CASA Briefing Newsletter - May 2013

[Admin]

May 2013

 

From the Director of Aviation Safety

 

John McCormick

 

I am aware there has been some comment recently about CASA’s role as Australia’s aviation safety regulator, particularly in respect of how we arrive at decisions to vary, suspend or cancel authorisations. As you would expect, these decisions are not taken lightly and they are made only in accordance with CASA’s rigorous enforcement processes, which include review at the most senior levels of our organisation. As with all of CASA’s safety-related decisions, affected parties have a right to have such decisions reviewed either by the Federal Court or the Administrative Appeals Tribunal. Consistent with our obligations to ensure fairness and propriety in the conduct of our enforcement processes, CASA avoids engaging in any public discussion of the issues that are before the court or the tribunal. Unfortunately, this does not prevent others from doing so. Comments and remarks about CASA’s actions often appear in various news media that are incomplete, inaccurate and sometimes misleading. I believe this is unfair and unhelpful. Despite these comments I am confident that CASA’s enforcement and safety-related decision-making processes are rigorous, transparent and fair. We are held to account for our actions by the Federal Court and the Administrative Appeals Tribunal and this means the propriety of our actions are routinely and independently tested, and rarely found to be deficient.

 

CASA is often criticised for not taking into account the impact of its decisions on the livelihood of industry participants. Consistent with this perspective, some members of industry and representative bodies assert that CASA and its predecessors had, or should have, a ‘dual mandate’ - to conduct the regulation of aviation safety and to actively promote and advance the commercial aspects of the aviation industry. Frequently, these critics claim the US Federal Aviation Administration has this type of mandate. Let me assure you that CASA has never had such a ‘dual mandate’. In fact, the legislation establishing CASA was deliberately formulated to make it clear that we do not and should not have those inherently incompatible functions. Significantly, the Federal Aviation Administration’s own legislation was amended in 1996 to remove the ‘dual mandate’ from its remit for the same reasons. The Australian Parliament clearly set out the main object of the Civil Aviation Act-that is, to establish a regulatory framework for maintaining, enhancing and promoting the safety of civil aviation-which is quite different to ‘promoting civil aviation’. It is in everyone’s interest that the robust aviation industry in Australia continues to flourish; however, CASA’s statutory functions are specified in accordance with the object of the Act.

 

Best regards

 

John F McCormick

 

Get to a fatigue briefing in your city

 

A series of briefings are being held to give people in the aviation industry an opportunity to learn more about the new flight crew fatigue management rules. Changes to the Civil Aviation Orders relating to fatigue management took 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. The breakfast briefings are aimed at people from air operators who are responsible for fatigue management in their organisation. At the briefings CASA is providing an overview of the rule changes, setting out the flexibility offered under the new requirements and discussing the responsibilities of both operators and flight crew. There will be a question and answer time to allow people to focus on the aspects of the changes relevant to their operations.

 

Five fatigue management breakfast briefings are scheduled during late May, June and July 2013. They will be held in Adelaide, Darwin, Melbourne, Sydney and Brisbane. The briefings run from 07:30 to 09:30. Bookings are essential as places are limited.

 

Find the fatigue management briefing in your city and book now.

 

SIGMETs are changing – make sure you know all about it

 

The Bureau of Meteorology is making changes to the format of its SIGMETs - Significant Meteorological Information - from 30 May 2013. A SIGMET gives a concise description of the occurrence, or expected occurrence, of en-route weather which is potentially hazardous to aircraft in areas over which a meteorological watch is being maintained. Most of the changes have been made to align Australian SIGMETs with International Civil Aviation Organization's specifications. The Bureau of Meteorology says the changes will make it simpler to enter SIGMETs into flight planning systems and will make the training of international pilots easier. The key changes are the description of vertical levels at and below 10,000 feet, the format of the SIGMET sequence number and the format of the last line of each SIGMET. After 30 May 2013, the vertical extent will be given in feet for levels below 10,000 feet, instead of the current practice of using the abbreviation A (altitude) for levels up to and including 10,000 feet. Vertical levels at and above 10,000 feet will be given in hundreds of feet. The second change is to the sequence number of a SIGMET. The new SIGMET format will adopt the International Civil Aviation Organization three-character sequence number format and will be nationally assigned for each flight information region. A location reference will no longer be included in the sequence number but will be given in the last line of the SIGMET. The third change is to the format of the last line of the SIGMET, which will now be referred to as ‘RMK' (remark line), instead of the current practice of using 'STS'. There will also only be one SIGMET current for each event in each flight information region, instead of the current practice which can have multiple SIGMETs current for one event.

 

Read more about the SIGMET changes.

 

We make learning even easier

 

People in the aviation industry can now manage their CASA delivered professional training and development using a new online tool. The tool is known as AviationWorx and it supports CASA run seminars, courses and elearning. AviationWorx is accessed through CASA’s web site and is easy to use. Users need to register before entering AviationWorx – a process that takes a couple of minutes and is even simpler when you already have an aviation reference number. Once registered users have a personal profile that logs and tracks professional development undertaken through CASA delivered learning. This personal profile provides a record of individual learning achievements. AviationWorx features a calendar of CASA events and a catalogue of courses to ensure users can choose the right activity. Currently the elearning courses in AviationWorx cover ageing aircraft and fuel management. Registration for briefing sessions for aviation organisations on the new fatigue management rules are also currently being managed using AviationWorx. Over time more courses will be available through AviationWorx and all future CASA seminars and events will be managed using the tool.

 

Go to AviationWorx.

 

Clock ticking on maintenance regulations transition

 

The time to complete the transition to two key elements of the new regular public transport maintenance regulations is running out. By 27 June 2103 all regular public transport air operators and all maintenance organisations that maintain regular public transport aircraft or components must complete their transition to Parts 42 and 145 of the Civil Aviation Safety Regulations. Part 42 sets out the continuing airworthiness requirements for all aircraft used in regular public transport operations. Part 145 introduces a uniform set of national requirements for organisations providing maintenance services to regular public transport operations. The new regulations took effect in June 2011, giving aviation organisations two years to make the transition. There has been steady progress in organisations making the transition, with CASA providing support through documentation, training, guidance and advice. Recently Qantas’s maintenance and repair organisation obtained their Part 145 certificate – a significant step as this is the largest and most complex aviation maintenance organisation in Australia. The new maintenance regulations that are now in place only apply to regular public transport operations. CASA is in the process of developing a set of updated maintenance regulations for charter, aerial work and private operations. A set of discussion papers about these proposed regulations was issued late in 2012 for comment.

 

Find out more about the maintenance regulations.

 

Aircraft registrations pass new high

 

There are now more than 15,000 aircraft registered in Australia. The milestone was passed earlier this year, with about 50 new aircraft being added to the Australian aircraft register each month. Registration of Australian aircraft began in July 1919 when the International Commission for Air Navigation allocated civil aircraft registration prefixes to each member nation. British Commonwealth countries were allocated the letter 'G' with the next one or two letters indicating the countries within the Commonwealth - Australia being allocated 'G-AU'. Australian Certificate of Registration No.1 was issued on 28 June 1921 for an Avro 504K aircraft registered G-AUBA. From January 1929, Australian aircraft began displaying 'VH' as a prefix to the registration mark. The first machine to be registered under the new system was a Gipsy Moth that bore the marking VH-UKF. The register increased gradually after World War II, reaching 1000 aircraft in the late 1950s and 10,000 in the early 1990s. By 2003 the number rose to 12,000. CASA regularly publishes a list of available registration marks and people are able to reserve a particular mark for a 12-month period. Large airlines reserve blocks of registration marks, so a certain model of aircraft can have consecutive marks.

 

Aircraft registration information and forms is on our website.

 

Improvements to aircraft registration forms

 

Improvements have been made to aircraft registration forms and supporting guidance material. It is important everyone who is registering an aircraft understands the changes to the forms and follows the advice in the guidance material. Old registration forms will not be accepted by CASA after 31 May 2013. Under the changes aviation reference numbers are mandatory fields on all forms. If the aviation reference number field is not completed the registration application will not be accepted. Some forms now include a section to nominate an alternate address for the delivery of the new certificate of registration. The certificate of registration will only be sent to a different address if the address details are completed in this section. Applicants no longer need to provide address and contact details in all sections on some forms – these details are now only requested where it is specifically required by the regulations. There are also changes in the forms relating to transfer of ownership, requests for ferry flights and replacement registration certificates. Forms can be completed on line and then should be printed and signed. To be able to save the data entered on a form online applicants will need to use acrobat reader version 7 or later. A saved form can be reused and previously entered data can be changed.

 

Find out more about aircraft registration form changes.

 

Video sets out latest on simulators

 

There’s a quick and easy way to keep up to date with the latest changes in the regulation of flight simulation. A short video has been released on CASA’s You Tube channel which explains new simulator requirements, the strategic approach to simulator regulation and the benefits of simulator training. The video features CASA’s manager of Flying Standards, Roger Weeks. Roger outlines CASA’s flight simulator operational plan, which is current until 2014, as well as setting out the new simulator training requirements which took effect from the start of April 2013. These requirements mean it is mandatory to use simulators for high risk, emergency and abnormal flight training and testing for certain types of aircraft. In the video Roger says this is a significant advancement and enhancement of safety in flying training. The move to increase the use of simulators for pilot training and checking was driven by a serious incident and a fatal accident which took place during training exercises. Under the new requirements conversion command training for pilots, as well as training and checking for pilots working for an air operator required to have a training and checking organisation, must be carried out in a simulator in clearly defined circumstances.

 

Watch the flight simulation video now.

 

Engine welding warning

 

A warning has been issued about potential problems caused by weld repairs to engine crankcases. Reports of failures and cracking of weld-repaired crankcases in the region of cylinder retention studs continue to be received by CASA and are attributed to inadequate welding repairs. Limited welding repairs to certain crankcases may be permitted by engine manufacturers under approved schemes used by appropriately approved specialist repair organisations. However, if there is inadequate pre-weld crack detection and poor cleaning or welding technique there will be an overall degradation of the crankcase material. Where there is weaker or softer crankcase material in the region of the cylinder retention studs this can result in a loss of stud torque. Fatigue cracking is soon initiated and this can eventually result in separation of the cylinder from the crankcase. In the United States there have been two accidents involving an in-flight loss of power due to separation of one of the cylinders from the crankcase. In an airworthiness bulletin CASA makes six recommendations to avoid problems caused by weld repairs to crankcases. CASA says the recommendations will assist in detecting “potential catastrophic engine failures”.

 

Read the crankcase welding airworthiness bulletin.

 

How to operate a safe off-shore helideck

 

New guidelines have been published covering the development and operation of off-shore helicopter landing sites, including vessels. The guidelines are contained in a civil aviation advisory publication which includes information on designing and siting off-shore helidecks, off-shore helideck operations, lighting systems and meteorological equipment. The information is vital for all helicopter air operators using off-shore helidecks or vessels, operators of oil and gas platforms, shipping operators and helicopter pilots. Under the Civil Aviation Regulations it is the responsibility of the pilot in command of a flight to determine if a place to be used for take-offs and landings is safe. However, the regulations do not set out all the factors that need to be taken into account to determine if a landing area is safe. Due to the unique nature of the off-shore environment and the number of people carried to platforms, the oil and gas industry commonly requires specific standards to be in place for off-shore landing areas to reduce risks. The new guidelines provide criteria that should provide a safe area for the landing and taking-off of helicopters as long as procedures are followed and pilots have sound skills and airmanship. These criteria include physical characteristics of helidecks, design data, loads, location and size of obstacle protected surfaces, visual aids and rescue and fire fighting facilities.

 

Read the off-shore helicopter landing site advisory.

 

 

[Guest ozzie]

Interesting to read McCormick's opening to this months CASA newsletter. At least he recognises that there are many people out there that have some form of dislike at how CASA performs. He is right in that there can be no dual mandate as they will conflict. What he does not understand (or maybe he does) is that the majority of people have had enough of the overbearing brown shirt methods that they use to intimidate and bully any one they deem to have infringed their safety mandates.

 

It will be interesting to see just how much dirt floats to the surface during the enquiries over the ditching of Pel Air at Norfolk and the Barry Hempel court case.

 

Hopefully this will be the start of a complete rebuild or even dismantling of CASA as it stands today.

 

Safety is indeed important in aviation but it cannot be driven by arrogance and career lawyers that will go to any means to protect their jobs. Interesting times ahead.

 

 

[Chird65]

May 2013From the Director of Aviation Safety

John McCormick

 

... Frequently, these critics claim the US Federal Aviation Administration has this type of mandate. Let me assure you that CASA has never had such a ‘dual mandate’. In fact, the legislation establishing CASA was deliberately formulated to make it clear that we do not and should not have those inherently incompatible functions. Significantly, the Federal Aviation Administration’s own legislation was amended in 1996 to remove the ‘dual mandate’ from its remit for the same reasons.

 

.

And yet on http://www.faa.gov/about/mission/activities/ it still states:

 

"Summary of Activities

 

We're responsible for the safety of civil aviation. The Federal Aviation Act of 1958 created the agency under the name Federal Aviation Agency. We adopted our present name in 1967 when we became a part of the Department of Transportation. Our major roles include:

 

• Regulating civil aviation to promote safety
   
   
  
• Encouraging and developing civil aeronautics, including new aviation technology
   
   
  
• Developing and operating a system of air traffic control and navigation for both civil and military aircraft
   
   
  
• Researching and developing the National Airspace System and civil aeronautics
   
   
  
• Developing and carrying out programs to control aircraft noise and other environmental effects of civil aviation
   
   
  
• Regulating U.S. commercial space transportation.
   
   
  

 

 

I agree there should be a safety organisation but there also should be legislation that fostering the industry is also required.

 

 

[Chird65]

In addition the binding nature of the Australian Airspace Act 2007 on CASA means that they are responsible for meeting the vision of the act I.E.

 

"PART 2 – INTRODUCTION

 

2.1 Purpose of the Australian Airspace Policy Statement

 

This Australian Airspace Policy Statement......... It provides guidance to the Civil Aviation Safety Authority (CASA), as airspace regulator, on the administration of airspace as a national resource. As provided for by Section 11A of the

 

Civil Aviation Act (1988),

 

CASA must exercise its powers and perform its functions in a manner consistent with this Policy Statement. ....

 

2.2 The Australian Government’s Vision

 

Aviation is integral to Australia’s economy and its links to the rest of the world. .... Aviation relies on safe and efficient airspace administration and regulation.

 

The Australian Government is committed to a world-leading system of aviation for Australia, including arrangements for airspace administration that will:

 

• ensure that Australian airspace is administered and used safely;
   
   
  
• ensure that Australian airspace is used efficiently and that, where possible, there is equitable access to our airspace for all users of that airspace;
   
   
  
• meet Australia’s obligations as a member of the International Civil Aviation Organization (ICAO);
   
   
  
• be recognised as world’s best practice; and
   
   
  
• best meet Australia’s needs. "
   
  

 

 

I'll get off my soap box.........soon.

 

 

[damoski]

Just an observation, but has anyone else received malware warnings when trying to open the Flight Safety Briefing e-magazine? Google Chrome warns me that the site has hosted malware in the past, and it seems to resolve this down to casa.grapevine.com.au, so it appears to be the CASA-specific microsite.

 

What happened when Google visited this site?

 

Of the 5 pages we tested on the site over the past 90 days, 5 page(s) resulted in malicious software being downloaded and installed without user consent. The last time Google visited this site was on 2013-05-26, and the last time suspicious content was found on this site was on 2013-05-26.

 

Malicious software is hosted on 1 domain(s), including

 

noveltyship.com [hyperlink removed]

 

This site was hosted on 1 network(s) including

 

[/url]AS7718 (TRANSACT)

 

.

 

 

 

 

 

 

I've not tried to open it, for now, as a result - often these things are resolved - but I would have expected someone else to see this. I assume Grapevine is CASA's distribution provider, and not just a well-crafted malware site.

 

 

 

 

[pylon500]

Remember, the safest aircraft is one that is welded to the ground, preferably with a large fence around it.

 

 

[Guest Nobody]

What's going to happen when they run out of rego marks? 26^3 is 17576 and there are some that can't be allocated....