CASA Briefing Newsletter - October 2012

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From the Director of Aviation Safety

 

John McCormick

 

By now I hope everyone is aware there is currently a lot of work being undertaken to develop large new sets of rules in the Civil Aviation Safety Regulations. Naturally, some aviation people are asking why change the regulations and what are the benefits? The overarching aim is, of course, to create a safer aviation system in Australia. Modernised, logically organised, internationally aligned and technologically relevant rules will help everyone in aviation to operate to the highest possible safety standards. It is important to understand the current rules are old and in some cases out-dated. Many were first drafted more than thirty years ago and the origins of some go back even further. The current rules do not properly fit with a modern aviation system and latest technologies. To make them work CASA has been issuing exemptions to allow the aviation industry to meet ongoing operational needs. Right now there are more than 1700 exemptions on the books, meaning the regulation of aviation activities is not necessarily a level playing field and some of the rules are not fit for purpose. In addition, our current rules have not kept pace with international developments in aviation safety. We must learn from international best practice and the sometimes painful lessons experienced by other nations, as well as keeping up to date with International Civil Aviation Organization standards and practices.

 

For the aviation industry there will be a range of benefits flowing from the new rules. The Civil Aviation Safety Regulations are logically organised into clear parts. There is a part covering all matters to do with licensing, for example. Under the current system requirements and standards are spread across the Civil Aviation Regulations, Civil Aviation Orders and the myriad of exemptions. This means the current rule set can be hard to access, to follow and to use. The new rule set will make it easier to find the standards you must operate to, as well as to stay complaint. It will also be easier to update and improve the new regulations as advances in aviation operations and technologies continue to develop. CASA’s intention is for the rules to be part of a living set of aviation safety standards that evolve as the aviation industry further matures and grows. Aviation safety is never static - we must be ready to meet the challenges of the future and strive for better outcomes.

 

As we move into this new stage of regulatory change I can assure you it is not CASA's intention to disrupt the smooth operations of aviation. However, we are committed to modernising and improving the aviation safety standards. Our goal is an aviation safety system that performs even better, with risks identified and managed to minimise accidents and incidents. Everyone in Australia is rightfully proud of the aviation industry and our safety record. Orderly and timely change to the regulations will mean we can hold our heads even higher.

 

Best regards

 

John F McCormick

 

Time to comment on how to regulate scenic flights

 

The aviation industry is being asked to comment on a number of options for the future safety regulation of local scenic flights. The objective is to find a regulatory approach that effectively manages the safety risks of local scenic flights without imposing undue burdens on the sector. In line with usual practice during consultation on proposed rules CASA has issued a discussion paper setting out options for the future regulation of local scenic flights. The four options are: a requirement for a full air operator’s certificate under proposed new Civil Aviation Safety Regulations, an air operator’s certificate with exemptions from some requirements of the proposed new rules, no air operator’s certificate but registration with CASA and no registration with CASA. The discussion paper sets out key issues relating to each option, including safety risks. Apart from the first option, the effect of any changes would be to minimise CASA’s regulatory footprint on small capacity operators while maintaining appropriate safety standards.

 

Data collected by CASA indicates there are 294 air operators currently conducting scenic flights. Under the proposed new rules, if there are no special arrangements for local scenic flights, they would be subject to a range of requirements beyond the current regulations. These include safety management systems, human factors training and operator expositions. This is because the new regulations will abolish the distinction between charter and regular public transport, both becoming air transport operations. As scenic flights generally take off and land at the same location, are conducted repetitively over well known routes and are carried out under day visual flight rules it is questionable whether all the requirements of the proposed new regulations are appropriate or necessary.

 

Read the local scenic flights discussion paper and have your say before 23 November 2012.

 

Have your say now on aviation weather services

 

Pilots are being asked to provide feedback to the Bureau of Meteorology about aviation weather services at major aerodromes. A survey is being run by the Bureau of Meteorology from the start of November 2012 for about a month. All pilots who use major aerodromes are being urged to take a few minutes to complete the survey to assist the Bureau to review and improve the meteorological services provided to the aviation industry. The survey will gather information on how weather services are perceived by pilots and other aviation people and allow the Bureau to identify areas of concern. The Bureau says the survey is part of its commitment to improving its meteorological services to major airports. It says the mission of the aviation weather service is to enhance the safety, regularity and efficiency of national and international civil aviation operations through the provision of accurate, timely and relevant forecasts, warnings and other information.

 

Go to the major airports weather survey and have your say from 1 November 2012.

 

Pilots need to understand broadcast areas

 

Pilots are being reminded that recent changes to so-called large common traffic advisory frequency (CTAF) areas do not affect procedures at all non-towered aerodromes. Large CTAFs are now known as broadcast areas, or BA for short. Along with the name change there are several other changes, however these only apply to broadcast areas - the old large CTAFs. If an aerodrome or landing site does not lie within a broadcast area then procedures have not changed. Broadcast areas are based on the lateral boundaries of the old large CTAFs that cover grouped aerodromes and landing sites. These broadcast areas now have a vertical boundary – the base of controlled airspace or 5000ft whichever is the lower, or 8500ft if the area is below low-level class E airspace, or surface to a nominated level. This means the point at which pilots must change radio frequencies is now defined both laterally and vertically. Frequency change should now occur at the broadcast area boundary, rather than in the vicinity, at 10 nautical miles or as prescribed in the Aeronautical Information Package. This change removes the ambiguity about frequency change that existed at the old large CTAFs and standardises frequency management procedures. The new broadcast areas came into effect on 28 June 2012.

 

Find out more about broadcast areas in the Aeronautical Information Package and the En Route Supplement.

 

We want your views on small cargo rules

 

A series of proposals for the future safety regulation of cargo transport in small aircraft have been released for comment. CASA has issued a discussion paper which canvasses options for small aircraft cargo operations under proposed Civil Aviation Safety Regulations. Because the proposed new rules do away with the distinction between charter and regular public transport, small cargo operations would be subject to higher regulatory requirements in the future. The discussion paper says it can be questioned whether the benefits of these requirements, such as safety management systems, would be justified for small operators of relatively simple aircraft. Cargo operations that could be permitted to operate outside the proposed new requirements include remote area mail services and document transfer ‘bank runs’. These would be likely to be limited to aircraft weighing less than 3000kg. There would also be limits on the number of aircraft each operator uses, the classes and complexity of aircraft, the level of flying activity and geographical areas or distances. CASA puts forward four options for the future regulation of small cargo operations, ranging from a requirement to have a full air operator’s certificate under the proposed new Civil Aviation Safety Regulations to no certificate or registration with CASA. If operations were permitted without an air operator’s certificate or a full certificate, they would be regulated by the proposed new general operational rules and the proposed rules for the operation of small aircraft in air transport.

 

Read the small cargo aircraft discussion paper and send CASA your views by 28 November 2012.

 

Performance based navigation explained

 

Help is at hand for pilots and air operators who need to know more about performance based navigation. Performance based navigation – or PBN - is navigation that in Australia is based on global navigation satellite systems and computerised aircraft systems. It replaces traditional instrument navigation which is based largely on fixed ground-based beacons guiding aircraft along published routes. Performance based navigation introduces the much more flexible and efficient area navigation system, providing the capability for direct point-to-point routes. CASA has now published a 28 page booklet explaining the latest developments in performance based navigation and what they mean for the aviation industry. The booklet explains performance based navigation, what is happening, why changes are being made, how pilots and operators will be affected and aircraft equipment requirements. There is also a question and answer section addressing key issues. In recent months two new sets of rules relating to performance based navigation have been enacted – relating to instructions and directions, and equipment and operational requirements. These rules affect all instrument flight rules pilots, operators and around 3500 aircraft. Private instrument flight rules pilots need to be aware they have to fit approved global navigation satellite systems equipment to new aircraft from February 2014 and existing aircraft by February 2016. From 2016, about 200 of about 450 existing ground navigation aids will be progressively withdrawn from service. Decommissioning these will leave the remaining navaids to form a back-up navigation network which is intended to run until about 2025.

 

Get your copy of the performance based navigation booklet from CASA’s online store.

 

Warning about faulty magneto points

 

A warning has been issued about defective points in certain Champion magnetos. A failure of the points could lead to an engine failure. CASA has issued an airworthiness bulletin highlighting the problem and recommending action is taken in accordance with a service bulletin issued by Champion. Pilots and maintainers are told not to persevere with a piston engine which is hard to start, running rough or has unusual RPM drops during a magneto check. These symptoms may indicate failing Champion points. The problem can be found with Champion Aerospace contact breaker sets (points) manufactured by SLICK between 1 November 2011 and 22 March 2012. These can be fitted to Champion Aerospace SLICK magnetos, or other magnetos as replacement parts. In the service bulletin Champion says the affected point assemblies may have a decreased service life, with some having accelerated wear at low service hours. Affected magnetos or point assemblies should be replaced at the "earliest convenient maintenance time not to exceed the next scheduled maintenance period". CASA says all instances of failed or faulty points should be reported through the service difficulty reporting system.

 

Find out more about the faulty points.

 

Learn all about operations manuals

 

Detailed advice on how to develop and maintain operations manuals has been updated and re-issued. Under the Civil Aviation Regulations commercial operators must create an operations manual which has all the necessary information, procedures and instructions to ensure the safe conduct of aircraft operations. A revised Civil Aviation Advisory Publication issued by CASA says an operations manual is the "how to do it book". The advisory says the philosophy behind an operations manual should be to set out procedures that enable operational staff to comply with the legislative requirements relevant to the company’s operations without having to consult the legislative material itself. CASA sets out a proposed four volume structure for an operations manual covering policy and procedures, aircraft operations, aerodromes and routes and pilot training and checking. Operators need to exercise their own judgement on how much information to include in the manual, with the primary criteria being that it should be easily useable and understood. The latest advice includes guidelines to assist operators to update their manuals in preparation for the introduction of the new Part 119 of the Civil Aviation Safety Regulations, which covers air operator requirements for transport operations. These guidelines are optional but by following the advice operators will be better prepared for the coming changes to regulatory requirements.

 

Read the operations manual advisory.

 

Cessna 172 unapproved parts alert

 

Owners, operators and maintainers of Cessna 172N models have been warned to be on the lookout for unapproved crankshaft bearings. An audit by the United States Federal Aviation Administration of Superior Air Parts found crankshaft bearings had been sold without a production approval. The affected part number is SL14105A M03. In an airworthiness bulletin CASA recommends aircraft owners, operators, maintainers and parts distributors review the latest revision of a Federal Aviation Administration unapproved parts notification. Once this has been done aircraft records and parts inventories should be checked for any suspected unapproved parts and if any are found they should be segregated from other stock. Where suspected unapproved parts have been fitted to an aircraft they should be removed immediately. Anyone who identifies suspected unapproved parts should report the finding to CASA using the service difficulty reporting system or the suspected unapproved parts form on the CASA web site.

 

Read the unapproved parts airworthiness bulletin.

 

Remember flight plans are changing

 

Pilots must remember that important changes to flight plans come into effect on 15 November 2012. Both the flight notification form and flight planning procedures are changing and the old form cannot be used after 15 November. The changes are being made due to new requirements mandated by the International Civil Aviation Organization. These changes will ensure flight plans convey a more accurate presentation and interpretation of an aircraft’s communication, navigation and surveillance capabilities. Automated air traffic management systems will be able to capture new aircraft technologies and capabilities associated with performance based navigation, communication and surveillance. Pilots and operators need to be aware of the new flight planning form, the changes to the descriptors used in the various equipment fields and the requirements to submit certain performance based navigation data. Airservices Australia is providing detailed information on the changes through Aeronautical Information Circulars and Aeronautical Information Publication supplements, as well as updates on their web site.

 

For more information, visit the International Civil Aviation Organization flight plan 2012 section on the Airservices website or email: [email protected]

 

Hurry, last pilot safety seminars for 2012

 

Ten AvSafety seminars for pilots are planned across four states in November 2012. The last seminars for the year will all feature the themes of human factors and aviation resources on the internet. The seminars have been very popular throughout the year, with thousands of aviators attending events in their local area. There is an explanation of how an understanding of human performance is important to all aspects of aviation operations, looking at areas such as fatigue, stress, alcohol and other drugs, decision making and airmanship. The presentation shows how to apply the knowledge of human factors in a practical way to everyday flying. During the presentation on aviation resources on the internet, there is a focus on where to find the official information pilots need. A detailed explanation is provided on how to find training materials, information, advice and regulations, as well as how to lodge reports and forms. In November, AvSafety seminars will be held in NSW, Queensland, South Australia and Victoria.

 

Find a free seminar near you and book your place online.