CASA Briefing Newsletter - April 2013

[Admin]

From the Director of Aviation Safety

 

John McCormick

 

New rules are now in place for the management of flight crew fatigue in Australian aviation. Changes to the Civil Aviation Orders relating to fatigue management take effect from 30 April 2013. Air operators have three years to transition to the new requirements, which provide a three tiered approach to the management of fatigue. Operators can choose which method they will use to comply with the new rules, allowing greater flexibility while at the same time requiring additional levels of risk management where appropriate. The three tiers are basic prescriptive limitations, operational flexibility within prescriptive limitations and fatigue management systems. Operators can choose to develop sophisticated fatigue management systems where they wish to commence or continue operations that cannot fit under the prescribed limitations. The new rules do not include flight or duty time limitations for private pilots. However, it is made clear all pilots must not operate an aircraft while fatigued or when they are likely to become fatigued.

 

The new fatigue rules were developed in conjunction with representatives from the aviation industry, including people from air operators and pilot groups. CASA issued a notice of proposed rule making in May 2012 seeking comment on the proposed changes and as a result made a number of amendments to the proposals. The requirements are consistent with new International Civil Aviation Organization standards and take into account the latest science on fatigue and sleep. The aim is to strengthen the management of pilot fatigue across all sectors of the aviation industry to further improve safety. A key element of the new regime is an emphasis on fatigue management being a shared responsibility of both air operators and pilots.

 

CASA has set a three year period for air operators to move to the new fatigue rules to ensure there is an orderly transition from the existing standards. There is already a wealth of information on the CASA web site about fatigue, as well as a booklet on the latest changes. In addition, there is a civil aviation advisory publication which sets out how to comply with the new requirements. This advisory provides information for both air operators and flight crew members. Later this year CASA will conduct a series of face-to-face briefings on the fatigue management rules to give air operators an overview of the standards and to outline their responsibilities These briefings, to be held in a range of locations across Australia, will also give people in the aviation industry an opportunity to ask questions and raise issues. We will keep everyone informed about these briefings when the details are finalised, as well as progressively providing more information on the CASA web site.

 

Visit the fatigue management web pages.

 

Read the fatigue management civil aviation advisory publication.

 

Best regards

 

John F McCormick

 

Drug and alcohol rules to be made clearer

 

A range of issues relating to the aviation drug and alcohol program are to be clarified to help the aviation industry better understand the regulatory requirements. CASA has established a project to review Part 99 of the Civil Aviation Safety Regulations, which sets out the drug and alcohol management requirements. These regulations took effect in March 2009, introducing random testing and the need for aviation organisations to have drug and alcohol management plans. During the implementation of the new rules CASA has identified a number of issues that require regulatory changes to improve the way the drug and alcohol program operates. These changes will assist in reducing the cost of compliance to the aviation industry, as well as addressing resourcing issues. In turn, this will increase compliance with the drug and alcohol regulations while maintaining the same safety standards. Issues to be examined include the definition of a safety sensitive employee, the coverage of contractors under drug and alcohol management plans, the requirement for pre-deployment testing and improving the return to work model. The question of should there be a requirement for industry to conduct random testing will also be reviewed.

 

Find out more about the drug and alcohol review.

 

Thunderstorm and fog forecasts top weather concerns

 

The accuracy of thunderstorm and fog forecasts have emerged as two key issues from a survey about aviation weather services at major airports. In late 2012 the Bureau of Meteorology conducted an online survey to find out how weather services at major airports are perceived by pilots, air traffic controllers and other aviation people. Terminal area forecasts and trend type forecasts are the most widely used services, with 80 per cent of survey respondents also using the aerodrome weather briefing. The survey found that 78.2 per cent of respondents said the forecasts were mostly or always accurate. Forecasts were rated as timely by 79.8 per cent of people, with timeliness of amendments at 57.7 per cent, indicating that late changes to forecasts were a concern. Overall, the Bureau’s forecasting is seen to be beneficial for optimising payloads (84 per cent) and the optimisation of air traffic services (91 per cent).

 

Thunderstorm forecasting is a concern at all major airports, with respondents affected by increased holding and diversions. The Bureau of Meteorology says a number of steps are being taken to improve thunderstorm forecasting such as collaborating with the aviation industry to improve the aircraft meteorological data relay sensors fitted to aircraft and scientific research into better short range thunderstorm forecasts. Accurate fog forecasting at Perth was given high importance by respondents due to Perth’s remote location. Untimely fog forecasts at Melbourne, Sydney and Brisbane also featured. The Bureau has a five year program to improve the accuracy of fog forecasts. Andrew McCrindell, Bureau of Meteorology manager of major airport services, has thanked everyone who took part in the survey. “The Bureau finds the survey feedback from the aviation community invaluable and we will endeavour to address the issues raised,” Andrew says. "There will be another survey at the end of 2014 where we hope you would have seen improvements in weather services to the aviation community."

 

Advice on non-towered aerodromes to be updated

 

Advice and education material supporting the regulations covering operations at non-towered aerodromes is to be updated and improved. Amendments to Civil Aviation Regulation 166 took effect in June 2010, covering important issues such as the carriage and use of radios, circuit procedures and maintaining separation. Two civil aviation advisory publications were produced to set out the new procedures in detail – one covering operations in the vicinity of non-towered aerodromes and the other the responsibility of pilots for a avoiding mid-air collisions using see and avoid techniques. CASA also produced booklets, a DVD and elearning tutorials on the new procedures. A project has now been set up to review the civil aviation advisory publications and support material. It will look at whether changes are needed to make information clearer for pilots and to ensure all terminology is correct. Appropriate enhancements for the safety educational material will be identified. The overarching aim of the project is to ensure the range of documents and educational materials produced at the time of the changes continue to provide the right information for pilots to support the regulations.

 

Visit the CAR166 project page.

 

Find out about operations at non-towered aerodromes.

 

Book now for design and manufacturing seminar

 

CASA is hosting an aviation design and manufacturing seminar in May 2013 in Melbourne. This two day seminar features presentations by people from CASA and the aviation industry on design and manufacturing topics. These include an update on CASA’s Airworthiness and Engineering Standards branch, regulatory development and international agreements, development of certification maintenance requirements and instructions for continuing airworthiness, approved maintenance data and conformity verification. The seminar is being held on Thursday 23 and Friday 24 May 2013. Registrations will open from 8:30am on Thursday, with the seminar starting at 9:30am. It will close at 4:30pm on Friday. The event is being held at CQ Functions, 113 Queen Street, Melbourne city. There is no charge for attending the seminar. Refreshments and lunch and will be supplied. To secure your place at the design and manufacturing seminar please book now. Bookings will close on Friday 17 May 2013. When booking include your name, organisation and the number of people who wish to attend.

 

For bookings email Lisa Lanza at: [email protected]

 

Act now to get engineers licence under CAR 31

 

People who want to still obtain an aircraft engineers licence under the old Civil Aviation Regulation 31 system are being warned that time is running out. In mid-2011 a new regime for licensing aircraft engineers was introduced under Part 66 of the Civil Aviation Safety Regulations. However, the four-year transition period allows people to qualify under the old Civil Aviation Regulation 31 system until 26 June 2015. People who qualify under the old system still become a licensed aircraft engineer under new regulations. After June 2015 people can only qualify to become a licensed aircraft maintenance engineer under Part 66, meaning CASA will not accept applications under the Civil Aviation Regulation 31 system. CASA will not conduct aircraft maintenance engineer basic exams (for example, BA, BB, QA, QE) or assess schedules of experience. Instead, people will need to undertake training and assessment through an approved maintenance training organisation to meet the requirements for an engineers licence. Anyone who prefers to qualify, or gain additional credits, under the Civil Aviation Regulation 31 system must make an application to CASA before June 2015. This includes submitting their schedule of experience for assessment or sitting the CASA aircraft maintenance engineer basic exams. While June 2015 may seem a long way off there are limited sitting dates for CASA exams. So anyone wanting to use the Civil Aviation Regulation 31 system must complete their training and secure their licence as soon as possible to avoid disappointment.

 

For more information, phone 1300 737 032, or email [email protected]

 

Details are also on the CASA web site at maintenance regulations.

 

Warning to remove suspect engine cylinders

 

A warning has been issued about the need to remove from service any remaining engine cylinders repaired more than 13 years ago by Challenger Aero Engineering in Sydney. A problem with Teledyne Continental Motors and Lycoming cylinders repaired by Challenger Aero Engineering was identified in 1990. Challenger had been using unauthorised people to carry out unapproved repair schemes, including chrome plating repairs to engine cylinder barrels. The way in which the cylinder head was replaced after the repair work was completed meant there was a risk of fatigue failure, resulting in the cylinder head separating from the barrel, usually in-flight. In 1990 CASA issued an airworthiness directive which required the removal of all suspect Challenger cylinders from service. However, it is not certain all operators or owners who received the cylinders were identified at the time and there was not a requirement to dispose of the cylinders. This means it is possible unapproved and unserviceable cylinders may have later been installed in aircraft. In a new airworthiness bulletin CASA says “the seriousness of the problem cannot be overstressed as some of the subject cylinders were reported as having suffered major defects at the time”. Suspect cylinders would have been released after January 1989 and may have markings WB 14 or a CAE prefix number. All cylinders repaired by Challenger should be removed from service, identified and destroyed.

 

Read the Challenger airworthiness bulletin.

 

R44 helicopters must be fitted with new fuel tanks

 

Robinson R44 helicopters that have not been fitted with upgraded fuel tanks face being grounded from 30 April 2013. A direction has been issued by CASA to all affected R44 helicopter operators about the installation of flexible fuel tanks to reduce the risk of post-accident fires. CASA made it clear R44 helicopter operators following the Robinson maintenance program are required to install the new fuel tanks. Any operators not covered by the Robinson maintenance program will be directed by CASA to fit the tanks if the upgrade has not already been completed. In a service bulletin issued in September 2012 Robinson set 30 April 2013 as the deadline for the fitting of the flexible fuel tanks. All R44 helicopter operators have been given ample notice of this requirement, with the first fuel tank service bulletin issued by Robinson in December 2010. CASA issued an airworthiness bulletin in June 2012 strongly recommending the fuel tanks be fitted at the earliest opportunity. CASA then wrote to R44 operators in February 2013 to emphasise the deadline set by Robinson. On 28 March 2013 CASA again wrote to all R44 operators to highlight the importance of replacing the fuel tanks and to direct them to give information to CASA about the status of their maintenance program. In addition, another airworthiness bulletin was issued to formally remind R44 operators and maintainers of the need to have new fuel tanks fitted. The Australian Transport Safety Bureau has issued a preliminary investigation report into a fatal R44 helicopter accident at Bulli Tops in NSW on 21 March 2013 in which a post-accident fire occurred.

 

Read the latest R44 fuel tanks airworthiness bulletin.

 

Read the ATSB preliminary report into the Bulli Tops accident.

 

Watch to learn about cable failures

 

Everyone concerned about wear and tear on aircraft control cables should take a few minutes to view a video on the important subject. CASA has produced the video to clearly explain the dangers posed by unidentified cable wear and the steps that need to be taken to avoid problems. This follows an increasing number of reports of cable failures in recent years, particularly control cable terminal failures. Senior CASA engineer Roger Alder features in the video, setting out why cable problems can develop, how to inspect cables and where problems are most likely to develop. Roger Alder says aircraft control cable failures should not happen if inspections are carried out properly. Many aircraft now have cables inspected in situ, which can mean emerging problems are not identified at an early stage, risking cable failure. It is recommended cables are removed from aircraft and inspected on the workshop bench, so they can be examined under magnification and opened up. Likely areas of wear, such as where cables run over pulleys, should be marked on the cables before they are removed.

 

View the cable video on CASA's You Tube channel now.

 

Keep your maintenance database clean

 

A reminder has been issued by CASA about the importance of carefully managing and maintaining information held in computerised aircraft maintenance control software. Several incidents have been reported of incorrect data in maintenance software packages. In one case this led to the grounding of a fleet of helicopters. Most aircraft operators with a substantial fleet size use computerised maintenance packages to track maintenance tasks, components, airworthiness directives and other airworthiness requirements. The success of these packages in managing continuing airworthiness relies on the integrity of the data in the software. In an airworthiness bulletin CASA recommends a number of steps to ensure data is well managed and accurate. These include periodic data cleansing, establishing a relationship between data in the software package and a master document, conducting an annual audit of maintenance data bases, ensuring there is a backup and having appropriate security. Any maintenance overruns or exceedences caused by data problems must be reported to CASA through the service difficulty reporting system.

 

Read the maintenance data airworthiness bulletin.

 

Essential info on amateur built aircraft maintenance

 

A detailed package of advice on the maintenance of amateur built aircraft is now available. CASA has issued a civil aviation advisory publication covering a wide range of important issues relating to amateur built aircraft maintenance. The advisory includes information on who can perform maintenance on amateur built aircraft, maintenance releases, use of replacement parts, inspection responsibilities, systems of maintenance and maintenance records. It also includes the maintenance procedures training requirements for aircraft owner-builders. An amateur builder must fabricate and/or assemble the major portion of an aircraft in order to qualify for a maintenance authorisation. This is to establish that a builder understands the construction of the aircraft and any special processes, understands how the various aircraft systems work and has sufficient relevant hand skills to be able to safely maintain the aircraft to at least the standard to which it was constructed. Owner-builders are ultimately the person responsible for the proper completion of all maintenance. In addition, amateur built aircraft must have a maintenance schedule and an aircraft log book to record continuing airworthiness.

 

Find out more about amateur built aircraft maintenance.