilots and partners of pilots about their Loss of Licence Protection and Death Benefit Cover.

I urge you to contact them to ensure you have this cover in place. You may not think you need it.

Maybe you don’t have many expenses or you may think because you don’t have children that it’s not relevant for you. I didn’t have many outgoings at the time my partner died and his daughter wasn’t able to remain in my care, so I also had no children. However, the lump sum that I received was enough to allow me to grieve and move forward with my life, without additional stress, pressure or worry. Doesn’t your partner deserve the same if it should happen to you?

We were beyond fortunate that he had some life insurance through his superannuation, and he was also entitled to workers’ compensation, as he had died on the way to work (a policy that applied as we lived in NSW). While the bulk of the money went into a trust fund for his children, I was entitled to a portion of it as his co-dependent.

This money did not bring him back.

It didn’t stop the sleepless night nor the tears. It did not make my anxiety over things that happened following his death easier to handle.

It didn’t stop me from throwing up every time the phone rang and it didn’t make the red tape and bureaucracy that I faced for the following two years go away.

However, it did give me choices.

www.afap.org.au// 2016// Your AFAP 13

THE

AUSTRALIAN SBAS PROJECT

IAN MALLETT, AVIATION CONSULTANT The Federal Government, in conjunction with New Zealand, recently announced a $14m, 2-year project trial SBAS (Satellite Based Augmentation System) in Australia. The trial extends across a range of industry sectors including Aviation, Maritime, Intelligent Transport Systems (ITS) and Agriculture to name a few.

GPS has proved to be an excellent system and has provided IFR aviation navigation since 1995 in Australia as well as being the basis for ADS-B. However, without further augmentation, it lacks sufficient accuracy and integrity to provide precision lateral or vertical guidance. While using a combination of GPS and IRS does meet these requirements, such systems are not economically viable to be fitted to regional and general aviation aircraft.

The FAA deployed the world’s first aviation SBAS system in 2003 and WAAS as it is known, now provides the basis for some 4000 approaches across the US, Canada, and Mexico.

Other SBAS systems are now in operation in Europe, Japan, Russia and India with more planned across the globe. SBAS or, as they are known, LPV approaches are now replacing many ISL Cat I procedures across the US. All major aircraft manufacturers have announced SBAS receivers in their latest aircraft.

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Australia could soon become the largest land mass in the world without an SBAS, with significant consequences to safety & efficiency in many industry sectors.

Australia could soon become the largest land-mass in the world without an SBAS with significant consequences to safety and efficiency in many industry sectors.

The safety risk is especially apparent in the transport sector. For example, later in 2017, Australia will import its vehicle fleet and most of these will come with inbuilt safety systems that are SBAS dependent.

The ASTRA, the ATM consultation group, recently combined its PBN and Surveillance working groups into a new organisation call the Safety and Efficiency Working Group (SET WG) on which Virgin has representation.

The SET WG then set up an SBAS sub-group to specifically coordinate aviation activities with the Government SBAS project.

The primary goal of the project is to provide to the Federal Government, the justification to fund the deployment of an Australian or regional SBAS that will be of benefit to all sectors and provide a significant safety benefit to IFR navigation especially in regional Australia.

Further information on the project and SBAS generally can be found in the following links: LINKS: • • •

GeoScience: http://www.ga.gov.au/scientific-topics/positioning-navigation/ positioning-for-the-future/satellite-based-augmentation-system FAA: WAAS: http://www.faa.gov/about/office_org/headquarters_offices/ ato/service_units/techops/navservices/gnss/waas/ Europe: EGNOS https://www.egnos-portal.eu/discover-egnos/about-egnos

USES OF SBAS (EGNOS) •

Aviation: EGNOS provides the accuracy needed to help guide pilots both en route and for runway approaches, leading to increased safety in the air for passengers and more efficiency and savings for companies. EGNOS also allows larger passenger aircraft to land at regional airports, which may not have previously been equipped to handle them. Helicopter operations such as offshore, mountain rescue and emergency medical services can dramatically benefit from EGNOS. In particular, EGNOS enhances vertical precision and integrity improving safety, accessibility and efficiency for operators, pilots and helipads across Europe. It leads to a substantial reduction in the decision height, making helipads accessible in poor weather conditions, which makes a significant difference for medical and emergency operations.

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Road: EGNOS is a key tool for better managing land transport in Europe, increasing both capacity and safety, whether by road or rail. Improved positioning accuracy helps companies enhance their transport logistical operations. Public operations, such as police and emergency services, can use EGNOS to improve the speed of their responses in critical situations.

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Agriculture: Precision agriculture refers to the use of satellite navigation sensors, aerial images, and other tools to determine optimum sowing density, fertiliser cover and other inputs. The techniques allow farmers

to save money, reduce their impact on the environment and increase crop yields. EGNOS provides an affordable precision solution for farmers.

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Mapping: Now EGNOS can contribute in growing the use of GNSS in real time mapping solutions by providing free accuracy that is widely available. For many mapping applications the meter level accuracy provided by EGNOS is sufficient. Applications such as thematic mapping for small and medium municipalities, forestry and park management and also for utility infrastructures can benefit from EGNOS.

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Maritime: EGNOS will improve navigation at sea and of inland waterways. It can be used for port operations, traffic control, casualty analysis, offshore exploration and fisheries management.

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Location-Based Services (LBS): Location-based technologies and services embedded in vehicle telematics, personal navigation devices and mobile phones will benefit from the improved accuracy provided by EGNOS. Such precision, to within three metres, will be used for services such as pedestrian applications, locating nearby friends or mobile social networking.

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NORWEGIAN AIR EXPERIMENT JOSEPH WHEELER AFAP AVIATION LEGAL COUNSEL Flags of convenience (FOC) used to just be a creature of maritime operations, whereby Shipowners hunted the globe for favourable tax, labour and regulatory havens to register their fleets.

Yet this practice is increasingly utilised in today's highly competitive and discount-fare commercial airline atmosphere. The traditionally understood concept of aircraft nationality is eroding as a result.

ICAO is even encouraging this practice. If the Air Transport Regulation Panel (ATRP) has its way it will liberalise market access globally in an all-encompassing multilateral air services agreement, that is purpose-built to minimise barriers to starting airline operations and freely expanding them.

NORWEGIAN AIR INTERNATIONAL (NAI) Imagine a carrier which has its parent company based in Norway, but starts an offshoot in Ireland to take advantage of that jurisdiction's laws, which permit contracting in pilots from Singapore and Thailand to operate its international routes.

The Obama Administration’s decision to permit carriers like this one, who are able to undercut the rights of airline workers by selectively yet legally excluding the workers of the airline's national namesake has been vocally challenged by US ALPA and a variety of other labour organisations.

The activity arguably breaches aspects of the Open Skies agreement between the US and Europe. While this paves the way for very low fares on transatlantic flights which NAI can now compete with US carriers on, US ALPA argues that it consequentially encroaches on the interests of US Citizens because US jobs would likely be lost when consumers flock to cutprice deals with which US carriers cannot compete.

In response, the US DOT has claimed that they had no choice but to agree to NAI's foreign air carrier permit application.

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The legal challenge by the unions siding with US ALPA must be watched closely for the sake of US airline workers' rights, but we must also be vigilant so that we can ensure similar situations don't emerge closer to home.

A proposal which could hit close to home is in the midst of development, and it has ICAO Council sanction. If it comes into force, a proposed multilateral agreement threatens to potentially derail and substantially change the landscape for pilots operating internationally.

IFALPA The proposed multilateral air services agreement (MASA) seeks to liberalise aviation markets, leading to lower airfares for passengers through greater airline competition and lower economic regulatory burdens. This proposed MASA has its genesis in a frustrated economic bent held by ICAO - a scratch not properly itched by the signing of the Chicago Convention, which was born without the economic controls and freedoms for airlines that many States sought.

This MASA would liberate aviation markets by essentially permitting air carriers to start up or structure themselves under the NAI model, or rather, let them decide for themselves.

This would mean, for example, if Australia and Thailand were in agreement with the MASA, that an Australian carrier could set up in Thailand crewed entirely by foreign workers under individual contracts. This crew could work under less favourable conditions than Australian workers; and without typical safety regulatory oversight

by CASA as a regular "Australian" airline would be subjected to for a carrier flying into and out of Australia under existing bilateral rights.

What would happen to Australian pilots amidst all of this? In the context of a recognised worldwide pilot shortage the MASA presents one possible solution - but hardly the best one.

IFALPA's Legal Committee and Professional & Government Affairs Committees have their own working group which is observing

the development of this MASA actively. It also guides advocacy to national governments to convince them to either reject MASA, or alternatively, let it be born - but only with suitable labour protection clauses included.

As ICAO wants the MASA up and running in 2017, IFALPA is strongly driving objection to its creation and amassing support and arguments to raise with national governments along the way.

The arguments sometimes stem from unusual places.

Research has uncovered that international maritime (treaty) law has long recognised that the labour conditions of maritime workers are agreed to be an essential aspect of the safety of shipping operations: Art 5(1), Geneva Convention 1958. This Convention is considered to codify customary international law or "unwritten" international law, and can thus be applied to international aviation: the result being that it may well be a breach of international law for states to agree to waive labour protections (or not explicitly deal with them) in any new MASA.

US jobs would likely be lost when consumers flock to cut -price deals with which US carriers cannot compete.

Joseph Wheeler MRAeS is Aviation Legal Counsel for the AFAP, a member of both the IFALPA Legal and Professional & Government Affairs Committees, and the aerolegal and aeropolitical affairs columnist for The Australian

Time will tell if the MASA can be stopped or whether the inevitability of a world of Norwegian-like carriers will characterise the aviation landscape in coming decades, with the associated erosions to air safety that accompany it. The only certainty is that we are working to protect all pilots' interests in this effort.

Your AFAP// 2015 // www.afap.org.au www.afap.org.au// 2016// Your AFAP 17

WELFARE UPDATE CAPTAIN MATTHEW O’KEEFFE & INDUSTRIAL OFFICER CATE LARKINS

Various initiatives have recently been rolled out, including:

The AFAP continues to make giant leaps towards becoming an industry leader in providing welfare support for pilots. Members will have the opportunity to vote for an official Welfare Director in July. The Welfare Director will sit on the AFAP Executive and drive policy initiatives and reforms.

The welfare portfolio currently consists of Cate Larkins as Welfare Coordinator, Captain Matthew O’Keeffe as acting Welfare Director, and a group of Pilot Welfare Representatives who have volunteered their valuable time to assist their fellow pilots.

•

Pilot welfare referral form and procedures: This has allowed for Welfare Representatives to follow up on pilots who they are currently assisting, and for the Welfare Coordinator to be aware of specific requests.

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Pilot Welfare awareness campaign: You may have seen a poster on your company noticeboard displaying your current AFAP pilot representative along with their contact details. There is also a Pilot Welfare pull-up banner that will be displayed at various events to open the topic of welfare for discussion and a new boutique welfare brochure is about to be released.

MAP The Member Assistance Program (MAP) had 29 new referrals last quarter. We encourage all pilots and their families to access this free service provided by your AFAP. MAP provides 24/7 access to a trained occupational psychologist, who the AFAP have specially trained in Aviation-specific issues. MAP is delivered by the psychologists at PeopleSENSE who also provide EAP for Ambulance Australia. The service is totally confidential; from your employer and even from the AFAP. MAP has allowed far greater access to psychologists - the vast majority of those who have used our service have never been to a psychologist or EAP service before. We strongly recommend this service, whether you are experiencing poor mental health, or whether you just want an independent and confidential source to talk over an issue with - no issue is too small.

HIMS

We would like to thank all contributors to the AFAP welfare space, including all those who have shared their very personal stories. There is nothing like hearing from pilots themselves about recovering form addiction and poor mental health and returning to flying- welfare issues are common and they do not have to mean the end of your career!

Pilot welfare representatives are a helpful resource and can give you professional welfare assistance when you need it. Your Virgin welfare reps are Captain Brett Loeliger and Captain Steve Lunn.

We will be conducting another welfare training session in August , so if you missed this opportunity and would like to be involved in assisting your colleagues, please contact the either Cate cate@afap.org.au or Matt matthew.okeeffe@afap.org.au for more information.

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Your AFAP// 2016 // www.afap.org.au

In various forums throughout this year we will be working hard to remove the stigma around mental health and addiction. Since November 2015 the interest in the HIMS initiative in Australia has grown significantly. The AFAP is proud to be a major HIMS supporter, having an active voice on the HIMS management committee.

The Management committee meets bi-monthly with doctors, medical addiction specialists, union representatives and CASA to grow and support the roll out of HIMS here in Australia. There will be an opportunity for all members to learn about the HIMS initiative at an open forum in Sydney in November. The HIMS management committee is also producing an educational.

Some particularly encouraging news from the HIMS program is the first pilot to have used the peer support program has returned to flying. He has actively embraced sobriety and has made an excellent recovery. This year HIMS is continuing to focus on helping pilots with addiction, particularly helping in various practical ways.

Our first in-house HIMS Peer Monitoring Training for our Welfare Representatives is Melbourne on 23 and 24 March 2017. It covers topics such as the Human Intervention Motivation Study (HIMS), the Member Assistance Program, the interaction between mental health and substance abuse issues, preserving positive relationships, and various coping strategies for pilots.

AN EXCERPT FROM

AFAP’S HISTORY BOOK MARY SHEENAN & SONIA JENNINGS; MELBOURNE UNIVERSITY PUBLISHING, 2010

NOBLE (NOBBY) SYDNEY DOUGLAS BUCKLEY President 1947–50 Nobby Buckley embarked on his career in aviation in 1919 when he became a ‘grease monkey’ for a barnstorming pilot at the age of fourteen. However, his formal instruction began in 1935 at the Royal Aero Club of South Australia.

In 1937 Buckley joined Guinea Airways and undertook survey work flying along the Adelaide-Darwin route. Guinea Airways began as a pioneer airline service in the Papa New Guinea highlands but from 1936 commenced services on mainland Australia. The airline operated the first weekly service between Adelaide and Darwin.

Buckley was an excellent pilot with an extensive knowledge of the central and inland Australian air routes. In December 1939 he was captain of a Lockheed Electra flying from Darwin to Adelaide when an engine caught fire. Unable to maintain height, he needed to force-land in the dark in trees adjacent to the railway line about a mile south of Darwin.

Fortunately Buckley and First Officer Ulrich Egerton managed to evacuate the ten army passengers and their bags before the aeroplane was

destroyed by fire. In 1940 Buckley was one of two Guinea Airways pilots sent to Dublin to fly out the company’s new Lockheed aircraft.

Buckley was elected president of the Australian Air Pilots’ Association in January 1947, by which time he was chief pilot of Guinea Airways. In May 1947, on behalf of the association, Buckley made his first attempt at industrial action, serving a log of claims on TAA, ANA and Qantas.

He was a cautious man who did not welcome confrontation and endeavoured to keep the association out of the Arbitration Court, believing there was ‘a right time and a wrong time to force claims’. He was president at a time when many of the older association members were also ambivalent about being involved in industrial action. By the time Buckley retired from presidency in 1950, 80 per cent of members were aged between twentyseven and thirty-three and they were looking for a younger, less cautious leader.

www.afap.org.au// 2016// Your AFAP 19

2017 ELECTED VPF REPRESENTATIVES

George Kailis Capt. B737 VPF Chairman

Rod Aldridge Capt. B737 VPF Vice Chairman

Darren Gray Capt. B777

Richard Hogg F/O B737

Aaron Philips Capt B737

Simon Miller Industrial Advisor BA (Hons), LLB

Stuart Beveridge FO 737 VPF Secretary

Wayne Jericho Capt. B737

Cameron Webb Capt. B737

Darren Smith Capt. B737

Captain Marcus K. Diamond Safety & Technical Officer BscMelb

Joseph C. Wheeler Aviation Legal Counsel MRAeS

David Booth Capt. B737

Joseph Kirchner Capt. E190

Patrick Larkins Senior Industrial Officer LLB (Hons)

Captain Peter Gardiner Technical Director

Vaughan Bradshaw FO B737

Brett Loeliger Capt. B737

James Mattner Senior Industrial Officer

Emma Young Marketing & Communications Manager BBA IBUS

Andrew Carson Capt. B777

Michael McGinnis FO 737

James Lauchland Senior Industrial Officer LLB/BComm

Danielle Roberts Marketing & Communications Assistant BA Journalism

Special thank you to all Virgin Group Pilots who wrote for this publication.

Chief Editors: George Kailis, Rod Alridge, Brett Loeliger & Steve Lunn Deputy Chief Editors: Emma Young, Serena Seyfort & Danielle Roberts Contributors: Rod Aldridge, Stuart Beveridge, David Booth, Deanna Cain, Marcus Diamond, Wal Gowans, George Kailis, Patrick Larkins, Simon Miller, Steve Lunn, Brett Loeliger, Serena Seyfort, Joseph Wheeler, Emma Young Designed by: Emma Young & Serena Seyfort

AUSTRALIAN FEDERATION OF AIR PILOTS LEVEL 4, 132-136 ALBERT ROAD SOUTH MELBOURNE VIC 3205 T: 03 9928 5737 W: AFAP.ORG.AU E: ADMIN@AFAP.ORG.AU 20

Your AFAP// 2016 // www.afap.org.au

The views expressed in this journal in any article, letter or advertisement are not necessarily those of the Australian Federation of Air Pilots. The material in this publication may not be reproduced without the express written permission of the AFAP.