www.afap.org.au
Edition 2 || 2017
afap your
A Journal for Virgin Group Pilots
WIDE BODY EBA, IFALPA CONFERENCE, TIGERAIR B737
1
WELCOME TO
YOUR AFAP
Back in May of this year, I had the opportunity to accompany the President of the AFAP, Captain David Booth, to the International Federation of Airline Pilots’ Association (IFALPA) Annual Conference. Also in attendance were pilots from the Australian and International Pilots Association (AIPA) who represent Qantas pilots. Together, the AFAP and AIPA make up the Australian Airline Pilots’ Association (AusALPA) who represent our interests globally and more specifically in the Asia Pacific (AsiaPAC) subcommittee of IFALPA. Shortly after WW2, the International Civil Aviation Organisation (ICAO) was formed by the United Nations. The fact that ICAO was going to be making decisions on aviation policy without pilot representation immediately began to raise concerns from several pilot associations, one being the AFAP. To ensure pilots exercised some control over these decisions, an international body called IFALPA was formed in London in 1948. You’re probably wondering what does IFALPA do? IFALPA performs one of the most important roles in aviation, ensuring direct pilot input in every part of the Operating Specifications set by ICAO on its Technical Panels. These Technical Panels are responsible for the 18 Annex’s that are adopted by governing states, such as the Civil Aviation Safety Authority (CASA). IFALPA holds a seat on these Technical Panels and our contribution may be drafting an entire section of an Annex which is subsequently adopted, or prevailing in an argument for or
2
Your AFAP// 2017 // www.afap.org.au
against a proposal that has the potential to affect the day to day operations of what we do as line pilots. Without this very important input, our careers, safety and everyday working life may be different to what we see today. The 72nd IFALPA Annual Conference ran over four days where a number of subcommittee annual general meetings are heard. Captain David Booth and Captain Mike Davidson from AIPA represented AusALPA at the AsiaPAC AGM. During this AGM, all the relevant union heads and Safety and Technical representatives gave their annual reports on issues they had faced in their realms of influence over the last twelve months. Issues raised varied from FRMS, air route design (namely Chinese airspace), industrial reports and negotiation struggles, current and predicted pilot shortages in the Asia region, use of social media by pilots and its implications, and the use of GPS jammers in taxis in the Manila area having an effect on RNAV capability to name just a handful of the topics. On day one, there was the Global Pilots Symposium (GPS). The GPS is a day where a number of guest speakers present a wide range of topics. These included change management and how it affects human beings (particularly relevant to our operation), FRMS presentations, the positive and negative effects of social media, pilot mental health in the aftermath off the German Wings tragedy, the implementation of Peer Assistant Networks for pilots, reports from all the major aircraft manufacturers such
as Boeing and Airbus and finally an address from the Canadian Minister of Transport, Marc Garneau, who was the first Canadian citizen in outer space on a shuttle mission in 1984.
in Australia. One quote that comes to mind in a recent article about these Flags of Convenience, “Passengers will travel in a barrel of toxic waste if it meant a cheap fare!”
If I could take one thing from this event, it would be that from the many discussions I had with fellow pilots at this conference, we all face similar issues within our respective regions. I discussed with pilots from across the globe issues such as lack of annual leave caused by resourcing deficiencies, FRMS governance and lack of pilot influence caused by commercial operators having an unbalanced influence, and downward pressure from the travelling public’s insatiable appetite for low cost airfares. This downward pressure is seeing the emergence of carriers like Norwegian Air, otherwise known in industrial circles as a “Flag of Convenience” where pilots are employed by a recruitment company based in a country where there are no labour protection laws, flying an aircraft registered in Ireland and having no base protection, labour protection or union coverage.
I hope you enjoy the latest edition of “Your AFAP”, and see you out on the line. Regards,
Captain George Kailis VPF Chairman
These Flags of Convenience are now spreading into the Long Haul market operating new aircraft like the 737Max and B787 on the Trans-Atlantic route from the USA into Europe, as far south as Singapore and Bangkok and have plans to start services to South America. These carriers have the potential to be a real disrupter to the Aviation industry like Uber has been to the taxi industry here
www.afap.org.au// 2017// Your AFAP
3
TIGERAIR UPDATE JAMES LAUCHLAND & SIMON MILLER AFAP INDUSTRIAL TEAM
EBA NEGOTIATIONS TAKING SHAPE After running a comprehensive survey and spending considerable time discussing and drafting our claims, the AFAP log was tabled at a negotiation meeting in late May.
Specifically, with Tigerair unable to employ permanent pilots under the deed, they have engaged over 60 first officers on fixed term contracts, on both the B737 and the A320. Unfortunately, this has exposed the Company to significant additional costs, with the risk of these pilots leaving due to the lack of job certainty.
With significant change at Tigerair in recent years, and with more change to come in the future, the main focus of these negotiations will be to protect and improve lifestyle provisions, as well as ensuring pilots are remunerated at a level that is consistent and competitive.
The Company is therefore keen to employ the contract pilots on a permanent basis, and has approached the unions to vary the deed to allow this to happen, by bringing the integration date forward.
In particular, the current agreement is heavily geared towards pilots receiving flight pay, with a comparatively low overtime trigger. This was originally designed when Tiger was a hub and spoke operator, with mostly single day duties and limited non-flight duty hours. This has changed in recent years, with more far more positioning duties and layovers. Early indications from the Company are that these changes are likely to continue. With the current agreement having expired in May, and with meetings to occur fortnightly from August, we expect these negotiations to start becoming more active soon.
INTEGRATION WITH VIRGIN Since last year’s negotiation of the integration deed between Tigerair and Virgin, there have been a number of changes.
4
Your AFAP// 2017 // www.afap.org.au
This has its own complications, noting that Virgin pilots are a key group that must be considered. Discussions have commenced over this, and over the coming months we hope that parties can reach an outcome that is suitable for all.
B737 UP AND RUNNING After a delay of approximately six months, the B737 is now on Tigerair’s AOC and is fully operational. Two aircraft are now flying regular routes, with two more coming online later this year. This will be followed by the full fleet transition over the next three years. After months of uncertainty, this is great news for the B737 pilots, who have either volunteered to move from the A320, or who have been engaged on fixed term contracts. These pilots are now either in full training or have been checked to line. It will also help to resolve some outstanding industrial issues, and will provide a firm basis for negotiating the next EBA.
WIDE BODY
UPDATE
PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM
Following almost 4 years of negotiations, a Wide Body EBA endorsed by the unions was recently put to vote and voted up by 83.62% of pilots, with a participation rate of 94.4% While it has taken a long time to get here, in our view the final result was worth the wait. By sticking together the pilot group has won significant improvements to the “no” vote document. The AFAP also believes that the new WB EBA document provides a strong platform to move towards a single set of terms and conditions in the next EBA for all WB pilots. It will also require a significant level of change to allow the business to fully commit to the expansion of the A330 operation into Asia, which provides greater job security and career opportunities for our members. Congratulations to the AFAP Wide Body Negotiating Team (Captain Ben Raby, Captain Darren Gray, First Officer Brett Rennick, First Officer Nick Bulfin, Second Officers Mick McGinnis, Peter Reddy and Sean Button) who have lead the negotiations for over 3.5 years. Below is a summary of the main elements of the Wide Body EBA package, including details of what has changed from the document that received an 85% no vote.
WHAT HAS CHANGED FROM THE DOCUMENT THAT WAS VOTED DOWN?
Current SOs starting pay levels are determined as per following table: 2011 Long Haul Pilots agreement salary level at the commencement of the Agreement
Pay level at the commencement of the Agreement
Existing Level 2
Level 1
Existing Level 3, 4 & 5
Level 2
Existing Level 6 & 7
Level 3
The improvements in the remuneration package are: • Parity of CPTs and FOs on both fleets from 1 July, 2017 • FO 65% of CPT rates from July 1, 2017 • The above salaries will be paid from July 1, 2017 and rates increase on 1 July each year (rather than 12 months from commencement of EBA) • Improved recognition of existing SO’s service through the reduction of number of salary levels to three, and existing Level 3, 4 and 5 entering on Level 2.
RETENTION PAYMENT A retention payment will be paid in two instalments to all pilots who were employed in the Wide Body Operation through July 2016 to June 30 2017 and remained employed now as follows:
SALARY AND REMUNERATION
Rank
Total Retention Payment (at 100%)
The salary rates proposed are as follows (note the rates below do not include superannuation):
Captain
$6,300
First Officer
$6,300
Second Officer
$11,000
Current A330 and B777 Captains start on Level 2: Wide body CPT
Jul-17
Jul-18
Jul-19
Level 1 - Base
$269,740
$276,484
$284,087
Level 2 - Base
$272,986
$279,810
$287,505
$283,868
$291,674
Level 3 - Base
Current A330 and B777 First Officers start on Level 2: Wide Body FO
Jul-17
Jul-18
Jul-19
Level 1 - Base
$175,332
$179,715
$184,657
Level 2 - Base
$177,440
$181,876
$186,878
$184,513
$189,588
Level 3 - Base Current Second Officer Wide Body SO
Jul-17
Jul-18
Jul-19
Level 1 - Base
$92,925
$95,248
$97,868
Level 2 - Base
$94, 043
$96, 394
$99, 045
Level 3 - Base
$95,407
$97,792
$100,481
This payment will be made in two instalments: 1. 50% of the payment will be paid on the first pay day after the EBA comes into effect; and 2. 50% of the payment will be paid on the first pay day after 1 July 2018, provided the pilot maintains their employment in the Virgin Australia Group. The amount received by each pilot who is eligible will be prorated based on their service as a WB pilot (based on first day of training) from July 2016 to June 30, 2017 as per the tables below: Date of employment in WB Operation
Percentage of Retention Package to be received
July 2016 or earlier
100%
Prior to 1st January 2017
75%
Prior to 10th March 2017
50%
Post 10th March 2017
25%
WB Pilots employed from 1 July 2017 onwards will not be eligible for the retention payment.
Note: Existing WB pilots will move to the next salary level at the beginning of the first full pay period following 1 July each year until the pilot reaches the maximum level.
www.afap.org.au// 2017// Your AFAP
5
DDO PAYMENTS •
The system adopted is an improved version of the current B777 system: • Flat payment for each DDO ($1284 for CPTs, FOs $836 and SOs $444) + credits towards overtime for any work performed
For A330 pilots, the AFAP recognise the concerns with the reduction in a DDO payment in the event pilots are not in overtime. However, we have made clear that it is entirely the Company’s risk if it cannot get pilots to perform duties on DDOs. A comparison of the current SH system and new DDO payment system is below: Captain Duty
Credit
Current SH System
COMPANY PROPOSAL In Overtime
COMPANY PROPOSAL Not in Overtime
MEL-PER
5
$1,575
$2,889
$1,284
MEL-PER-SYD
8.5
$2,678
$4,012
$1,284
SYD-PER
5.2
$1,638
$2,953
$1,284
SYD-PER-MEL
8.7
$2,741
$4,076
$1,284
PER-MEL
5
$1,575
$2,889
$1,284
PER-SYD-PER
9.3
$2,930
$4,269
$1,284
PER-SYD
5
$1,575
$2,889
$1,284
PER-MEL-PER
7.8
$2,457
$3,787
$1,284
MEL-HKG-MEL
19.1
$6,016
$9,983
$3,852
First Officer Duty
Credit
Current SH System
COMPANY PROPOSAL In Overtime
COMPANY PROPOSAL Not in Overtime
MEL-PER
5
$1,025
$1,881
$836
MEL-PER-SYD
8.5
$1,743
$2,612
$836
SYD-PER
5.2
$1,066
$1,922
$836
SYD-PER-MEL
8.7
$1,783
$2,654
$836
PER-MEL
5
$1,025
$1,881
$836
PER-SYD-PER
9.3
$1,907
$2,779
$836
PER-SYD
5
$1,025
$1,881
$836
PER-MEL-PER
7.8
$1,599
$2,466
$836
MEL-HKG-MEL
19.1
$4,941
$6,500
$2,508
CREDIT SYSTEM • •
New OT threshold of 152 hours per 56 day RP B777 or 76 per 28 day RP for A330 is a significant improvement for both fleets from the previous offer. Further, we have negotiated an improved credit system as follows: • MCG of 5 hours for each day of a flight pairing (including single standby days where applicable); • 5 hour credit for administration, standby and simulator duties; • 6 hours credit for Pilots performing simulator instruction; • Positioning credits (min 1 hour or 50% of flight time, whichever is greater) or minimum of 2 hours for positioning where it is the only duty for the day; • Positioning credits also apply when paxing on same day as simulator duty (either as instructor or line pilot) in addition to the credits above; • 0.75 credit for V-learn every RP.
The above credit system meets the AFAP objective to drive efficiency into Company rostering and to offset the significant work rule changes for the A330 pilots.
6
Your AFAP// 2017 // www.afap.org.au
MINIMUM DAYS OFF • •
Improved minimum of 22 days off in 56 day RP for B777 pilots after 12 months from the commencement date of the new WB EBA. A330 retain their existing entitlement to DDOs.
WORK RULES The definition of local night now reflects status quo, being 8 hours falling between 2200 and 0800. The definition of local night in the “no” vote document caused significant concern for the AFAP as it allowed for 0500 starts following DDOs. Further differences between the work rules of the two fleets have been reduced, so that they are as far as possible aligned. Most notably, A330 pilots now have access to “open days” as per the B777 work rules which allow pilots to be contactable in their domicile for four hours and notified of a duty 12 hours or more later. Where this duty is on the same day, a pilot will sign-on and be provided positioning from their domicile to their home base to commence the duty. Another critical improvement is eliminating the ability for the Company to roster positioning following an international FDP for both fleets. Instead, the default will be that pilots are provided
travel to their home base following a rest period in a hotel. This provides important fatigue mitigation and further drives the Company to roster a pilot to and from their home base for long international sectors. While we have not eliminated all differences, the work rules for both fleets are very close to being aligned which provides a platform for moving to have a single set of conditions in a future WB EBA.
layovers away from home base, including if a pilot does not perform any flying (as per current LH EBA); •
Removed wording that a pilot is required to “reside within a reasonable distance from their home base” and instead provision now states, “Pilots will rest or reside in a location that ensures they can present for duty in their nominated home base in accordance with their obligations under FRMS.”
•
Amended the transfer of home base clause to be consistent with SH EBA, wherein priority is given to existing pilots on type (in GDOJ order) to transfer home base where there are no new pilots required on type.
•
Amended provision that “historical bidding will be used to determine whether pilot is reimbursed relocation expenses” in the event of a base closure to state “current bidding” as per E190 Policy. In other words, only where a pilot has an active bid in for the base and rank may they be ineligible for relocation expenses.
•
Annual Leave - amended provision to ensure that the current Long Haul Annual Leave Ballot System applies until such time as unions and Company agree to a new system. No longer at Company discretion as to what system applies.
•
Personal leave maximum deduction – 76 hours per 28 day RP or 152 per 56 day RP in line with new OT threshold.
•
Second Officers now have a clearer right to progress to other positions in the Virgin Group ahead of external pilots where they have completed two cyclics (D1 manual also aligned with this condition).
•
Freeze and bond on a replacement type waived where a pilot is bidding for a promotion in Virgin Group (e.g. SO going to 737 FO or FO going for narrow body command).
•
A330 pilots’ 7 day trips have been removed – must have at least one day off in home base in a 7 day period as per current SH EBA.
•
A330 can only be rostered return back of the clock sectors where there are operating within the FDP or a positioning sector of no more than 120 minutes.
•
Adoption of improved acclimatisation provisions consistent with CAO48.1.
DOMICILE RIGHTS • •
•
The one-off basing proposal has been removed. B777 pilots can retain their current domicile rights until such time as they bid for and are awarded a position into their preferred base (in accordance with GDOJ). All WB Pilots now and into the future have access to the following domicile system (domiciles in Melbourne, Sydney, Brisbane and Adelaide): • All domiciled pilots can book a standby staff travel ticket and it will be converted to firm seat for travelling to and from work • Ability to change/cancel pax sectors within a given RP • Dedicated Flight Operations Support for assisting pilots to get to and from work • Open Days – a period of standby where a pilots’ is in their domicile
DRAFTING ISSUES The AFAP has resolved a number of other matters of concern from the previous document which we highlighted during our roadshows including: •
•
Part-time provisions – improved access to PT (10% of each resource group) and priority for primary carers enshrined in EBA; Working on DDOs – clarified that a DDO payment is made for any
WHAT ARE THE OTHER KEY ELEMENTS OF THE PACKAGE? •
ATO allowances (middle band) introduced for all international ports, which is a significant improvement for both fleets. For USA/Hong Kong currently $12.08 per hour from sign-off in international port to sign-on
•
Priority for access to position in current base and rank on replacement WB fleet
BUSINESS CLASS TRAVEL As in any EBA negotiation, all parties never get everything they want. The main outstanding item that we have not resolved to our satisfaction is business class travel. The clause has, however, been improved since the “no vote” and provides for upgrade privileges for highest available class of travel on Virgin Australia international flights greater than seven (7) hours. Further, where a pilot does not receive a business class seat for positioning sectors greater than seven (7) hours, that pilot will receive 100% of the flight time for that sector as credit for the purposes of calculating overtime. Additionally, that pilot will receive a rest period of no less than 30 hours prior to operating an aircraft.
The Negoiating Team (L-R) Nick Bulfin, Ben Raby, Sean Button , Darren Gray and Brett Rennick
www.afap.org.au// 2017// Your AFAP
7
NARROW BODY
UPDATE
PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM Narrow Body EBA negotiations have recently changed course after the Company advised it was not in a position to implement wholesale structural changes to the EBA within the next 18 months due to limitations associated with new rostering software. Instead the Company proposed the AFAP consider an EBA with minimal change and a cost of living increase in the range of 2.5% per annum to apply for 2 years, following which time the Company would be in a position to consider implementing more significant improvements. The Company insists that any increases above 2.5% or lifestyle improvements would need to be offset through changes to the existing EBA that give them greater flexibility. The AFAP subsequently sought member input into the direction of negotiations through a targeted survey, which garnered a very strong response from Narrow Body members. The survey results confirmed that the salary increase would need to be 3% if there were no other significant improvements to the EBA. In relation to a cost of living increase, this would not be supported by members without simultaneously addressing the lack of financial recognition around excessive
8
Your AFAP// 2017 // www.afap.org.au
duty hours pilots were doing. Consistent with industry standards the AFAP have sought the Company consider a Duty Travel Allowance (DTA) for day trips (including ground duties) of $6.28 per duty hour as financial recognition of all time pilots spend at work. In addition, we have also put forward a claim for credits for positioning (minimum of 1 hour, 50% for time spent in economy/ economy x, 0% if in business class). While positioning is limited in the 737 VAA operation, this is an important step in financially accounting for time spent positioning in economy, consistent with Qantas and Jetstar. The survey results also confirmed that the priority for AFAP members is on maximising time at home. The AFAP has pushed hard for improved protections around DDOs, being 36 hours and two local nights for a single DDO, with an additional DDO comprising at least a further 24 hours and a local night. Other issues we have been at pains to address through the EBA negotiations are improvements to crew meals and accommodation.
Pleasingly improvements to crew meals are set for mid to late September. We will reserve our position pending a review of the improved crew meals on offer. We continue to press for business class meals to ensure an appropriate standard is maintained moving forward. Similarly, accommodation improvements in Sydney are on the horizon, as a result of the AFAP negotiating improvements to the tendering process, including consideration of pilot only accommodation. Moving forward, we are seeking greater input in accommodation selections and a more transparent tender process to ensure all options are available for consideration by pilot representatives on the PWC. We also have claims on the table that seek to provide greater recognition and retention of Check Captains. Finally, we continue to work towards interim improvements to the current annual leave system, which will lay the foundation for further improvements to annual leave with a new software provider in 18 months’ time. The AFAP and the Company are working towards an in-principle final agreement being reached following the meetings in late September.
ATR
UPDATE
PATRICK LARKINS & JAMES MATTNER AFAP INDUSTRIAL TEAM
Virgin ATR Pilots have recently faced a significant restructure in the operation of their fleet. On 17 July 2017, the Company went ahead with its decision to reduce the fleet from a total of fourteen airframes to 6 x ATR72–600. Whilst the Sydney and Canberra ATR bases remained open, flying to a number of ports ex Brisbane was handed over to Alliance Airlines.
planning requirements with respect to recruitment needs, liaise with Flight Crew logistics regarding bid imports and status of awards, and be the point of contact for communications regarding the above for flight crew.
Following the initial announcement of this restructure, the AFAP was successful in convincing the Company to retain a number of Brisbane based ATR pilots in Queensland until July 2018.
Involvement in that way it is hoped will ensure positive outcomes for the ATR pilot group into the future. In the short term, the AFAP intends to ensure that this working group meets prior to the next bid import (which needs to be conducted before 10 October), and can ensure correct procedures are followed. Other than that, AFAP reps are also committed to holding further discussions with the Company
As a consequence of this restructure, many ATR pilots have been looking very closely at their future, and the potential avenues for their career progression. In fact, in the latest bid import, more than 10 further B737 positions were awarded to ATR pilots who had recently successfully completed their jet assessment. Several ATR Brisbane based pilots were even successful in securing a Brisbane based B737 position. The issue now for many ATR pilots wanting to progress to other fleets, is that the Company has announced it has reached its minimum level of 69 pilots that need to remain on the ATR, to ensure the on-going operation of the fleet. It has also raised some issues about the overall experience profile of pilots on the fleet. Unfortunately, unless the Company can successfully recruit new pilots to the ATR fleet, and are able to upgrade pilots to command roles going forward, it is certain that restrictions on movement within the Virgin Group for the remaining ATR pilots will be maintained. This is highly problematic for those pilots. That is because it is quite clear that there are numerous vacancies available at present for B737 FO positions (both with VAA and VAINZ), F100 FO positions, and B777 SO positions. Apart from those opportunities within the Company, a number of Tigerair positions will also likely become available in the near future, with some possibly available in Brisbane. AFAP representatives have continued to discuss these issues with the Company, in an attempt to assist our ATR members. What is being sought is an import run for Tigerair positions, with ATR pilots able to bid and be awarded positions if they want them. In order to gauge the potential level of interest of ATR, and other Group pilots in such a move, the AFAP has convinced both Virgin and Tigerair to distribute an expression of interest, advising of the positions available, and the terms and conditions that would apply for any successful applicant. In another step forward for ATR pilots (and other members), the AFAP has also recently been able to convince the Company to establish a working group to review their resource plan moving forward. This working group will include pilot representatives, and will, amongst several functions, oversee the resource
over the recent employment of a number of external pilots. Whilst the AFAP understands the Company’s recent need to recruit 6 external applicants to fill a B737 training course in September, with a view to fill critical vacancies in Perth, this remains an unwelcome development. It is hoped that further discussions may achieve a different outcome in coming months.
Faculty of Science School of Aviation
How far can our Business Class take you?
Take your career to the next level and undertake a degree in Aviation Management with one of Australia’s leading research and teaching universities. • Courses delivered online giving you flexibility to study anywhere anytime. • Choose courses according to your interests in law and regulations, safety and security, airline and airport management, aviation economics, and aviation technical operations.
• Learn from industry experts in courses developed for the industry. • Programs tailored to your level of academic qualifications and experience. If you are looking to take the next steps in your Aviation career, contact UNSW Aviation to find out how we can take you there. Email: aviam@unsw.edu.au Web: www.aviation.unsw.edu.au Phone: 9385 6767
www.afap.org.au// 2017// Your AFAP
9
ANNUAL GENERAL MEETING BRISBANE 18 JULY 2017
The 2017 Women’s Network AGM was held at the Brisbane Office on Tuesday 18 July. The theme for this year’s meeting was “strengthening our women pilots’ health and wellbeing”. Guest speakers AFAP Industrial Officer and Welfare Coordinator Cate Larkins and Occupational Psychologist Katrina Norris facilitated discussion about the strengths women have in protecting their mental health, along with how women might respond to different challenges throughout their lives.
ASSERTIVE MANAGEMENT TRAINING 9 AUGUST 2017 This year the AFAP Women’s Network Assertive Management Techniques Course was held at our Melbourne Office on Wednesday 9 August. The course was facilitated by international communications specialist, Karen Phillips. Through discussions, group activities and self-reflection, the training aimed to develop assertiveness both peraonally and professionally.
10
Your AFAP// 2017 // www.afap.org.au
TIME TO GET SERIOUS ABOUT SAFETY
JOSEPH WHEELER AFAP AVIATION LEGAL COUNSEL
The public hearings of the Senate inquiry into RPAS continued this week in Sydney and Brisbane, with Australia’s pointy end professionals (pilots) and drone operators providing their views. There is clearly a strong appetite for strong regulatory change going beyond that which the Civil Aviation Safety Authority’s present policy would suggest is needed. Over time the rest of the world has started with a relatively clean slate and thus helpfully developed overarching principles for safe integration of these airspace users, which Australia lacks. These principles and positions (and there are several, including the Riga Declaration of 2015, the Warsaw Declaration of 2016, and similarly the Joint Call to Safely Integrates/UAS into Europe’s Airspace) note both the scientific risk-based research that is needed and, subsequent to that, the necessary legal strictures for a realistic, safe and sustainable integration. This month, the European Union’s SESAR joint undertaking “U space” blueprint was released and suggests one manifestation of truly open skies integrating all forms of aviation, albeit in the European domain. It features the goal of creating an aerial ecosystem using approaches that, proportionately, and in an iterative way, opens the skies through digitalisation and automation, while ensuring safety and separation from manned commercial air transport. The International Federation of Airline Pilots’ Associations in May also updated its policy position advocating for a staged, risk-based approach to drones. When those who navigate the skies for us and get us from point A to point B talk, we must listen. The commonality is that no entity seems against drone use per se — rather that restrictions must be appropriate. We are talking about flying powerful vehicles high enough and fast enough to do serious damage and cause significant harm. The only way forward is to regulate with a sensibility attuned to a reasonable endgame for all users of airspace. This is the way we manage to keep airlines safe. Where are our Australian drone-related guiding principles? There is nothing in the Australian Airspace Policy Statement (last updated in 2015). Cutting red tape doesn’t stand up in comparison to well thought-out, overarching principles to help guide and harmonise laws for drone usage.
When those who navigate the skies for us and get us from point A to point B talk, we must listen. As well as missing a true policy framework, Australia lacks the drive to engage options that would guarantee safety and permit enforcement against errant users and misusers, for example electronic registration, identification and geo fencing. Only a combination of these (regulating not only operators of drones but those who manufacture and import them) will ensure a higher standard of vehicle reliability and operator foolproofing. We shouldn’t be treating small drones as toys, and their operators as sponges of aeronautical wisdom. Pilots, engineers, air traffic controllers, and cabin crew members all spend considerable time understanding the rules crucial to their roles in the aviation safety system. Those who jockey department store UAVs do not and, under present rules, need not care about their place in aviation because not enough has been done to bring them within the fold or deter them from recklessness. While any international agreement on anything but broad principles likely remains practically out of reach, a lot can be done closer to home. One formula might look like this. First, agree to the kind of research necessary to guide the complexion of domestic laws, or piggyback off the European and US research geared to doing just that. Second, agree on suitable principles of safe integration and airspace design with a whole of government approach. Third, design an iterative system whereby aviation at all levels can coexist and expand with increasingly lower margins and tolerances as technology, experience with managing such a system, and community acceptance all mature. It is time for aviation to become proactive and predictive rather than reactionary and regretful. Joseph Wheeler is the principal of IALPG, national head of aviation law for Maurice Blackburn Lawyers, and aviation legal counsel to the AFAP. This article originally appeared in The Australian. www.afap.org.au// 2017// Your AFAP 11
FRMS & RUNWAY SAFETY SEMINAR
FIRST OFFICER, STUART BEVERIDGE VPF SECRETARY AND AFAP SAFETY & TECHNICAL COMMITTEE
a rundown of the state of fatigue regulations in Australia and an entertaining demonstration of reporting and just culture by AFAP/AusALPA Safety & Technical Officer Marcus Diamond. The day finished off with an open discussion forum on FRMS in practice, featuring the day’s speakers plus Captain Adrian Lim (ALPA Singapore), SFO Kelvin Kwan (ALPA Singapore), and FO Stuart Beveridge (AFAP/AusALPA). Day two contained runway safety and SMS training in the form of interactive and cross-cultural group workshops, facilitated by AusALPA Safety & Technical Consultant Captain Brian Greeves. The AFAP Safety & Technical Committee, in cooperation with colleagues at AIPA as AusALPA, co-organised a two-day regional FRMS and Runway Safety training event in Jakarta, held on 1516 August. This was done with the support of IFALPA, our AsiaPacific partner associations APG (Garuda Pilots Association APG) and ALPA Singapore, as well as Garuda Airlines who kindly provided their facilities at their Jakarta Headquarters. Day one focused on FRMS, and featured informative presentations on fatigue science, regulation, implementation and management by world fatigue experts Dr Jarnail Singh from Civil Aviation Authority Singapore and Dr Adam Fletcher from fatigue consultancy Integrated Safety Support. These were followed by
The many attendees from the host country Indonesia, as well as other countries around the region including Malaysia, Thailand, Bangladesh and Japan, were able to leave the seminars with a better understanding of how FRMS’s, Local Runway Safety Teams, and SMS’s operate and are formed. The AFAP hopes to continue to establish strong connections within these regions, with the prospect of sharing information and improving air safety throughout the region. AusALPA was sincerely thanked by the host APG, as well as IFALPA and the other member associations for their organisation and contribution to this major training event.
Top Left: FO Stuart Beveridge, Capt. Marcus Diamond, Capt. Shane Loney, Capt. David Booth and Capt. Brian Greeves meet outside the Pilot House. Top Right: Capt. Marcus Diamond greets Dr. Adam Fletcher, Fatigue Specialist. Bottom Left: FO Stuart Beveridge is welcomed by the Fatigue Risk Management System & Runway Safety transportation.
12
Your AFAP// 2017 // www.afap.org.au
PACDEFF 2017 The AFAP was again a major sponsor for this year’s PACDEFF, the largest CRM/NTS and aviation human factors conference in the world. The conference was held on 8-10 August in Melbourne, and featured three days of speakers and interactive workshops, led by convenor Dr Wayne Martin who is also an AFAP member and Virgin Australia pilot. PACDEFF is predominantly practitioner focused, and facilitates the interaction between eminent human factors experts from around the world, and operators, trainers and human factors professionals from airlines, training organisations, airports, air traffic control organisations, and other agencies, both within and outside the aviation industry. The AFAP delegation of representatives comprised Safety & Technical Officer Capt. Marcus Diamond, Capt. Matt O’Keeffe (Acting Welfare Director), Capt. Julian Hipwell (National Council), Acting Welfare Officer Cate Larkins, and FO Stuart Beveridge (Virgin Council & Safety & Technical Committee, AusALPA AAP & HUPER vice-chair). At the conference Stuart presented his Masters thesis “Command and Control: The Influence of Flight Crew Role Assignment on Flight Safety” in the dedicated Flight Crew Forum. The delegation was joined by AusALPA colleagues FO Christian Antoniak (AIPA, AusALPA AAP Chair), Capt. Brian Greeves (AIPA Safety & Technical Consultant), and Maggie Tran (AIPA Safety & Technical Officer). At the forefront of the conference was a need to re-recognise the CRM & Human Factors “basics”
Cate Larkins, Capt. Matt O’Keefe, FO Stuart Beveridge, Capt. Marcus Diamond and Capt. Julian Hipwell attended PACDEFF 2017 on behalf of the AFAP.
that were established nearly 40 years ago and have got us to the advanced level of safety we have today. Additionally, it was repeatedly highlighted that long-term and focused training in NTS/CRM is needed, both for the incoming generation and existing personnel, given the impending demand for our growing industry and changing environment that crews now work in. Pilot mental health also continues to be a growing facet of the conference,
with a few major speakers and a dedicated forum on the development of pilot support programs. While not speakers this year, AFAP Welfare reps Matt O’Keeffe and Julian Hipwell provided significant contributions to this segment, with issues around accessibility, privacy, and application being discussed.
www.afap.org.au// 2017// Your AFAP 13
COLD TEMPERATURE ALTIMETRY
KEN PASCOE B777 CHECK CAPTAIN
This article originally appeared on www.infinidim.org
OVERVIEW
While Winter is very firmly upon us down South (and even has the Northerners reaching for their light jumpers in the brisk Brisbane evenings) – Cold Temperature Altimetry corrections aren’t a widespread requirement in Australia. Boeing recommend consideration of Cold Temperature corrections to Altitudes when the airport temp is below Zero˚C, and notes that the corrections required become significant at -10˚C and below. This would leave out even Canberra from regular cold temperature altimeter corrections (mostly). The following article looks at the impact of low (and high) temperatures on instrument departures, arrivals and approaches (and missed approaches!) as required by the differing approach types. Note : Always refer to your Airline and Manufacturer recommended practices for
the calculation and application of Cold Temperature Altimetry Corrections.
BACKGROUND
The humble altimeter is predicated on an ISA standard temperature profile, that is 15˚C at Sea Level and a constant rate of temperature decrease with ascent. As soon as the ambient conditions deviate from this standard, your altimeter over or under reads accordingly. The size of the altimeter error is proportional to: • The degree of variation from ISA (colder or warmer); and • The height of the altitude being corrected above the ground temperature source (in this case, airfield elevation). These two factors are illustrated in the Boeing table above, taken from the FCOM.
WARMER THAN ISA
In warmer than ISA conditions, the altimeter under-reads. When the aircraft is flown by reference to a barometric source (whether by the pilot/autopilot using the Altimeter or the FMC), the aircraft is invariably actually higher than indicated on the altimeter. An approximate rule of thumb is +0.3˚ slope for every +15˚C above ISA. 14
Your AFAP// 2017 // www.afap.org.au
VISUAL SLOPE GUIDANCE
For a Non Precision Approach (NPA) – the aircraft will be higher than indicated. Since the error itself decreases as you descend, the height above a 3˚slope decreases until the aircraft is only a few feet higher than required crossing the threshold. In effect, the aircraft starts the approach high, maintains a higher than normal descent rate, descending more steeply down onto (without catching) the nominal approach slope. If a visual guidance system is provided the indications will confirm high on slope until the threshold (or until the pilot corrects onto the visual guidance). For a Precision Approach (whether ILS or GLS based), the aircraft flies the commanded 3˚ (or otherwise) slope down to the runway and correct threshold crossing height, largely independent of ambient temperatures. For such approaches
in warm temperatures the altimeter will under-read since the aircraft is actually on slope. This can be detected at the Outer Marker crossing check. Regulators do not require corrections for warmer than ISA temperatures, and this information is provided for guidance only. But if you’re flying the NPA in ISA+25˚C and find yourself quite high on the PAPI – this is why.
For a barometric based approach, in non-standard ISA conditions the aircraft will be higher (warmer) or lower (colder) than the promulgated instrument approach and any provided visual approach slope guidance system. The error (warmer or colder) decreases as the aircraft reduces height above the ground and the aircraft approximates a steeper (warmer) or flatter (colder) approach path, which is maintained to the threshold. This deviation from the visual guidance system approach angle will be reflected in the visual approach slope systems indications. The values shown here are approximates
for a PAPI system aligned at 3° slope and are for guidance only. Ok so I’m a page in and haven’t really hit Cold Temperatures yet – let’s do that now.
COLDER THAN ISA
In colder than ISA conditions, the altimetry system over reads. When the aircraft is flown in reference to a barometric source, the aircraft is invariably actually lower than indicated by the altimeter. This can lead to unsafe clearance from terrain in relation to all minimum safe altitudes in the departure, cruise, arrival, approach and missed approach phases.
SIDS AND STARS (AND CRUISE)
Minimum Safe Altitudes (MSA), Lowest Safe Altitudes (LSALT) and minimum altitudes on SIDs and STARs may need to be corrected in cold (Airport Temp ≤ 0°C) conditions. Corrections are based on the Boeing FCOM SP chart with extrapolation in accordance with the guidance provided. Deviations from charted altitude constraints due cold temperature corrections must be communicated to ATC. Some FMC constraints cannot www.afap.org.au// 2015// Your AFAP 14
be cold temperature corrected (such as conditional altitudes). Note that technically, altitude clearances provided by ATC Radar control should be cold temperature aware and provide terrain clearance in cold temperature conditions. However, the application of such procedures are somewhat lacklustre in various parts of the world and many radar systems in countries that do not regularly function in cold temperature are not equipped appropriately. This includes Australia and New Zealand.
Note that the FMC flies all approaches this way – whether NPA, APV, RNP-AR, etc. All of them. If you correct (increase) the FAF (or later) altitude constraint, if necessary the FMC will calculate a steeper approach angle to meet this increased constraint requirement. Again, since the error reduces with descent, such a correction will result in the FMC approximating the original promulgated glidepath approach angle (while believing it is flying a steeper angle). Finally, we have the upper hand over the box. Constraints that may require correction are At, At-or-Above, and At-or-Below. Below constraints do not require cold temperature corrections. Note that this discussion applies to FMC’s that do not have a barometric temperature compensation correction feature. Those things are awesome, and a complete mystery until I get into the 777-X.
NON-PRECISION APPROACH (LNAV ONLY MINIMA)
PRECISION APPROACHES
The ILS glidepath is electronic and largely unaffected by cold temperatures. However, your crossing altitude for the glideslope check – and the DH Minima – require correction. The old adage of adding the height above the check height to the minima is overly conservative, since the error decreases with descent. As always, corrections must also be considered for the Initial, Intermediate, and Missed Approach critical altitudes.
THE FMC & VNAV IN COLD TEMPERATURES (BOEING 777)
The FMC drives VNAV vertical path commands through the use of the onboard barometric reference systems, which are subject to cold temperature errors. For all instrument approaches using VNAV, the FMC LEGS page altitude constraints may
require cold temperature corrections. Crew should appreciate the difference between adjusting these altitudes to ensure clearance from terrain (yellow ovals); vs restoring the programmed aircraft flight path to that intended by the approach design (yellow highlight). Strictly speaking, the Boeing FCOM requires corrections to altitude constraints, although correcting crossing altitudes is a similar procedure. Remember you’re correcting Heights above Airfield, not Altitudes. Advise ATC where appropriate of the changes. At some point (FAF?) the FMC follows a path dictated by the geometric angle indicated in the LEGS page. However, the FMC is still fundamentally a barometrically driven device, and while a geometric angle is indicated on the LEGS page, in fact the FMC converts this to a barometric path based on the end of path lateral and vertical co-ordinates. So, the FMC flies the LEGS page final approach slope angle by reference to altimetry, and is therefore subject to the same temperature error. As such … • In warmer conditions, the FMC will start the final approach high, and fly a steeper slope. • In colder conditions, the FMC will start the final approach low and fly a flatter slope.
For non-APV approaches, all altitude constraints from the Initial, Intermediate, Final through to Missed Approach may require cold temperature correction – as will the MDA. Note that many missed approach paths include conditional altitudes that cannot be corrected. When a turn is predicated on a conditional altitude waypoint, HDG / TRK SEL will be required to extend your lateral flightpath until you have satisfied the cold temperature corrected altitude constraint. Note : All corrections to the FMC LEGS page have a significant potential safety impact on the approach and must be independently double checked by both pilots.
APPROACH WITH VERTICAL GUIDANCE (APV) INCLUDING RNP-AR
Not to be confused with flying an NPA with both LNAV and VNAV engaged, the APV is a substantially different kind of approach from the FAF/FAP onwards. While the NPA is essentially a “stepped” descent of lowering minimum safe altitudes down to the MDA; for APV the terrain clearance on final approach is a function of a sloped Obstacle Clearance Surface (OCS). This OCS angle is the greater value of the lowest approach angle that provides terrain clearance, and a standard minimum of 2.5˚. Such approaches must be flown in LNAV and VNAV, typically down to a DH. For APV in cold temperatures, the final approach slope altitudes do not require corrections. Instead the calculated OCS angle is equated to a minimum operating temperature. It can be seen that if in a cold temperature environment you start your approach lower and fly a flatter slope – then the OCS itself can be equated to an airport ambient (low) temperature. This minimum temperature to remain clear of the OCS is (approximately) the minimum operating temperature stipulated on APV charts. Below
this temperature the APV is not available. This cold temperature protection is only inherent to the final approach segment. The intial, intermediate and missed approach segments all require cold temperature correction consideration; this includes the intermediate run into the FAF as well. While the FAF/FAP altitude itself does not require cold temperature correction (because it is protected by the OCS) – the intermediate segment into the FAF is not protected and may require correction. The APV Minima is typically a DH and presently does not require correction for cold temperatures. Yes, you will be lower on the approach (and closer to the runway) at the uncorrected DH on an APV – but still clear of terrain. Disclaimer : Recently both EASA and CASA promulgated material indicating that the DA on APV instrument approaches need consideration of cold temperature corrections. While it is likely this was done in error, clarification is currently being sought through IFALPA and CASA. www.afap.org.au// 2017// Your AFAP 15
WAITING PERIOD HAVE YOU NOTIFIED THE MBF? Making a claim with the MBF is not as easy as one, two three – a process must be followed to ensure all rules are met and the claim flows as easily as possible.
90 Days Waiting Period
Why is this waiting period required? To make sure that all members making a claim meet the MBF Rules and are following the correct processes.
Class 1 Suspended
Contact MBF
Receiving Benefits
If your Class 1 has been suspended by your DAME, CASA or your treating physician, then the first step is notifying the MBF as soon as possible.
The MBF must be notified in writing within 90 days from the suspension or cancellation of a Class 1 Medical Certificate by CASA.
Benefits (so long as all the correct information has been provided) will commence the date following the end of the waiting period (90 days) or at the expiry of your sick leave.*
* Special application can be made to the Board if the member is in a state of financial hardship to have the waiting period waived. This information is of general nature only. It does not take into account your personal circumstances and is not intended to be relied upon as specific general advice. Please read the Product Disclosure Statement (available at www.aapmbf.com.au) before deciding if this product is right for you. No responsibility for loss by any person acting, or not acting as a result of this advertisement will be accepted. Trustee: Austair Pilots Pty Ltd. AFSL: 344259. All information in this document is subject to the Rules of the MBF, effective 1 May 2017. 16
Your AFAP// 2017 // www.afap.org.au
WELFARE UPDATE CAPTAIN MATTHEW O’KEEFFE & INDUSTRIAL OFFICER & WELFARE COORDINATOR CATE LARKINSS 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.
AFAP Welfare continues to go from strength to strength. We have an Acting Welfare Director, Matt O’Keeffe, who flies for RFDS Central Ops in addition to the role. His job in the AFAP is to drive welfare policy at a high level while working with the Melbourne office based Welfare Coordinator, Cate Larkins. Along with Matt, we now have close to 30 welfare representatives across the country and the aviation industry, all of whom are trained by the AFAP and can provide the first point of contact for welfare matters for their fellow pilots. The next welfare rep summit is on the 10th and 11th of August in our Brisbane Office. This will be attended by some of our occupational psychologists form our MAP program, who will be leading sessions on mental health and pilot wellbeing. It promises to be an illuminating session that will provide our welfare reps with support and knowledge so that they can continue to talk welfare back in their workplaces. All welfare reps are qualified to talk in a confidential capacity to any pilot experiencing welfare concerns. Contact details for your welfare reps are available on our website. Incidentally, Virgin now has three welfare reps across the council, Brett Loeliger (0402 408 759), Steve Lunn (0409 074 479), Sean Button (0401 978 554) and now, Chris Hulley (0419 508 941). Chris joins the Virgin welfare reps with a wealth of experience in Human Factors. Call one of your Virgin Welfare reps if you want a pilot to talk with and provide peer support about any welfare matter effecting you at home or at work. If you need a professional, do not to hesitate to call out MAP program on 1300 307 912 (24/7) and get 4-6 free sessions with a psychologist trained by us in aviation-specific issues. This is a totally confidential service that is also available for your immediate family. In the HIMS space, a promotional video funded by the AFAP and other pilot unions is nearing completion. This video has been developed by HIMS Media Consultant Talitha Cummins in partnership with pilots who have successfully navigated substance abuse disorder in the industry, and will advance the HIMS cause within the Virgin space. The first HIMS Peer Monitor training was also conducted in March of this year to great success. Here at the AFAP we continue to prepare for when the program goes live across our councils. Virgin have provided in-principle agreement to the HIMS model, so we look forward to a time in the near future when HIMS will be available at all our major airlines to supply pilots struggling with substance abuse disorder a safe harbour that could protect their jobs, and potentially even their lives.
YOUR VIRGIN WELFARE REPRESENTATIVES ARE
SEAN BUTTON 0401 978 554
BRETT LOELIGER 0402 408 759
STEVE LUNN 0409 074 479
CHRIS HULLEY 0419 508 941
Finally, we want to extend our deepest condolences to all those touched by the RossAir tragedy, which resulted in the fatalities of three of our members in South Australia earlier this month.
www.afap.org.au// 2017// Your AFAP 17
The AFAP’s New Wings program seeks to ensure that pilots in the early stages of their career are effectively supported on the path to a fulfilling profession. More expansively, New Wings seeks to promote and advance the interests of Australia’s next generation of pilots.
Leading Edge is New Wings’ mentor program. This service provides new pilots in a competitive industry with excellent networking opportunities, and the opportunity to learn from experienced pilots. Mentees are matched with a mentor who has long standing experience in aviation. Mentors are able to provide mentees with insight into the aviation industry, including their experiences, perspectives, honest insights and general career advice. Mentors also offer another form of peer support, but from someone with extensive experience in the profession.
year. 5 mentors were paired with 5 mentees and were invited to a meetup at Moorabbin Airport which included a presentation from our President Captain David Booth and a hangar tour. We received a large amount of positive feedback from this trial and will continue the Victoria program until March 2018. Our Queensland rollout is happening on September 14 at Archerfield Airport, where we have matched 10 mentors with 10 mentees. Please visit www.afap.org.au to register your interest.
We successfully rolled out the program in Victoria in March this
TRIBUTE TO ROSSAIR PILOTS The AFAP was saddened by the death of three pilots who passed away in the aircraft accident in Renmark, South Australia on Tuesday 30 May. Captains Martin Scott, Paul Daw and Stephen Guerin were all long serving AFAP members, and Stephen Guerin was a member of the Australian Air Pilots MBF. This unfortunate event reminds us all of the inherent risks associated with our careers. It is also at times like these that our industry comes together and continues to look after one another. The welfare of the families and friends of these pilots was a priority for the AFAP. Each family was provided with immediate welfare payments to help with the unforeseen
18
Your AFAP// 2017 // www.afap.org.au
costs following this tragic accident. We encourage all members affected by this accident to use the Member Assistance Program (MAP) which is the free counselling service available for you and your families. The MAP is available 24/7 and can be accessed anytime by calling 1300 307 912. Pilots should also contact their AFAP Pilot Welfare Representatives within their council or contact the AFAP’s acting Welfare Director Matthew O’Keeffe on 0427 747 037 or AFAP Welfare Coordinator Cate Larkins on 03 9928 5737 for further support.
AN EXCERPT FROM
AFAP’S HISTORY BOOK
MARY SHEENAN & SONIA JENNINGS; MELBOURNE UNIVERSITY PUBLISHING, 2010
LEONARD EDWIN MOREY President 1950 - 51
Len Morey, who was born in Sydney in 1921, began his working life in the Post Master General’s department in 1936. By 1939 he had passed his public service examination and transferred to the Customs Department. With the outbreak of war, Morey enlisted in the RAAF in May 1941, where he soon attained his flying badge and was promoted to sergeant in early 1942. However, two incidents, both resulting in damaged aircraft, occurred during Morey’s training and led him to leaving the RAAF before seeing active service. It was clear that the RAAF was determined to make an example of young pilots who did not strictly adhere to instructions. After the war, Morey joined TAA and became a member of the Victoria Branch of the Australian Air Pilots’ Association. He was elected to the Executive Committee of the association in February 1947. Two years later, Morey was nominated as the association’s delegate to the IFALPA conference in Brussels. As well as attending the conference, Morey visited and studied airline operations in Amsterdam, Paris, Geneva, Copenhagen and London. On his return Morey expressed
19
Your AFAP// 2015 // www.afap.org.au
concern that pilots in Australia did not have the level of respect or status of pilots overseas, despite the fact that pilots in Australia “had as much responsibility”. In September 1950, the association’s incumbent president resigned. Morey, then vice-president and only twentynine, was unanimously elected president. Although very ambitious, Morey served as president for a relatively short time due to health concerns. Nevertheless, the association accomplished much during his presidency, including achieving salary and leave gains for pilots, recruiting a significant number of new members and establishing regular monthly conferences with the Department of Civil Aviation. In July 1951, Morey resigned as president. He continued flying for TAA but before long was working in a management role and was promoted to flight operations director of TAA in 1978. He retired in 1981 after thirty-five years with the company.
www.afap.org.au// 2017// 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, & Michael McGinnis Deputy Chief Editors: Emma Young & Danielle Roberts Contributors: Rod Aldridge, Stuart Beveridge, David Booth, Deanna Cain, Marcus Diamond, George Kailis, Patrick Larkins, James Lauchland, James Mattner, Simon Miller, Steve Lunn, Brett Loeliger, Ken Pascoe, Joseph Wheeler, Emma Young Designed by: Emma Young & Danielle Roberts The views expressed in this journal in any article, AUSTRALIAN FEDERATION OF AIR PILOTS letter or advertisement are not necessarily those LEVEL 4, 132-136 ALBERT ROAD of the Australian Federation of Air Pilots. The SOUTH MELBOURNE VIC 3205 material in this publication may not be reproduced T: 03 9928 5737 W: AFAP.ORG.AU without the express written permission of the E: ADMIN@AFAP.ORG.AU AFAP.
20
Your AFAP// 2017 // www.afap.org.au