Your AFAP | Edition 3 | 2016

www.afap.org.au

Edition 3 || 2016

afap your

A Journal for Virgin Group Pilots

ROGUE DRONES, TIGERAIR EBA VOTED UP, IFALPA ASIA PACIFIC MEETING

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WELCOME TO

YOUR AFAP I would like to take the opportunity to welcome the new council members to the Virgin Pilot Federation (VPF) following our recently contested election. I look forward to working with you all in the forthcoming two year tenure as Chair of the VPF. The fact this was again a contested election was heartening and reinforces the strength of the AFAP membership within Virgin.

I would also like to thank outgoing VPF members Capt Wal Gowans Jnr, Capt Scott Edwards, Capt Steven Lunn and Capt Rowly Hipwell for representing your fellow colleagues in what is often a thankless task completed in in your own time. We hope to see you back on the VPF sometime in the future.

Finally, thank you to Capt Rod Aldridge for his contribution as Chairman over the last 2 years.. Rod has decided to step down and take the position of Vice Chair to support me in the role of Chair.

It is important to ensure our members understand the role of the VPF. The VPF is an elected body that has responsibility and autonomy within the AFAP over policy decisions affecting Virgin pilots. The Committee is often tasked to consider, discuss and vote on issues that affect our Virgin membership. There are times when issues present themselves at very short notice or under the pressure of an EBA situation which requires a quick response and in these situations a VPF meeting is convened, and if a quorum is established a vote is held and the outcome is minuted.

The decisions of the VPF will not always be universally accepted by the membership. However the VPF members are accountable to members every two years when an election is held and at this time all members have the opportunity to stand for election and directly participate in decision making.

In recent times, things have been busy for the VPF members, your EBA negotiating teams and the industrial staff. There have been a number of issues that have required attention that have significantly affected the membership. These include, but are not limited to, the Ejet decommissioning and policy document formulation, the Wide Body EBA negotiations, negotiating a Narrow Body EBA interim pay rise, ICAO age 65 issues and continued work on the HIMS and AFAP membership welfare programs.

VPF members are also engaged in pursuing industry safety issues affecting pilots through AusALPA (see below), lobbying government on issues such as Drones/RPAS and Lasers.

On 18 November, the Tigerair pilot group voted in favour of integration onto the Virgin Group Pilots list. This vote is a welcomed result for both the Virgin and Tiger pilot groups, as it will ensure reciprocal access to opportunities in both operations are available based on a pilots position on the Group Pilots list into the future.

We have seen recent benefits of integration such as providing pilots affected by the decommissioning of the F50 fleet at VARA with access to other roles in the Group and ensuring no

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involuntary redundancies.

Tigerair integration has involved a lot of hard work and I would like to thank the Chair of the AFAP Tigerair Pilot Federation (TPF)Captain Michael Mac Namara and his fellow council representatives for their unwavering support, input and contributions to the construction of the Deed, which was instrumental in the success of this proposal.

In early November, some of your VPF Reps attended the IFALPA Asia Pacific Meeting in Sydney as part of the AusALPA delegation.

AusALPA is Australia’s IFALPA representative body of which the AFAP and AIPA are joint members. The AFAP invited Dr Powell, Virgin Australia’s company doctor to present to this meeting on the subject of pilot mental health. There were also updates from other member associations of IFALPA who presented.

In October, Capt Rod Aldridge, Capt David Booth, First Officer Stuart Beveridge, Capt Wal Gowans Jnr and I represented Virgin Australia’s AFAP membership at the 57th Annual AFAP Convention where the newly formed Tigerair Pilot Federation was formally added to the AFAP’s structure.

As part of Convention we also attended the MBF Annual General Meeting where all 9 Pilot Trustees were in attendance to discuss the Annual Financial Report and field questions from the membership. Convention is the governing body of the AFAP and our attendance ensured the VPF had a vote and direct influence over any changes to the AFAP rules and union policy. The Convention provides an opportunity for the VPF to draw and learn from the experiences of the various other AFAP councils such as Jetstar, Eastern, Sunstate and Rex. Finally, you may have already read about the AFAP’s recent success in two court cases that have an effect on all pilots in Australia. First the AFAP’s successful appeal to the Full Bench of the Fair Work Commission concerning the CHC Helicopter redundancy hearing, which ensures redundancies are effected based on order of seniority. Second the the Full Federal Court decision against Regional Express, which affirms the AFAP’s ability to represent the industrial interest of pilots without the need for individuals to put their names to the proceedings.

These cases and our affiliation to IFALPA highlight the benefits of the VPF being part of a wider reaching union which can make contributions which influence the whole industry.

With the uncertainties of what may come from the new Virgin Australia Board restructure and the ”better business” phase of the airline, your VPF will endeavour to represent and guide the membership through these uncertain and turbulent times. I look forward to representing you as Chairman of the VPF and I welcome input from you all during my period as Chairman.

As always, it’s “Your AFAP”.

Regards Captain George Kailis VPF Chairman

ROGUE DRONES AND LAX REGULATIONS: AN UPDATE ON THE AFAP’S LOBBYING AGAINST RECENT AMENDMENTS TO THE CIVIL AVIATION SAFETY REGULATION PART 101 CAPTAIN MARCUS DIAMOND AFAP SAFETY & TECHNICAL CONSULTANT As you may be aware the AFAP and AIPA (as AusALPA) have been lobbying Canberra against the relaxation of remote piloted aircraft (RPA) legislation. These exemptions allow commercial operators to fly drones weighing less than 2kg with much reduced regulatory -requirements.

In conjunction with air traffic controllers (Civil Air) and certified drone operators (ACUAV), AusALPA have successfully highlighted the safety concerns with Senator Xenaphon’s team who have forced a parliamentary review of “drone” regulation.

There have been approximately 151 drone Air proximity events reported in the last 12 months. These reports are not readily visible on the ATSBs website. The AFAP believes that these events should be analysed and transparently reported by the ATSB. It is not clear that the growing number of unauthorised drone incursions was assessed by CASA when CASR 101 was relaxed recently. We believe that the ATSB needs to be actively monitoring and publicising the drone threat.

AFAP president David Booth was quoted during a press event and said “flying operations at Sydney Airport had been restricted twice in the past month when drones were spotted nearby.

“It is not a nice feeling knowing that this drone is in your airspace. You don’t know where it’s being controlled from, you don’t know where it’s going,” A drone was seen at 12,000ft north of Sydney, leading to a hazard alert by Air Traffic Control and to aircraft moving away from their planned flight path.

“Another pilot I know had a near miss with

a drone at 1000ft at the Gold Coast airport.

How many other events have occurred that we don’t know about?”

A 2kg drone colliding with a plane travelling at up to 400km/h or hitting a helicopter’s tail rotor could cause catastrophic damage.”

Australian Certified UAV operators’ president Joe Urli said the changed rules allowed people of any age to fly drones up to 2kg without any training, insurance, registration or certification.

“These changes will open Pandora’s box in terms of new dangers for airlines and the general public.” he said.

The risk of a collision between an airliner and an unmanned aircraft is ¬increased significantly, since the new regulations

came into effect. CASA estimated that the 700 certified drone operators, all who were licensed and trained, would grow to a figure of 2000 commercial operators by the end of the year, in reality we now have almost 12000 untrained, unregistered commercial drone operators plus hobbyists in the national airspace.

The previously certified and responsible commercial operators can no longer compete, having cumbersome CASA overheads and additional AAUS standards to comply with.

These professionals are starting to throw in the towel. By introducing these relaxations to commercial use of sub 2kg drones, CASA may very well wipe out the experienced, responsible and safe operators whilst encouraging a proliferation of new unlicensed, untrained and unaware drone operators.

Researchers at Virginia Tech have modelled the predicted results of collisions between small drones and airliners. This graphical sequence shows the catastrophic effects on an engine with a titanium alloy casing.

The remaining half of the quadcopter is ingested and is struck by a second blade; stress increases as parts of the blade hit the casing; loss of blade mass exacerbates the imbalance and stress.

Damage spreads to a third blade; the imbalance worsens; pieces of the drone are now impacting the casing.

The quadcopter is obliterated; three fan blades are catastrophically damaged; the remaining blades contact the casing stress grows, shown in red, but the casing holds.

The titanium alloy casing is significantly deformed.

Like our international associates at IFALPA the AFAP argue that drone operations must be safely integrated into our Airspace. AusALPA, the air traffic controllers and certified drone operators are collaborating on a submission for the governments Drone safety review. Our submission will outline more stringent regulations being enacted under USA, Canadian and European regimes. www.afap.org.au// 2016// Your AFAP

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WIDE BODY UPDATE PATRICK LARKINS, DEANNA CAIN & SIMON MILLER AFAP INDUSTRIAL TEAM

WIDE BODY EBA CLOSING IN ON A VOTE After three years of negotiations the Company has tabled to the unions its final offer and is committed to releasing a Wide Body EBA to A330 and B777 pilots for consideration by Christmas.

The AFAP Wide Body negotiating team has not agreed to the Company’s offer.

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The Company is working towards a vote early next year, as the Wide Body EBA is needed to facilitate the introduction of the Abu Dhabi, Hong Kong and Beijing flights for the A330, intended to commence in June 2017.

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The Company needs pilots to agree to amend the current A330 work rules to allow for augmented crew provisions and longer international trips. Without these changes the Company will not be able to perform the new international flying efficiently.

The key elements of the Company’s offer include: • 3 year agreement, with 2% increases each year; • Introduction of a new credit system, including a “minimum

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credit guarantee”, ensuring pilots receive a minimum of 5.5 hours credit per day of a flight pairing towards the overtime threshold of 82.5 hours over 28 days (165 hours over 56 days).

Priority for pilots on both the A330 and B777 to access positions on any replacement wide body fleet; One off base proposal, where Wide Body pilots can relocate to their preferred base; Business class seat for positioning, where greater than 3.5 hours and prior to a Late Night Operation.

Work rules amendments for the A330 to facilitate international flying, including A330 pilots moving to composite reserve and flying rosters with credits for standby.

ATO allowances for all international ports

While the Company has stated the above is the best offer it can make, it wants to hear from the unions as to what it will take to have the unions recommend the final package to members. It is in all the parties’

interests to explore every option to get an agreed document out to vote that will allow the international flying to commence.

To this end, the unions will spend time reviewing the details of the proposed EBA and a final meeting is convened for the week prior to Christmas. The AFAP, in conjunction with VIPA will be providing a written response to the Company identifying areas which require improvement in order to have the unions support the document, based on feedback from members.

In the event the AFAP elect not to support the offer the Company still intend on releasing the document for a vote by A330 and B777 pilots in January 2017.

The AFAP will continue to provide detailed updates on the Company’s offer and proposed Wide Body EBA. The AFAP negotiating team will also conduct road shows in early 2017 to provide a detailed explanation and analysis of the final document prior to members voting.

NARROW BODY UPDATE PATRICK LARKINS, DEANNA CAIN & SIMON MILLER AFAP INDUSTRIAL TEAM INTERIM PAY INCREASE During the latter half of this year it became obvious that the narrow body EBA negotiations were hindered by a lack of company resources and overshadowed by a myriad of other projects and changes taking place in the business over the next 12 months.

Accordingly the AFAP negotiating team formally wrote to the Company to propose the payment of an interim pay increase for all narrow body pilots to give it some breathing space to focus on other initiatives for the remainder of this year.

The Company has recently agreed to pay all narrow body pilots a 2% pay increase, back paid to the first pay period after 1 July 2016. Significantly, in return for this increase the Company is not seeking any increased productivity or concessions to the current Short Haul EBA, meaning that until a new agreement is negotiated narrow body pilots will continue to enjoy all of their existing conditions.

The AFAP, VIPA and the Company have entered into a formal agreement confirming the terms of this interim increase. This agreement includes a formal undertaking by the unions that no industrial action will be taken prior to 30 June 2017, and a commitment that narrow body negotiations will resume in April 2017 with the aim reaching a new agreement by 30 June 2017.

The AFAP believes this is a good result for the pilot group in the current environment, particularly where up until now the Company has consistently maintained any salary increases are to be offset by productivity. Further, the pause in the negotiations will allow the Company to catch its breath and return to the negotiating table with more accurate and credible data/information. This will ultimately result in a more stable and sustainable EBA for narrow body pilots in the future.

AFAP WINS WDO PAYMENT DISPUTE ON BEHALF OF MEMBERS AFFECTED BY VOLCANIC ASH The AFAP successfully represented a number of affected members in the Fair Work Commission over the Company’s refusal to pay Work Day Off (“WDO”) payments to pilots stranded in Bali on their rostered days off during last November’s Volcanic ash event, which led to mass disruption to services in and out of Denpasar.

The Company’s initial position was that crew would be compensated by having replacement DDO’s rostered in a future roster period in lieu of a WDO payment, as pilots had not technically performed any ‘duty’ on a DDO. The AFAP argued that there was no provision in the Agreement for replacement days off to be provided to pilots in lieu of a WDO payment and that the company should pay pilots for all DDO’s that were impacted while stranded in Bali.

Attempting to settle the dispute, the Company offered pilots the option of cashing in any replacement days off that had not yet been allocated in return for a WDO payment. However, any replacement days off that had already been provided could only be ‘cashed in’ for a WDO payment if a pilot agreed to relinquish the equivalent DDO(s) in future roster periods.

A number of AFAP members refused to accept this settlement proposal put forward by the Company on the basis that they were seeking a WDO payment(s) for all affected DDOs in DPS without being required to relinquish any DDO’s in future roster period, consistent with the terms of the EBA. The AFAP subsequently pursued this matter in the Fair Work Commission, and the matter was successfully resolved at conciliation in favour of the affected members. This meant that the applicant pilots were paid for all the DDOs that were forgone whilst they were in Denpasar; and significantly they did not have to relinquish any replacement days off that had already been provided by the Company.

This is a great outcome for the AFAP and its members.

E190 DECOMMISSIONING Your VPF representatives and AFAP E190 Project Team representatives have continued to be actively involved in ongoing consultations with the Company in relation to the decommissioning of the E190 fleet, which is projected to be completed in early 2018.

An E190 Policy document has now been agreed and distributed to pilots which covers issues around the bidding process, freeze periods, access to relocation assistance, training course assignments etc for pilots transitioning from the E190 to the B737. This Policy Document has provided clearer and definitive guidance to affected pilots.

There has been two bid imports since the commencement of the decommissioning process and already it is encouraging to

see that 53 E190 Captains and 51 E190 First Officers have been awarded positions on the B737 in their existing rank, and another 11 E190 pilots awarded positions on the A330 out of a total of approximately 170 E190 pilots. The next bid import will take place in February next year and we expect all remaining E190 pilots will be awarded a position on the B737 (unless bid for other type), albeit not necessarily in their existing base or rank.

While the outcomes to date have been very positive for E190 pilots, we are conscious that as near the end of the process not all E190 pilots will be able to achieve their preferred position, and this may cause considerable personal and financial stress for individuals. The AFAP will continue to work closely with the Company to ensure that we can, to the extent possible, minimise any adverse impact on the remaining E190 pilots. www.afap.org.au// 2016// Your AFAP

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VARA UPDATE PATRICK LARKINS, DEANNA CAIN & SIMON MILLER AFAP INDUSTRIAL TEAM

PROPOSED TRANSFER OF ATR ROCKHAMPTON FLYING TO ALLIANCE The VARA ATR operation has been facing the combined impact of increased attrition, difficulties with recruiting in a competitive environment and resource restraints within its training department. The net result is that the ATR operation is under crewed to perform its current flying.

The consequence of this on the line has been greater duty hours, reduced access to annual leave and an overall decrease in lifestyle for ATR pilots.

The Company, recognising this is unsustainable, has proposed the AFAP agree to all ATR Brisbane to Rockhampton services transferring to Alliance aircraft from early next year.

The above proposal comes on the back of the AFAP agreeing to wet lease the ATR Emerald flying to Alliance in April this year.

The decision to agree to the wet lease

the Emerald flying created significant concern amongst the ATR pilot group, and the proposal to outsource further ATR flying is contributing to a rising level of uncertainty amongst the ATR pilot group regarding the ATR’s long term viability.

While the AFAP ATR pilot committee was tempted to refuse the transfer of the Rockhampton flying and let the Company sort out its own mess, the elected pilot representatives recognise their role is to work proactively to ensure the long term viability of the ATR operation and job security for the ATR pilot group.

The AFAP see an opportunity out of this proposal to enhance lifestyle and short term career progression opportunities for ATR pilots. Given that Australian based B737 FO positions are now available to VARA pilots, one concern is the Company will seek to hold pilots on the ATR until they address the under

crewing issues.

To ensure access to B737 positions, the AFAP has proposed to Virgin a process where VARA pilots can be awarded a position and allocated a course as part of the current B737 training plan, which would be for late 2017 or early 2018.

If the Company agree to this process it would allow ATR pilots to be assured of their position on the B737 (and not bypassed by pilots lower in Group seniority) while ensuring the Company has sufficient time to recruit and upgrade pilots so as not to compromise the ATR operation.

The Company has expressed confidence in working out an agreement along these lines. Before any final agreement is reached to transfer the Rockhampton flying to Alliance, the AFAP will be surveying VARA members to determine if a majority support the proposal.

ATR FLEET UPDATE On the initiative of the AFAP ATR Committee representatives, Virgin recently commenced fortnightly ATR fleet updates.

The meetings are intended to provide AFAP pilot representatives with detailed communications from the Company regarding the decision to 6

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reduce the fleet to 8-10 aircraft.

no need to reduce crew numbers.

The Company recently reaffirmed its commitment to the ATR fleet long term and also that no forced redundancies will result from the reduction in the fleet. Given the current under crewing, even if the 6 ATR frames were withdrawn tomorrow, there would be

The priority for Virgin is to recruit into vacant ATR FO positions, with 15 additional FOs planned to be brought online by early next year. However this recruitment is proving challenging, given Qantas and overseas operators are recruiting heavily.

WESTERN AUSTRALIA MEETING Our Women’s Network Meeting in Perth on 25 August was attended by Rebecca Burt, Louise Pole and Karen McNally.

ASSERTIVE MANAGEMENT TRAINING Our second Assertive Management Training Course held in Brisbane on 5 August was again a great success.

The day was facilitated by international communications specialist Karen Phillips.

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

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SAFER SKIES AHEAD THREATENED

BY AIRLINE INDUSTRY LOBBY JULIAN SMIBERT SAFETY & TECHNICAL CONSULTANT Pilot fatigue is today widely understood to be one of the greatest risks to air safety.

It has been recognised as being a major contributory factor in many air crashes throughout the world. As the regulations that apply to the majority of Australian air operators originated over 50 years ago, they do not reflect the considerable advances science has made in understanding fatigue over that time. These rules (known as the CAO 48 Standard Industry Exemption) fail to provide pilots with protection against being rostered unduly fatiguing shifts.

The rules that currently apply fall well short of the protections afforded to European and American airline passengers and pilots.

The Civil Aviation Safety Authority implemented new rules on pilot fatigue in 2013. These rules were originally legislated to come into effect for existing operators in 2016. The new rules were drafted after extensive industry consultation and based on the latest knowledge gained though the global consensus of fatigue science.

The rules are not perfect. There are inadequate protections for crew called out for long duties after being on standby for extended periods of time. Concerns have also been raised that allowing operators to exceed prescribed limits using an FRMS is too much of an open-ended concept, and could be abused by the unscrupulous.

As imperfect as they are, the new rules are a considerable improvement over the current outdated regulations.

Now as a result of industry lobbying, introduction of the new rules has been

delayed for another year- until May 2018.

This is after CASA already granted operators a 12 month reprieve from implementing the new rules last year. Industry lobbyists including the RAAA, are now mounting a campaign to have the new rules further delayed or even repealed.

The RAAA argues that the old rules are adequate and that the industry can be relied upon to ‘self manage’ pilot fatigue risk through companies’ internal systems.

The only way to manage pilot fatigue is by providing pilots with decent rosters that are not unduly fatiguing. Decent rosters cost money. Many airlines are run by business professionals who do not understand pilot fatigue but do understand cost control. In such organisations pilots’ rosters will be optimised to save the airline money, with fatigue risk being a secondary consideration at best.

To be clear, many Australian operators do the right thing when it comes to managing pilot fatigue. They work genuinely with pilot representatives and unions to mitigate against the risk of fatigue.

However not all Australian operators recognise pilot fatigue in this way. Some seem to see the legal limits as targets and push their pilots to operate shifts they know to be fatiguing. These operators see the concept of an FRMS as a way to maximise pilot flight and duty times rather than mitigate the fatigue risk For example, a major Australian airline that claims to have a FRMS currently rosters its pilots to fly across the continent and back

through the night. These flights typically require pilots to report for duty late afternoon or early in the evening, fly across the continent, turn the aircraft around and fly home, arriving in the morning.

Typically, pilots will struggle to sleep prior to these duties and will often have been awake for over 20 hours when they have to complete the approach and landing at their final destination. Fatigue science tells us that a person who has been awake for this long will have a level of performance impairment equivalent to a blood alcohol content of 0.10%.

If you were driving a motor vehicle this would amount to mid range drink driving.

This same operator engages in similar rostering practices with its international operations. They do not provide a relief pilot unless absolutely necessary, and when they do roster a relief pilot do not provide an adequate rest facility.

Despite numerous internal fatigue reports highlighting these risks, nothing has changed.

These are very similar rostering practices to those used by Fly Dubai, and while the cause of the catastrophic crash in Rostov-on-Don in Russia has yet to be determined, fatigue is considered to be likely contributory factor.

All the hallmarks present at Fly Dubai exist in Australia however the RAAA argues that Australian airlines are safe because they haven't had a fatigue related crash. Fly Dubai was also considered safe until the minute before the crash.

In such companies pilots feel pressured to keep quiet about fatigue. Pilots have been sacked for speaking out about safety concerns. Others have been told by their managers to “Toughen up Princesses! You’re not fatigued- you’re tired and couldn't be bothered going to work!”

The only safe solution is to have sound regulatory limits to flight times based on scientifically validated principals. These rules need to apply to all air operators and to be managed by a diligent and independent regulator.

Those operators that can prove to the regulator that they have a pro-active approach to fatigue management still have the opportunity to apply for an FRMS under the new regulations. This will allow them to exceed some of the limits provided in the regulations as long as they have provided appropriate mitigators to ensure an at least equivalent level of safety.

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UNHAPPY AMERICAN PILOTS TO PUSH UNION SWITCH AFTER FIVE DECADES MARY SCHLANGENSTEIN A group of American Airlines Group Inc. pilots is preparing a push to give up their 53-year-old independent union and join the larger Air Line Pilots Association, after peers at rival carriers secured tentative contracts with better pay and benefits.

Resolutions calling for creation of an Allied Pilots Association committee to evaluate the issue will be introduced in at least two pilot bases over the next two weeks, according to interviews with aviators supporting the change. The proposals could go to the union’s board for approval, with the goal of merging APA into ALPA, they said.

Frustration has been building over the past two months among APA members after pilots at Delta Air Lines Inc. and Southwest Airlines Co. agreed to tentative terms that would boost their compensation above that in a contract American aviators reached last year. If Delta pilots approve their accord, a provision in United Continental Holdings Inc.’s labor agreement would increase pay at that carrier to the same rates. United Parcel Service Inc. and FedEx Corp. aviators also have gained new contracts since last year.

“There’s a well-founded belief that APA, as an independent union, underperforms,” said Mitch Vasin, an American first officer based in Phoenix. “It can’t compete with a national union with the resources and political connections and the size of ALPA. This has been at a simmer, and when the Delta pilots reached their tentative agreement, it turned the heat up a lot.”

‘SIMPLY UNACCEPTABLE’ Supporters of the merger also say APA’s structure, with a 22-member board, makes reaching consensus difficult and slows decisions.

While ALPA represents Delta, United and FedEx pilots, Southwest and UPS have independent unions similar to APA. “Our pilot compensation will soon likely rank a distant fifth or sixth in the industry,” APA President Dan Carey told the union board last week. “As the largest pilot group in the world, employed by the most profitable airline in the world, that’s simply unacceptable.”

Carey told members “it’s time to have the debate” about closer ties to the larger union, although he didn’t call for a combination. The two unions have worked together in the past, including APA’s use of an ALPA expert in contract negotiations.

“We believe that all pilots would greatly benefit through single representation,” Tim Canoll, ALPA president, said in an e-mailed statement. “With a strong, unified voice, pilots would be even better positioned to secure valuable improvements to advance our profession and further strengthen aviation safety and security.”

FORGOTTEN REASON APA represents 15,000 pilots from four carriers that have merged into one since 2001: American, US Airways, America West and TWA. ALPA has more than 54,000 pilots at 31 airlines in the U.S. and Canada. APA split off from ALPA in 1963, and “pretty much everyone has forgotten any reason why,” said Mitch Groder, an American first officer based in Philadelphia.

Some pilots oppose the return to ALPA out of concern that dues would rise and that the bigger national structure is inefficient. Also, the larger union represents regional airline pilots, whose interests don’t always line up with those of the bigger carriers.

Exclusive insights in your inbox, from our technology reporters around the world.

Joining ALPA would provide many benefits, advocates say.

Besides gaining lobbying clout in Washington on regulatory, safety and security issues, it would give American pilots access to the larger union’s legal, economic, financial and other experts. A stronger ALPA could take on issues like overhauling the federal law governing airline labor and how union contracts are treated in bankruptcy, said Neil Roghair, a former APA vice president who advocated a merger when he left office in February.

American pilots also could influence ALPA, he said in an online posting, noting they would account for more than 20 percent of the combined union’s total membership.

“The debate ought to happen,” said Vasin, the American first officer. “If it doesn’t go through, at a bare minimum we can identify things that can be changed at APA to make it better.”

This article has been reproduced from Bloomberg Technology (www.bloomberg.com)

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

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IFALPA ASIA/PACIFIC REGIONAL MEETING FIRST OFFICER STUART BEVERIDGE AusALPA hosted the twice-annual IFALPA Asia/Pacific (APAC) Regional Meeting in Sydney on 1st – 3rd November. Eleven AusALPA representatives from the AFAP and AIPA attended as well as pilot representatives from member associations all around the region: New Zealand, United States, Thailand, Singapore, Indonesia, Sri Lanka, Bangladesh, Japan, South Korea, and China.

It was once again clear that, despite some differences in our nations, cultures, and operating environments, our associations and members all face similar issues at various levels – fostering just and reporting cultures, difficulties at airports and airspace, the global explosion of RPAS use, and pilot fatigue. At this meeting all representatives were able to share their challenges and possible or working solutions, and flag major issues that

required higher attention through national regulators right up to ICAO representation. Pertinently to Virgin pilots, ongoing issues with Chinese airspace management was discussed at length.

Information on this will be shared with Virgin Australia Flight Operations, as the issues faced operating in Chinese airspace are both complex and unique. This includes a “demerit point” system used by the regulator CAAC, as well as delays stemming from widespread coverage of military airspace.

Acting IFALPA President Ron Abel also briefed the delegation on IFALPA’s global efforts to mitigate a push for multilateral “open skies” air service agreements within the ICAO Air Transport Regulation Panel (ATRP). These have the potential to send global aviation down the path of the shipping industry: the “flag of convenience” model where an airline of one country, employs crew from another country under their labour laws, with safety regulation and oversight carried out by country yet another, without the need for it to operate into any of these. AusALPA is monitoring this issue closely and our Aviation Legal Counsel, Joseph Wheeler will be attending the next IFALPA ATRP Strategy meeting in Bogota in late November.

The next APAC Regional Meeting will be held in May 2017 at IFALPA Convention in Montreal, followed by a hosting by the Indonesian pilot association in Jakarta in late 2017.

Contact AFAP Safety & Technical (technical@afap.org.au) for more details.

L-R SO Alexander Dunbar (AusALPA AGE Chair & IFALPA AGE Vice-Chair), Capt. David Booth (AFAP President & AusALPA VicePresident), Chinese ALPA representative Capt. Tony Shen, and FO Stuart Beveridge (AusALPA AAP & HUPER Vice-Chair) in Sydney.

Capt. Sun Joon Park (ALPA Korea) presents an award to Capt.

Masahiko Nakazaki (ALPA Japan) thanking them for their assistance lent to a Korean member pilot involved in an accident in Japan in 2015.

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2016 Delegates

PACDEFF & AAVPA SYMPOSIUM FIRST OFFICER STUART BEVERIDGE On 7- 10 November the annual Pacific & Australasian CRM Developers & Facilitators Forum (PACDEFF) and the biennial Australian Aviation Psychology Association (AAvPA) Symposium was held in Adelaide. The event combined two of the biggest human factors events in the region, and the AFAP was again a major sponsor.

The event featured expert speakers from around the world, as well as the new ATSB Chief Commissioner Greg Hood. The latest research and industry applications was presented in areas such as automation, pilot monitoring, training and assessment, and mental health. Additionally, AFAP representatives Capt. Matt O’Keefe and Capt. Julian Hipwell (National Council) presented the latest on the development of the HIMS program to the forum.

AusALPA representatives FO Christian Antoniak (AIPA), Capt. Esther Veldstra (AFAP) & FO Stuart Beveridge (AFAP)

Across the presentations was the overlying theme that the industry is increasingly being driven by technology advances, rather than safety or even economic need. This is evident in many facets of aviation,

including the increasing use of drones, and the increase in automation of piloting tasks. It is clear among both professionals and academics alike, that this trend needs to be watched closely and guided in order to maintain air transport’s enviable safety record.

The attendance of AFAP & AusALPA representatives at these events ensured that the views and perspectives of our profession remain at the forefront, and that we continue to be informed of industry trends.

In addition to the HIMS presenters, AusALPA was represented by FO Stuart Beveridge (AFAP, Virgin Council), FO Christian Antoniak (AIPA), FO David Mogford (AIPA), Capt. Esther Veldstra (AFAP, National Council) & AFAP Industrial Officer Cate Larkins.

Anyone interested in the extensive content presented at the event is encouraged to contact VPF Safety & Technical representative Stuart Beveridge (stuart.beveridge@afap.org. au).

JOIN Do you have an interest in improving aviation safety, and advocating for your profession?

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The Australian Air Line Pilots Association (AusALPA – a partnership between AFAP and AIPA on Safety & Technical matters) needs representative pilots to ensure the pilot perspective remains keenly considered by regulators, government and industry.

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AusALPA Safety & Technical specialised committees comprise: •

Accident Analysis & Prevention (AAP)

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Aircraft Design & Operation (ADO) Airport Ground Environment (AGE) Air Traffic Services (ATS) Human Performance (HUPER) Security & Dangerous Goods (SEC/DG)

You don’t need any special qualifications to be a representative, although you might pick some up along the way. As a working pilot, you can already provide valuable input and perspective that cannot be replicated from elsewhere.

While being a representative is a volunteer undertaking, it can consist of as little as 2-3 days a year, and expenses incurred in the course of duties are covered.

Being an AusALPA representative is a personally rewarding undertaking, as well as a real opportunity to influence the continued improvement of aviation safety and professional standards. For more information or to get involved, please contact AFAP Safety & Technical (technical@afap.org.au), or your Virgin Council Safety & Technical rep FO Stuart Beveridge (stuart.beveridge@ afap.org.au).

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

TIGERAIR UPDATE PATRICK LARKINS, DEANNA CAIN & SIMON MILLER AFAP INDUSTRIAL TEAM

TIGERAIR PILOTS APPROVE INTEGRATION PROPOSAL A majority of the Tigerair pilots (91.3% of pilots voted with 65% of Tiger pilots voting in favour) have recently voted in favour of a variation to their existing EBA which incorporates the terms of the Integration Deed agreed between Virgin, Tigerair and the unions earlier this year.

This is a welcome result for both pilot groups and means that Virgin pilots will have direct access to opportunities at Tigerair in the future (behind existing Tigerair pilots) based on their GDOJ. Similarly Tigerair pilots will join the bottom of the Group Pilots’ List and be provided reciprocal access to vacancies within the Virgin Group, based on their position on the Group Pilot’s List (GDOJ of 8th April 2016 for existing Tigerair pilots).

Due to the current resourcing constraints and extensive training plans at both operations, the integration arrangement will not ‘practically’ take effect until July 2018. After this time any Tiger vacancies that are not filled by existing Tigerair pilots will be advertised to the Group. This will provide Virgin pilots access and they must be released to these positions in accordance with their GDOJ. Similarly, Tigerair will be obligated to release pilots to the vacancies they are awarded in other parts of the Group consistent with the integration terms incorporated into the Tigerair EBA. Importantly after July 2018, external recruitment of pilots into the Group or into Tigerair can only occur once the pool of suitable internal candidates across both the Group and Tigerair has been exhausted.

In the meantime, any vacancies at Tigerair that are not filled by existing Tiger pilots can only be offered to temporary contract pilots, who will have a contract termination date no later than 1 January 2019.

The use of contract pilots to fill the void until Virgin pilots can be released or until existing Tigerair pilots meet the upgrade criteria, while negatively perceived, will ensure that progression opportunities for Virgin and existing Tigerair pilots within Tigerair are not lost indefinitely as they would be if Tigerair engaged permanent pilots to fill these vacancies.

Additionally, a contract pilot may only remain beyond 1 January 2019 where the pool of suitable Virgin Group and Tigerair pilots has been exhausted.

In such circumstances, the contract pilot could only be offered permanent employment as a First Officer and their Group Date of Joining would be the date they commence permanent employment. This ensures that contract pilots cannot stay in permanent Line Captain roles at the expense of existing Tiger and Virgin pilots.

While securing Tigerair integration for Virgin Pilots required the unions to agree to a degree of flexibility in existing job security provisions, the VPF believes that access to future career advancement opportunities at Tigerair is in the long term interests of the pilot group. Equally, the TPF support the integration of Tigerair pilots onto the Group Pilot’s List as this will provide all Tiger pilots with enhanced career opportunities and job security in the future.

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MBF TRUSTEE SPOTLIGHT FIRST OFFICER SIMON BROWNSCOMBE

MBF DIRECTOR SIMON BROWNSCOMBE SHARES HIS EXPERIENCE AS A CLAIMANT. In my 35 years of flying, I have experienced two separate medical leaving me temporarily unable to fly.

FIRST EXPERIENCE: 1994

SECOND EXPERIENCE: 2007

At 33 years old and with no prior medical history, my eyesight standard started failing, resulting in the suspension of my medical. At the time I had recently joined Skywest Aviation and had no other source of income, no sick leave and no accessible savings once I had paid for my medical costs.

9 years ago I had a significant fall from a roof, breaking my left arm in 8 places, requiring two operations and five months in plaster. The accident occurred after 13 years with Qantas, and this time I had substantial annual and sick leave accrued. However, this ran out after six months into my recovery and once again I required financial assistance to get me through a total of nine months of rehabilitation.

With no prior symptoms or warning about the medical condition I found myself without an income and a young family to support. Luckily I had been a member of the MBF for five years and they supported me financially throughout my treatment and time off work.

It took nine months of treatment before I could resume flying and it wasn’t until many years later that cause of the illness was diagnosed.

This also proved to me how important it is for pilots to maintain adequate financial protection throughout their aviation career. I have learnt the hard (and painful!) way that you can never anticipate when you may find yourself unable to work and struggling to pay your bills.

The MBF has continuously provided me with comprehensive protection and unwavering personal support. As the organisation is run purely by pilots, for its members, it offers a unique life line for pilots. When you call to make a claim they understand your predicament and ensure you are financially supported to help you to get back into the air.

I hope my experience will highlight the critical need for all professional pilots to be adequately protected to cover the loss of their Class One Medical Certification and subsequent ability to fly.

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

CAPTAIN STEVE LUNN & INDUSTRIAL OFFICER CATE LARKINS HIMS AUSTRALIA SEMINAR - 1O AUGUST, CIVIL AVIATION SAFETY AUTHORITIES HEAD OFFICE In attendance were AFAP and Vipa reps, QF pilots, Cathay pilots , Paul D'Elia from VA, Tiger and Jetstar pilots as well as various doctors and medical personnel. Included in the medical fraternity was Dr David Powell, Virgin's new doctor and keen supporter of the program.

The meeting was principally chaired by Joe Wheeler (AFAP legal) and Captain Laurie Shaw (Cathay). The agenda revolved around CASA’s participation in the program and to what extent it would be involved.

They also addressed the important subject matter relating to the HIMS Australia HAAG guidelines.

Mr Patrick Cape representing CASA Safety

Promotion and Social Media department discussed how and to what extent CASA could host and display the HIMS program on its web site. Mr Jonathan Aleck, from CASA Legal Affairs and regulatory policy area also spoke as to how CASA could support the program whilst adhering to the CAR’s.

In conclusion, it could be said that CASA should accept a HIMS program with a pilot’s successful induction into the program in conjunction with a medical assessment as to whether the pilot would have the privileges of their medical restored.

There was a brief on the recently instigated GA “unofficial” HIMS program which has already had an effect in "saving a pilot". A letter was read out from a GA pilot who had

sought out the program via concerned relatives. It stated that "these people " from the HIMS program had probably saved his life.....Thus surely proving the worth of the program.

Lastly it was suggested that a possible name change to the program to something less obscure would be of some benefit.

However, it was decided that the HIMS name is recognised all over the world except for Australia. To keep this global recognition, the name should not change as the design is deliberate to de stigmatise the disease.

QF offered to host the next meeting in Sydney in Nov 2016 and it was accepted.

(Left to right) Dr Ian Hosegood - Chief Medical Officer QF, Capt Laurie Shaw - HAAG Chairman, Capt Michael Hawke - AIPA Welfare Director, Capt Dave Holt - AIPA Welfare, Dr Russell Shaw - Medical Officer QF, Ms Whitney Hughes - Qantas Medical, Mr Joseph Wheeler - Aviation Legal Counsel AFAP, Capt David Booth - AFAP President

The HIMS program is in flight in Australia.

Two General Aviation pilots have already accessed residential rehab at the Talbot Centre in USA (who provided a discounted rate and a payment plan) and are being monitored by one of their pilot peers in post rehab recovery. Both pilots have maintained their employment. One pilot has even credited HIMS with saving his life. Both pilots were at a critical stage in their substance abuse disorder, where they were at the point of risking their long-term health, the safety of themselves, others and their jobs. These were not pilots who drank occasionally, but pilots suffering from a serious disease. Their recovery stories are inspiring, and bode well for the excellent work HIMS Australia can do once it is taken up by the major airlines.

Expect a trial in Virgin Australia within the next 12 months, as Virgin management and your pilot reps, including President David Booth, 14

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have been at the forefront of driving HIMS Australia, with intent to create a safe harbour for Virgin pilots with substance abuse disorder.

There was a major HIMS Australia event on 17 November in Sydney. Nearly 100 people attended from CASA, Qantas, Jetstar, Virgin, including management, Aviation Medical, AFAP, AIPA and VIPA. The event was led by the passionate and inspiring words of Captain Lyle Prouse from HIMS USA. The HIMS program has been run successfully at nearly all the major airlines in the USA for over 40 years, and has saved countless pilots.

As a Captain on the 747 for North West Airlines, Lyle tested positive for alcohol, and after completing mandatory rehabilitation, he and his Co Pilot were jailed. The story received huge international press coverage.

Lyle has since worked his way back from

the brink, maintained his sobriety with the HIMS program, and retired as a 747 for the same airline that sacked him prior to his jail time. Lyle is now dedicated to supporting other pilots in recovery and promoting the benefits of the HIMS program. His story brought the house down at the meeting and paved the way for more inspiring stories of recovery and the benefit of HIMS, from other Australian airline pilots.

Welfare Staff of the Australian Rugby also spoke about what works for athletes and medical professionals and how best to support recovery for professional people.

The speakers segued nicely into our latest HIMS Steering Committee meeting, which produced draft guidelines for operators to implement the program and decided that a promotional video featuring success stories from Australian pilots in recovery will be developed by February 2017.

AN EXCERPT FROM AFAP’S HISTORY BOOK

MARY SHEENAN & SONIA JENNINGS; MELBOURNE UNIVERSITY PUBLISHING, 2010

HENRY GEORGE MILLS President 1946–47 Henry Mills was born in 1914 and grew up in Southport, Queensland.

After obtaining his junior university examination certificate, Mills worked as a sales assistant at Bayards drapery store in Brisbane. In January 1936 he enlisted in the RAAF permanent forces at Point Cook, but he served a mere forty-seven days as an air cadet before being discharged, his RAAF record stating he was ‘not likely to become an efficient air force pilot’. Nevertheless Mills persisted with a flying career and, after gaining his commercial pilot’s licence in October 1937, found a job with Qantas. In the early days of World War II, Mills was given a commission in the RAAF Reserve. During the war he carried out flights over the south-west Pacific area, transporting troops and equipment. In peace time Mills was a captain with British Commonwealth Pacific Airlines (BCPA), which operated from 1946 to 1954, when BCPA went into liquidation, Mills transferred to Qantas.

Henry Mills was an active member of the Australian Air Pilots’ Association and was on the New South Wales branch committee in 1946 when he was elected president. When Mills took over the presidency the admin¬istrative base for the organisation was located in Sydney.

Mills oversaw the first edition of the association’s journal, Air Pilot, which rolled off the presses in March 1946, with Miss Joan Rapley, the association’s typist, as editor. The association was still finding its feet in an administrative sense when Mills suggested several improvements for running the association, including the appointment of a full-time secre¬tary, reorganisation of the Executive Committee and an increase in annual subscription fees.

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Henry Mills formally sought registration of the association in an application lodged on 26 March 1946 at the New South Wales Registry of the Commonwealth Arbitration Court.

Soon after, the Transport Workers Union formally objected to air pilots forming a separate union, undoubtedly seeking to boost membership numbers and subscription income. The AAPA response was swift.

Amalgamation with the transport workers’ predominantly blue-collar union was anathema to their notions of professionalism and status as whitecollar workers and their objective of building prestige. Their working conditions were also different and could not be compared with those of other transport workers. Legal counsel was employed, and the court was warned that, if no choice other than the Transport Workers Union was presented, pilots would not join any organisation and would thus remain outside the control of any form of governance.

To what degree their argument persuaded the Registrar is not clear, but in any case the Transport Workers Union’s objection was overruled and air pilots were classified as a distinct occupational group. On 11 June 1946, the Australian Air Pilots’ Association was formally registered as an independent organisation under the Commonwealth Conciliation and Arbitration Act 1904.

Mills retired from flying in March 1960, at which time his resignation from the federation (as it was then named) was accepted with regret and ‘sincere and heartfelt appreciation’ for his ‘long and conscientious service’.

www.afap.org.au// 2016// Your AFAP 15

2015 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

Captain Marcus K. Diamond Safety & Technical Consultant BscMelb

Stuart Beveridge FO E190

Wayne Jericho Capt. B737

Cameron Webb Capt. B737

Darren Smith Capt. B737

Joseph C. Wheeler Aviation Legal Counsel MRAeS

David Booth Capt. B737

Vaughan Bradshaw FO B737

Andrew Carson Capt. B777

Joseph Kirchner Capt. E190

Brett Loeliger Capt. B737

Michael McGinnis S/O B777

Deanna Cain Senior Industrial Officer LLB (Hons)

Patrick Larkins Senior Industrial Officer LLB (Hons)

Simon Miller Industrial Advisor BA (Hons), LLB

Captain Peter Gardiner Technical Director

Emma Young Marketing & Communications Manager BBA IBUS

Serena Seyfort Marketing & Communications Assistant

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 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 16

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.