CASA Briefing Newsletter - June 2013

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From the Director of Aviation Safety

 

John McCormick

 

As it is now just over four years since I became the Director of Aviation Safety, it is a good time to reflect on CASA’s achievements over that period. When I arrived, in March 2009, it was clear CASA needed an organisational structure focussed on what the Parliament of Australia had intended when it made the very significant amendments to the Civil Aviation Act it did in 1995. By aligning our divisional breakdown with our core functions, as set out in section nine of the Civil Aviation Act, CASA now has a sharp focus on its purpose and the activities the Parliament expects to be undertaken to regulate the safety of Australian civil aviation. It was also apparent that our policies, processes and procedures were in need of updating. Over the last four years we have invested an enormous amount of effort in this task. The outcome of this work is leading us further toward our goals of standardisation and consistency. Flowing from this are considerable benefits for the wider Australian aviation community-including, of course, the aviation industry and CASA alike.

 

Important progress has been made over the last four years to re-invigorate the regulatory reform and development processes. Since October 2009, 108 standards development projects have been completed. These include new Civil Aviation Safety Regulations, manuals of standards and advisory material. There are currently 98 ongoing standards development projects. However, the work will not end with the completion of drafting the new regulations. Indeed, this work can be likened to painting the Sydney Harbour Bridge-when you reach one end it’s time to go back to the beginning. In the case of standards development this encompasses the commencement of post-implementation reviews and continuous development of the regulatory suite to reflect changes in technology and other relevant developments at home and abroad.

 

And the process does not stop at merely writing this material. We have ahead of us a number of years during which the new rules and practices will be introduced in both CASA and the aviation industry. This is a major undertaking requiring some significant transitions over a period and at a pace which allows CASA to continue its regulatory oversight of industry and for industry to be able to absorb the necessary changes. To achieve this requires a massive effort to educate the aviation industry and assist through the transition process. We have invested heavily in training, education and safety promotion and we will continue to do so.

 

It is interesting to note that across the various aviation sectors accident rates have generally plateaued at relatively low levels. Australia has an enviable safety record for which we are frequently acknowledged internationally, but we must now use the data and information available to us to identify the steps we must take next to further improve aviation safety. Our initiatives in surveillance, safety performance analysis, knowledge and information management, safety education and promotion, standards setting, enforcement and the use of appropriate safety interventions, amongst other things, are all leading us in this direction.

 

In the context of this long list of achievements, and mindful that there is always room for improvement, it is disappointing and dispiriting that so much criticism seems to sometimes be directed towards CASA and individuals within CASA that is without substance, legitimacy or merit. Being a regulator often puts us in that awkward, if unavoidable, position of being 'damned if we do and dammed if we don't'. There will always be those who find regulations of any kind not to their liking. However, as a responsible regulator and consistent with the consultative obligations specified in the Civil Aviation Act, we must arrive at the most appropriate position for aviation safety in Australia. Fair and constructive criticism is an important and valuable part of the safety quotient in a democratic society like ours. The baseless criticism we sometimes receive—frequently misinformed, sometimes mischievous and at times personally abusive-is regrettable, unhelpful and dangerously erosive of public confidence in Australia’s system of aviation safety.

 

Best regards

 

John F McCormick

 

Get empowered - get to a 2013 safety seminar

 

An intensive program of seminars has been scheduled for the second half of 2013 to empower people in the aviation industry to learn more about the latest changes to safety regulations. Seminars are planned for 65 locations right across the nation - in both capital cities and regional centres. Many will be held in conjunction with aero and flying clubs on airfields, while others will be held in function rooms in convenient positions. CASA’s aviation safety advisers will provide information on the regulatory development program, recent regulatory changes, how to get information on changes and how to take part in consultation. Depending on the audience there will specific presentations on new pilot licence regulations, electronic flight bags, new fatigue rules, performance based navigation and flying training regulatory changes. In addition, there will be a step-by-step guide on how to find and utilise important online safety tools such as OnTrack and Out-n-Back. Overall, the aim will be to show pilots and other aviation people how to access the information they need and stay up to date with regulatory change, as well as to get safety education and advice. The seminars will explain how CASA will transition the aviation industry across to the new regulations and outline the responsibilities of people and organisations during the transition. Everyone attending the seminars will be encouraged to ask questions and provide feedback. The themes of the seminars are giving people in the aviation industry the knowledge and tools to continue to learn about safety, successfully move across to new rules and be informed about change.

 

In conjunction with a number of the AvSafety seminars there will be dedicated sessions devoted to performance based navigation. These sessions will focus on raising awareness about the need for instrument flight rules aircraft operating in Australia to be fitted with global navigation satellite system and automatic dependent surveillance – broadcast avionics. The sessions are being scheduled at locations where pilots qualified to the instrument flight rules and other people with an interest in performance based navigation are likely to attend. They will be held at locations across Australia and will generally be scheduled earlier on the same day as an AvSafety seminar. The sessions will cover the concept of performance-based navigation, equipment requirements, impending deadlines and the impact on airspace and route designs. Information delivered will be of great value to aircraft operators, pilots, aviation manufacturers and maintenance organisations.

 

Get details of the performance based navigation information sessions and register to attend one in your area.

 

See the program of 2013 Avsafety seminars.

 

Have your say now on flight crew licensing standards

 

Details of the proposed standards supporting the new pilot licensing suite of regulations have been released for comment. People across the aviation industry are being asked to review the proposals and submit comments to CASA by 2 August 2013. The proposed licensing standards are contained in a draft of the manual of standards for Part 61 of the Civil Aviation Safety Regulations, which covers flight crew licensing. Part 61 commences on 4 December 2013. The proposed standards cover the flight training and knowledge needed to obtain licences, ratings and endorsements, theory exams, flight tests, flight reviews, proficiency checks for ratings and English language proficiency. They will apply to all pilots and aircraft operators. Flight training organisations will be required to have a syllabus of training that meets the requirements set out in the Part 61 manual of standards. The majority of the proposed standards align with existing requirements set out by CASA in Civil Aviation Orders and various training syllabuses.

 

A briefing note for the proposed Part 61 manual of standards says there are three significant changes to flight training standards. They are: pilots seeking a private or commercial licence with a helicopter rating will need to complete basic instrument flight training, an applicant for an air transport pilot licence or a pilot in multi-crew operations must complete a multi-crew co-operation training course and flight tests have been introduced as a pre-requisite for an air transport pilot licence, low-level rating or night vision imaging system rating. The Part 61 manual of standards complies with International Civil Aviation Organization standards and recommended practices, except where Australia’s aviation environment requires unique requirements.

 

Read the proposed Part 61 manual of standards and have your say now.

 

Get the news on new regulations now

 

There is a simple, new way to get up to date on the rewriting of Australia’s aviation safety regulations. CASA has produced a short video featuring the Director of Aviation Safety, John McCormick, talking about the regulatory development program. The video can be watched on CASA’s YouTube channel - called CASABriefing. In the video John McCormick talks about the reasons behind developing new safety rules, benefits for the aviation industry, the importance of a measured transition to new rules, CASA’s support for industry during transition and the connections between various regulatory parts. The Director says: “The Civil Aviation Safety Regulation parts will align us with the International Civil Aviation Organization, and will align us with interoperability with other countries around the world. It puts us into a modern system. Whereas our system at the moment, we've relied heavily on exemptions and permissions. There are in excess of 1,700 of those documents out there. And that becomes a case of ruling almost by exemption, which is not the best manner.” The Director goes on to say: “Some of the changes are quite minor. Some of them radically change the way people approach things. But in each case, we're trying to enable industry to move forward on a solid basis of knowing what the requirements are. And those requirements, we are trying to make them no more onerous than any other country that we would consider to be someone we would benchmark ourselves against.”

 

View the Director’s regulatory development video now.

 

Maintenance rules being simplified

 

CASA is acting to simplify maintenance regulatory requirements for air operators and maintenance organisations that operate in both the regular public transport and non-regular public transport sectors. Currently these air operators and maintenance organisations are required to have approvals under both the Civil Aviation Safety Regulations and the older Civil Aviation Regulations. People from organisations affected by the dual requirements have asked CASA to remove what is seen as an onerous obligation. CASA has responded by establishing two projects to amend the rules covering maintenance organisations and air operators. Part 145 of the Civil Aviation Safety Regulations will be changed to allow approved maintenance organisations to provide maintenance services to non-regular public transport aircraft. The associated manual of standards and guidance material will also be amended. Air operators with both regular public transport and non-regular public transport aircraft will be able to choose on a voluntary basis to have their continuing airworthiness management organisation cover both types of operations. This is expected to reduce costs and improve efficiency for air operators, while improving safety outcomes. Part 42 of the Civil Aviation Safety Regulations will be changed to allow air operators to add non-regular public transport aircraft to their continuing airworthiness management organisation. Supporting material such as the manual of standards, guidance material and acceptable means of compliance will be amended.

 

Find out more about the Part 42 changes.

 

Read about the Part 145 changes.

 

Improvements on the way for LAME licence requirements

 

A project has been established to make a range of improvements to the manual of standards for Civil Aviation Safety Regulation Part 66. This Part sets the standards and requirements for maintenance personnel licences and is one section of a suite of new rules for aircraft maintenance that came into effect in June 2011. The changes to the manual of standards for Part 66 will remove some inconsistencies and clarify a number of requirements. Feedback from people in the aviation maintenance industry has led to some of the proposed changes. One issue being addressed relates to the fact that not all licensed aircraft maintenance engineers work a standard day or standard hours with a single employer. Split shifts and multiple workplaces can make it difficult to demonstrate compliance with the requirement to have worked for six months in a two year period. Licensed aircraft maintenance engineers cannot exercise the privileges of their licence unless they can show they have performed this amount of maintenance work to remain current. Both the manual of standards and acceptable means of compliance will be changed so that a combination of hours and split shifts will allow a licensed aircraft maintenance engineer to demonstrate the six months requirement is met. Other issues being addressed by the Part 66 amendment project include inconsistencies between categories of licences, practical training requirements and category training.

 

Find out more about the Part 66 project.

 

Comment now on extended diversion time proposals

 

The aviation industry is being urged to comment on proposals for changes to the rules covering extended diversion time operations. These rules set the operational limits for twin turbine aeroplanes operating on one engine, as well as limits for aeroplanes with more than two turbine engines. The limits are set in minutes from a suitable place to land safely. An extended diversion time operations approval allows flights beyond the threshold limits.

 

CASA is proposing to align the threshold times and approvals with International Civil Aviation Organization standards and international practice. A notice of proposed rule making has been released, with the period for comment open until 2 August 2013. CASA is proposing to amend Civil Aviation Order 82.0 to standardise at 60 minutes the threshold time for diversions for twin turbine engine aeroplanes used in regular public transport and charter operations. The notice of proposed rule making says the changes will be significant, both in terms of safety and operational benefits. Air operators will benefit from a standard that is internationally harmonised and provides certainty for future business planning. The proposed changes will require air operators to obtain an extended diversion time operation approval to operate beyond 60 minutes from an adequate aerodrome.

 

Read the notice of proposed rule making and comment now.

 

Be on the lookout for Seneca problems

 

Owners and operators of Piper Seneca aircraft have been alerted to two potential maintenance problems. The first applies to all Seneca aircraft and relates to the possibility of undetected corrosion in aileron hinge fittings. CASA has issued an airworthiness bulletin about the corrosion after a service difficulty report was lodged in relation to a severely corroded aileron hinge. It is recommended an initial inspection of the hinge fitting assemblies should be completed in a timely manner and further inspections should occur every 100 hours time in service. A detailed visual inspection should be conducted on all aileron hinge fitting assemblies, with the fitting being removed for further inspection if there is evidence of corrosion.

 

The second Seneca maintenance issue applies only to PA-34-200 model aircraft. This model has an engine vibration propeller damper assembly fitted to counter potentially destructive harmonic vibration between 2200 and 2400 RPM. Propeller overhaul facilities have reported two problems with the propeller damper assembly. Screw-end marks are being found on the outer face of the assembly, due to attachment screws contacting the weight. This restricts or stops damper movement which will result in increased vibrations and possible propeller or engine damage. The other problem is when the propeller is removed for overhaul the damper assembly is frequently not sent for an overhaul. The damper must be overhauled at 2400 hours of operation or 72 calendar months, whichever comes first.

 

Read the aileron hinge airworthiness bulletin.

 

Read the propeller damper airworthiness bulletin.

 

Safety information sharing explained

 

CASA and the Australian Transport Safety Bureau have issued a policy statement on information sharing between the two organisations. This statement sets out how information is gathered, exchanged and used. It explains the roles of CASA and the Australian Transport Safety Bureau and how the mandatory safety reporting scheme works. The reporting scheme gathers information on occurrences which endanger or could endanger aviation safety. This information is then used to maintain and improve aviation safety. The scheme requires 'responsible persons' - such as aircraft crew, owners, operators, air traffic controllers, licensed aircraft maintenance engineers, ground crew and airport operators - to notify the Australian Transport Safety Bureau of accidents and safety incidents. The Bureau then uses this information to determine what to investigate for the purposes of improving safety. The Australian Transport Safety Bureau informs CASA about accidents and serious incidents, as well as providing daily and weekly reports.

 

CASA uses safety information from the Australian Transport Safety Bureau principally for two purposes. The first is to have sufficient information about an occurrence to decide whether CASA should initiate its own, independent regulatory inquiries. The second purpose is to maintain a database of occurrence information so that trends in aviation safety can be detected. CASA may use information reported under the mandatory scheme for initiating its own inquiries in the interests of safety. However, CASA will not rely on this information in taking action unless it is necessary to do so in the demonstrable interests of safety and where there is no alternative source of the information practicably available to CASA. CASA will not normally recommend criminal proceedings in matters which come to its attention only because they have been reported under the mandatory reporting scheme. Exceptions will be in cases of conduct that should not be tolerated - such as where a person has acted intentionally, knowingly, recklessly or with gross negligence.

 

Read the full safety information policy statement.

 

Book now for Brisbane fatigue management briefings

 

Brisbane is the location for the final two briefings on 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. People from air operators who are responsible for fatigue management in their organisation and others with a direct interest in fatigue management should attend the briefings.. People attending will get an overview of the rule changes and there will be discussion about the responsibilities of both operators and flight crew. A question and answer time will allow people to focus on the aspects of the changes relevant to their operations. The Brisbane briefings are being held on Tuesday 2 and Wednesday 3 July.

 

Book now for the Brisbane fatigue management briefings.

 

https://www.youtube.com/watch?v=Ri8VCDfGMrs