CASA Briefing Newsletter - January 2013

[Admin]

January 2013

 

From the Director of Aviation Safety

 

John McCormick

 

It was very pleasing the Christmas holiday period was quiet in terms of aviation accidents. With the increased flying that occurs in some sectors during the holidays there has been in some years a spike in accidents over Christmas-New Year. I would like to thank everyone who was flying this holiday season for being careful and cautious, and to commend you for your successful efforts in avoiding difficulties. As pilots, we all should know the steps we must take for our particular type of flying to ensure a safe operation. We must never get complacent or fail to plan our flights thoroughly, and we must consider all contingencies. Thinking about our own capabilities before starting each and every flight is also vital in avoiding situations that can become emergencies. CASA’s safety promotion team produces a wealth of information suitable for all pilots on these issues and many others. There are booklets, DVDs, web pages, online learning, and of course Flight Safety Australia. The products can all be ordered through CASA’s online store and Flight Safety Australia is published every two months online. To make watching CASA’s wide range of videos even easier, we have now launched a YouTube channel, called CASABriefing. More details on our new YouTube channel are below in this newsletter.

 

Everyone has a little over a month to send CASA comments on a set of discussion papers on the next stage of the development of new maintenance regulations. In December 2012 we released five discussion papers setting out a series of options for revised maintenance regulations for aircraft used in charter, aerial work and private operations. The discussion papers cover maintenance providers, continuing airworthiness management, maintenance programs, airworthiness reviews and maintenance personnel licensing for small aircraft. Only a small number of responses to the discussion papers have so far been submitted, so I do encourage everyone to take some time to read the documents and have their say. CASA will review and consider all comments before any move is made to develop new maintenance regulations for charter, aerial work and private operations. We need the thoughts of all relevant stakeholders on these important issues.

 

You can find the maintenance discussion papers on our web site.

 

Best regards

 

John F McCormick

 

We’re on YouTube for you!

 

CASA now has a YouTube channel. Presently there are 23 videos loaded on the channel and more are coming. Over time CASA’s full library of safety videos will be available on the channel – which is called CASABriefing. This means everyone can now quickly and easily access a wealth of safety information presented in an engaging and informative manner. You can see and hear experts talking about subjects ranging from situational awareness to aerodrome safety. There are also videos on daily aircraft inspections, passenger briefings, prop swinging, operations at non-towered aerodromes, bowser refuelling and understanding weather. The frightening ‘178 seconds’ video on the dangers of flying into instrument meteorological conditions when operating to visual flights rules is a must view for all visual flight rules pilots. As CASA’s multi-media team complete more videos they will be posted to the YouTube channel. The YouTube channel complements CASA’s Twitter account, @CASABriefing. Make sure you visit both Twitter and YouTube regularly to find the latest on aviation safety in Australia. And please feel free to send us feedback or questions anytime via Twitter or the feedback form attached to this newsletter.

 

Go to CASA’s YouTube channel.

 

Go to CASA’s Twitter account.

 

Deadline looms for mandatory ADS-B fitment

 

Business jet operators and airlines are being reminded there is less than 12 months until their aircraft must be fitted with Automatic Dependent Surveillance-Broadcast (ADS-B) technology. From 12 December 2013, domestic and foreign operators of business jet and airline aircraft flying at and above FL290 (29,000 feet) must have ADS-B equipment installed and operating correctly. This requirement was introduced by CASA in 2009. Airservices Australia says Australia’s air traffic control surveillance future is tied to ADS-B. ADS-B is a satellite based air navigation system that enables aircraft to be accurately tracked by air traffic controllers and other pilots without the need for conventional radar. Given the timeframe associated with equipment installation, Airservices is encouraging all affected operators, particularly business jet aircraft, to install ADS-B in advance of the December 2013 deadline.

 

Most airlines are very well advanced in their fitment programs. Airservices is now seeing over 80 per cent of flights at or above FL290 by Australian registered aircraft, flying in the Australian flight information region, getting the ADS-B service. This is in comparison to eight per cent of Australian registered business jet aircraft. Benefits of ADS-B include reduced separation standards for aircraft flying outside of conventional radar coverage. This translates into increased safety, reduced use of stepped climbs and descents and more clearances granted to fly requested routes or levels. Non-ADS-B equipped aircraft will be restricted to operate below FL290 after December 2013, resulting in less operational flexibility and the potential for delays due to the procedural separation standards that will be applied outside radar airspace.

 

Find out more about the ADS-B mandate.

 

Move to mandate control cable terminal inspections

 

CASA is moving to mandate inspections of stainless steel control cable terminals that are 15 years or older. This follows continued reports from aircraft operators of control cable terminal fitting failures. The failures are occurring in terminals manufactured from SAE-AISI 303 Se stainless steel. They are failing due to stress corrosion cracking. CASA is proposing to amend Civil Aviation Order 100.5 to mandate a recurring inspection of the applicable control cable terminals once they reach 15 years time in service. In June 2012 CASA issued an airworthiness bulletin urging aircraft operators and maintainers to consider replacing all control cables with stainless steel terminal fittings before they reached 15 years time in service. “Reports of flight control cable terminal fitting separation failures continue to be received in Australia, New Zealand and the United States,” the airworthiness bulletin says. “Failure of a flight control cable terminal can result in loss of control. Terminal fitting separation…is due to chloride stress-corrosion cracking, a form of intergranular cracking which does not provide clear visual clues to the full extent of the internal structural damage and can originate from within the terminal. This means that even very small corrosion pits, cracks or rust deposits on the surface of the terminal fitting may be indications that the terminal could be very close to failure.”

 

Read the stainless steel terminal airworthiness bulletin.

 

Learn more about electronic flight bags now

 

There’s a new and easy way to learn more about the use of electronic flight bags. CASA has created an online resource devoted to the topic, covering everything from a basic explanation of electronic flight bags to the legislation and guidance material. The Civil Aviation Orders were amended in November 2012 to set out the requirements for the use of electronic flight bags in commercial operations. In addition, a Civil Aviation Advisory Publication has been issued providing guidance to both commercial operators and private pilots about the use of electronic flight bags. The new web resource looks at topics including what people need to know, what an electronic flight bag does, the effect of the regulations, what organisations and individuals need to do and key benefits. There are also six frequently asked questions and answers. These cover the minimum and maximum size for devices, whether approvals are needed from CASA, software validation, the requirement for back-up documentation and whether OzRunways is approved. OzRunways is not authorised under the Civil Aviation Regulations, although this may change in the future. Private pilots can use OzRunways for situational awareness in flight, but not as a primary means of navigation. Private pilots can use tablet devices as a primary means of in-flight documentation, as long as the documentation is from an authorised source - such as Airservices, Jepperson or Lido.

 

Go to the electronic flight bag web resource now.

 

Pilots get the latest on non-precision approaches

 

Pilots can now access updated advice on flying non-precision approaches and approaches with vertical guidance. CASA has published a revised Civil Aviation Advisory Publication on the operation of the approaches. The advisory provides a general explanation of performance-based navigation, which is a type of area navigation that is not based on a navigation aid such as a non-directional beacon or an instrument landing system. Instead it uses global navigation satellite systems and computerised on-board aircraft systems. The navigation performance of an aircraft determines which instrument procedures or airspace can be used. In the general information section the advisory also explains non-precision approaches, approaches with vertical guidance, vertical navigation, minimum descent altitudes and missed approach procedures. There are separate sections on straight-in approaches, circling approaches, distance measuring equipment and global navigation satellite system arrivals, the visual segment of approaches and helicopter procedures. Pilots are told it is not recommended that non-precision approaches be flown in a series of descending steps – sometimes known as ‘dive and drive’. The advisory says: “Many controlled flight into terrain accidents have been attributed to the ‘dive and drive’ technique, due to human errors such as early descent before a step or failing to arrest descent. In addition, the aircraft’s descent is more difficult to manage due to changes in airspeed, rate of descent and configuration.”

 

Read the non-precision approaches and approaches with vertical guidance advisory.

 

Increases to mandatory insurance

 

Air operators should review their insurance coverage before changes to the insurance and liability framework come into effect from 31 March 2013. The Aviation Legislation Amendment (Liability and Insurance) Act 2012 amends the amount of compensation payable to air accident victims on domestic flights. This updates the Civil Aviation (Carriers' Liability) Act 1959 and the Damage by Aircraft Act 1999. The carriers’ liability cap for domestic passenger carrying operations is increasing from $500,000 to $725,000 per passenger. The level of mandatory air carrier insurance is similarly increasing. After 31 March 2013, insurance policies will need to reflect the increased limits. Insurers and brokers are familiar with the regulatory changes and will be able to assist operators to ensure policies are compliant with the new laws. CASA’s Kim McConaghy (02 6217 1761) can provide advice on administrative requirements, and the Trade and Aviation Market Policy Section, Department of Infrastructure and Transport (02 6274 7111) can also answer queries in relation to the legislation. Air operators who carry passengers for hire or reward to, from and within Australia, are required to have in place passenger liability insurance which ensures compensation will be paid in the event of death or personal injury to passengers from an air accident.

 

Read the new legislation.

 

AOC holders survey 2013

 

CASA’s latest survey of air operators to gather essential operational information starts in February 2013. For the past five years air operators have been surveyed to ensure CASA holds accurate and up-to-date operational information on the aviation industry. The questionnaire seeks information about operations conducted between 1 January 2012 and 31 December 2012. Air operators are asked to supply information about their operations, aircraft, staff levels, and safety management practices. The information is used by CASA in planning, resource allocation and safety analysis. An email and letter will be sent to all holders of air operator’s certificates, with a link to the online survey including login and password details. Operators will then have 28 days to complete the survey from the start date. If air operators do not receive this information from CASA about the survey by the end of February 2013, they are asked to contact CASA.

 

If you don’t receive a survey request, or if you have any questions or feedback, please contact Julie Codyre on 131 757, extension 1841. Or email: [email protected]

 

Getting aerodrome emergency plans right

 

Aerodromes have a new source of up-to-date information on emergency planning and exercises. An advisory circular has been published for the first time covering a wide range of issues relating to aerodrome emergencies. The advisory looks at how aerodrome emergency committees should operate, the scope and content of aerodrome emergency plans and emergency exercises. Operators of certified aerodromes must meet the requirements of the Civil Aviation Safety Regulations in relation to aerodrome emergency planning. Aerodrome emergency committees must be chaired by the aerodrome operator and must include representatives from police, fire, ambulance and other emergency services. Aerodrome emergency plans are prepared and accepted by the committees. Plans must set out control, command and coordination procedures. Emergency exercises must be conducted at least once every two years and they must be commensurate with the size and scale of operations at the aerodrome. CASA recommends that aerodromes carry out a full scale emergency exercise annually. If an actual incident or emergency occurs the effectiveness of the aerodrome emergency plan must be reviewed and any corrective action taken as quickly as practical.

 

Read the aerodrome emergency advisory.

 

You can tow in recreational aircraft

 

Pilots of recreational aircraft wanting to carry out aero towing can now find essential information in a new Civil Aviation Advisory Publication. The advisory sets out which ultralight, microlight and motor gliders can be used for aero towing, as well as providing an explanation of the rules applying to these operations. It is relevant to pilots flying tow aircraft operated under the rules of Recreational Aviation Australia, the Gliding Federation of Australia and the Hang Gliding Federation of Australia. There are four Recreational Aviation Australia aeroplanes that can be used for towing sailplanes operated under the Gliding Federation of Australia rules and one for towing hang gliders operated under the Hang Gliding Federation of Australia rules. Seven weight-shift aeroplanes are acceptable for towing hang gliders and three motor gliders can tow sailplanes. Pilots must be appropriately qualified for aero towing by the recreational aviation administration organisation of which they are a member. Anyone who wants to add an aircraft type to the acceptable list for towing should contact CASA’s self-administering sport aviation organisations section.

 

Find out more about aero towing in recreational aircraft.