CASA Briefing Newsletter - September 2014

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September 2014

 

From the acting Director of Aviation Safety

 

Terry Farquarshon

 

I know speculation is rife throughout the aviation industry about who may be chosen as the Civil Aviation Safety Authority’s next Director of Aviation Safety. While it is certainly not my place to comment on the speculation I can assure everyone the process for selecting a new Director is well and truly underway. What needs to be understood is that there is a rigorous process that must be followed. As you would expect the process involves a search for suitable candidates, short listing, interviews, checking and then a recommendation and approval process. The approval process involves the CASA Board, the Deputy Prime Minister and Minister for Infrastructure and Regional Development, Warren Truss, and beyond. The completion of this process takes time - time that is well spent making sure the best possible person is selected to lead CASA. While this process is being completed I will continue to act as Director of Aviation Safety. I have told CASA that during this period we must, as always, work hard and continue to execute our plans in accordance with our set priorities. No aspect of CASA’s work is being put on the backburner or ignored during this transition time. CASA will continue to play its part in the maintenance and improvement of Australia’s high standard of aviation safety, taking the appropriate steps to identify and manage risks. I do, however, want to make it clear that safety is a shared responsibility and to remind all holders of civil aviation authorisations that they have a responsibility to conduct their aviation activities safely and in accordance with the relevant legislation.

 

Despite some dire predictions, Monday 1 September 2014 came and went and the aviation world did not come to a halt. That was the day the new suite of pilot licensing regulations took effect and we began the four year transition period for pilot licences and three year transition for flying training organisations. In fact, rather than a welter of problems caused by the new regulations our main challenge has been keeping up with the number of people keen to move their licence over to the new regime as soon as possible. CASA’s licensing team are doing their best to keep up with the influx of applications but I do ask for your forbearance during this initial busy period and remind everyone that it is not essential to have a new Part 61 licence immediately.

 

As part of our commitment to improve the way we work and support the aviation community CASA has engaged research company Colmar Brunton to conduct an online survey during October 2014 about our safety promotion activities. We want your feedback on how well CASA communicates safety-critical messages so we can develop and deliver information to you in the future in the most effective way. As a subscriber to the CASA Briefing newsletter you will be sent an email in early October inviting you to take part in the survey. I do encourage everyone to take part so we can best understand how to communicate essential safety information to you.

 

Yours sincerely

 

Terry Farquharson

 

App makes understanding dangerous goods easy

 

The travelling public now has a new and easy way to find out information about dangerous goods. CASA has launched a dangerous goods app for both Apple and Android devices which sets out what can and cannot be carried on an aircraft, as well as whether goods should be carried on board or checked-in. It also advises if goods need to be packed safely. The app covers a wide range of dangerous goods or potentially dangerous goods, including aerosols, ammunition, batteries, dry ice, hair dye, insect repellent, medical devices, mobility aids, paints, matches and toiletries. The app lists the goods or they can be searched for by name. Information is then provided in both words and in images. It is designed so people travelling can quickly answer the question: “can I pack that?” Travellers are advised making the right decisions about dangerous goods is important due to the unique conditions created by air travel. Items such as pressurised canisters when carried in aircraft experience high pressure differentials of up to 75 kPa, as well as extremes of temperature and at times significant vibration. All these forces can cause items to behave unpredictably. Travellers are told if they are still unsure whether a particular item may pose a safety risk they should always check with their airline or airport staff.

 

Access the dangerous goods app from the CASA website.

 

Updated advice on operations manuals

 

Holders of air operator’s certificates can now access updated advice on the development of operations manuals. Under the regulations air operators must provide an operations manual for the guidance of their staff. The manual contains all the information, procedures and instructions to ensure aircraft can be operated safely in line with the relevant safety requirements. The updated advisory on operations manuals sets out some of the requirements that will be included in the new operational regulations that are currently being finalised by CASA. While air operators do not have to comply with these requirements at this point, including this optional content in their manual will help them get ready for the future regulatory changes. The advisory says an operations manual is the ‘how to do it book’ for staff. It should set out procedures that allow operational staff to comply with safety legislation without having to consult the legislation itself. Manuals can be structured based on an International Civil Aviation Organization approach which has eleven volumes or a recommended approach that consolidates the information into four volumes. The consolidated version has volumes for policy and procedures, aircraft operations, aerodromes and routes and training and checking.

 

Go to the updated operations manual advisory.

 

No reports of area frequency congestion

 

Pilots are being asked to tell CASA about any frequency congestion problems on area frequencies. Concerns have been raised about the possibility of frequency congestion following the reminder to pilots about the correct procedure for making radio broadcasts at aerodromes which are not marked on aeronautical charts. If a broadcast radio call is needed at or near unmarked aerodromes it should be made on the area frequency. This is because transiting pilots who are unaware of the unmarked aerodrome will be using the area frequency and will not hear broadcasts made on the multicom frequency. They will not know to change to the multicom as the uncharted aerodromes, which are usually very small runways on private properties, are not known to them. Local pilots may be comfortable using the multicom but this does not provide alerted see and avoid for non-local traffic. Where an aerodrome not marked on a chart is located ten nautical miles or less from an aerodrome that is marked on a chart, pilots should use the charted aerodrome frequency or the multicom frequency. To date there have been no reports of frequency congestion caused by the use of the area frequency near unmarked aerodromes, however if any problems do exist CASA will work to resolve them on a case by case basis. Using the area frequency at these aerodromes should not result in an increased number or length of radio broadcasts. In fact, pilots should be more cognisant of the need to keep their calls brief and to a minimum. Pilots should contact their local Regional Airspace and Procedures Advisory Committee (RAPAC) to get information about congestion passed to CASA.

 

The radio procedures are set out in the CAR 166 advisory publication and information booklet.

 

Find your local RAPAC.

 

Government to respond to aviation review soon

 

The Federal Government will respond to the independent review of Australia's aviation safety and regulatory arrangements before the end of 2014. Infrastructure Minister Warren Truss told the 2014 Waypoint conference the Government is now carefully considering all of the 37 recommendations and other matters arising from the review. He said the Government would provide a comprehensive response before the year is out. “Above all, we are committed to ensuring that aviation maintains an appropriate safety regulatory framework that will provide the platform for the industry's future growth,” he said. “The national significance of aviation reinforces the need to maintain Australia's aviation record and reputation for safety. This is absolutely fundamental to the industry's future. That is why, in November last year, as one of the first acts of the new government, I initiated an independent review of Australia's aviation safety and regulatory arrangements. The review examined Australia's regulatory framework to ensure it supports the highest levels of safety without imposing unacceptable burdens on the aviation industry. I want to recognise the constructive attitude that industry took to the review. The report found that Australia has an excellent safety record but identified opportunities for improvement.”

 

Mr Truss said the Government is committed to reducing the regulatory burden on business through cutting unnecessary red tape and allowing more competition. He said aviation has more regulation per square inch than any other industry. “I would like to get rid of most of it—but I know that would compromise confidence in our safety record. The Civil Aviation Safety Authority has also begun reassessing its regulations to reduce red tape while not impacting on safety outcomes and to produce plain English versions of regulations. Airservices Australia is also playing its part in reducing costs to the aviation industry by reducing delays and investing in technology that will improve efficiency and productivity.

 

Read Mr Truss’s Waypoint speech in full.

 

No rush to get new pilot licence

 

Pilots are being reminded they do not need to rush to get a flight crew licence under the new licensing regulations which took effect from 1 September 2014. There is a four year transition period during which all licences will be progressively moved across to the new regulations. Current pilot licences remain valid until a new one is issued. Pilots will receive a new Part 61 licence when they update their qualifications with CASA. For example, when a pilot completes a flight review or gains a rating or endorsement, the flight instructor or flight examiner will enter the details into the licence and send a notification to CASA. This will trigger the issue of a new licence. When pilots do receive their new licence they should check to make sure it incorporates all of the permissions that were included in the old Civil Aviation Regulation Part 5 licence. If there are any discrepancies pilots should notify CASA. Everyone who held a pilot licence prior to 1 September 2014 will have a new Part 61 licence issued at no cost. People who apply for their first licence or who upgrade their licence after 1 September 2014 will need to pay the standard service fee for their licence type. There is a wealth of information on the CASA web site about the new flight crew licensing regulations and questions can be emailed to CASA.

 

Go to the flight crew licensing resource centre.

 

US says unleaded aircraft fuel is coming

 

The United States has taken another step towards the introduction of unleaded fuel for general aviation aircraft. Four unleaded fuels have been selected for testing by the US Federal Aviation Administration. The goal is for government and industry to work together to have a new unleaded fuel available for general aviation by 2018. Shell and Total are providing one fuel each for testing, while Swift Fuels has produced two. The work will determine which fuels are suitable and will have the least impact on existing piston-engine aircraft. Already the Federal Aviation Administration has assessed potential fuels in terms of their impact on the existing fleet, the production and distribution infrastructure, the impact on the environment, toxicology and the cost of aircraft operations. Based on the results of the phase-one laboratory and rig testing it is anticipated two or three fuels will be selected for phase-two engine and aircraft testing. That testing will generate standardized qualification and certification data for the fuels, along with performance data. Approximately 167,000 general aviation aircraft in the United States rely on 100 low-lead aviation fuel for safe operation. The small quantity of lead in the fuel creates the very high octane levels needed for high-performance aircraft. Australia’s Civil Aviation Safety Authority will monitor the work being done in the United States.

 

Find out more about the unleaded fuel project.

 

Last chance to comment on community service flights

 

There is still time to have your say on the future regulation of community service flights. CASA issued a discussion paper on safety standards for community service flights, with the comment period closing on 10 October 2014. Community service flights are non-emergency flights provided by volunteers and charities to transport people from regional areas to major centres, mainly for medical reasons. At present these flights are treated as private operations and there are no specific safety regulations covering the operations. This means they can be undertaken in a wide variety of aircraft types with different maintenance standards by pilots with varying levels of qualifications and experience. The discussion paper seeks the views of the public and the aviation community on how CASA should approach the safety regulation of community service flights. In particular CASA is looking for comment on how to balance the need for appropriate safety standards for flights that carry passengers against the public benefit of the services. The discussion paper recognises if safety compliance costs are high the service flights may no longer be available. Six administrative and four operational options are listed for consideration.

 

Read the community service flights discussion paper and comment by 10 October 2014.

 

We’re briefing pilots on new rules

 

Twelve seminars for pilots are being held across five states during October 2014. The seminars focus on the new suite of licensing regulations that took effect on 1 September 2014. CASA’s aviation safety advisors will provide information on the look and structure of the new Part 61 licence, as well as details on the four year transition arrangements. Pilots will be shown the extensive resources available to help them understand the new flight crew licence. A briefing will also be provided on the progress of the regulatory reform process. This will include the next phase of regulation reform, how to find information, who will be affected and what the changes will mean for pilots. Additionally, there will a presentation on the new interactive education programs and resources available online to help keep pilots safe in the air and on the ground. This includes the revised Visual Flight Rules Guide and the updated and improved On-Track interactive guide to operating in and around controlled airspace. This includes the updated and improved On-Track interactive guide to operating in and around controlled airspace, new videos on CASA’s YouTube channel and the Flight Safety Australia news site.

 

Find an AvSafety seminar near you.

 

Need to learn? We have the answer

 

There is an easy way to brush up your knowledge on a range of topics using the e-learning catalogue on CASA’s web site. Topics covered by the e-learning courses are ageing aircraft, fuel management, the new maintenance regulations, class D airspace procedures, the alcohol and other drugs program and the flight crew examination system. Some topics are accessed using CASA’s safety learning tool AviationWorx while others can be opened directly. The ageing aircraft course is aimed at aircraft owners, explaining how to identify issues surrounding the safe operation and management of ageing aircraft. Aircraft owners affected by the new Cessna structural inspection requirements will find this e-learning course particularly helpful. The fuel management course looks at strategies to help reduce the risk of fuel related accidents and incidents. In the course on the new maintenance regulations there is an introduction to the regulatory suite plus details on Parts 42, 66, 145 and 147 of the Civil Aviation Safety Regulations. The class D course covers airspace entry procedures, operations in class D, separation responsibilities and exit procedures. The alcohol and other drugs training can be used by aviation organisations to train employees and supervisors.

 

Go to the e-learning catalogue now.

 

 

[poteroo]

Contrary to what the spin doctors say in this CASA newsletter - they do not have sensible and consistent answers to many questions! And, yes - it is going to cost much, much more for multi-rated pilots to remain legally current. Further, in my particular case - it has been impossible to provide low level instruction or testing until CASA either approve me as both an instructor of LL and an examiner for LL. Being a rating now, instead of a course-of-training, makes a big difference in the required approvals that an instructor must hold. CASA have not upgraded those of us who have been doing this LL work, some for 25 years or more.

 

The worrying aspect of all this, is, that instructors who have previously held an ATO approval, will now transition to Flight Examiner,(FE)....but provide their own PI insurance. These PE's will be able to examine on whatever rating or endorsement they currently hold - regardless of their experience in that subject. Those who never held the ATO approval look like being excluded from LL instructing, (despite holding an ag rating plus lots of LL time). Beats me!

 

And yes, I have obtained FOI opinion, (you'd better ask Canberra mate), and that's not been useful. If they don't know - how the hell are we expected to continue running a flight school and get it right? Yes, I have long since applied for 'continuation' approval from Canberra - but so far - nothing. Dare I say that they never looked at the implementation too closely?

 

The M-o-S for the LL rating does not differ much from the old CAR V, CAO 29.10 advice on LL....... yet the LL has been raised to a rating with 6 monthly requirements on currency. The 'extras' in the rating appear to be in the amount of briefing and awareness components - which all add to safety. However, we always covered much, much more than what CAO 29.10 required and in my opinion, we exceed the minimums for the proposed LL Rating.

 

My gripe is only about a small part of Part 61. When raised at CASA meetings and in flight school one-on-one meetings with CASA, we have been unable to obtain satisfactory answers. It appears that there are many others of the same opinion.

 

So, CASA - your spin doctors may convince the media and some gullible and ignorant politicians - but the industry remains frustrated with your inability to provide adequate guidance on your Part 61 rules. It isn't simple - and neither are we. You just have to look in the mirror occasionally!

 

happy days,

 

 

[facthunter]

So WHAT'S NEW?. You can't just accept the situation you are exposed to. Are you in AOPA? Get in touch with them. Nev

 

 

[Yenn]

The requirement to be on area frequency when operating from airstrips that aren't on the charts is not working for me.

 

I flew on friday morning and couldn't get a word in edgeways for RPT traffic in and out of Brisbane. If I had transmitted I would have been a right pain to the controllers.

 

I have already commented to CASA that this was a bad idea and they assured me it would work. One of the controllers who works rocky tower assured me that it was a stupid decision by CASA. I will be talking again to CASA and urge anyone with the same problems to follow suit. In the meantime I am practicly no radio. At least I have a transponder so the big boys can see me.

 

 

[poteroo]

So WHAT'S NEW?. You can't just accept the situation you are exposed to. Are you in AOPA? Get in touch with them. Nev

I've gone direct to CASA again. Yes, I've been an AOPA member since 1963, (#6150), but they have much bigger fish to fry than an obscure section of Part 61. I'm also a longstanding SAAA member - but they have imploded and are not about to be tackling CASA because they want CASA to approve their instructing proposals. I'm also RAAus - but Part 61 doesn't directly affect our instructing approvals.

 

Talking to some ATO's just now - they have very little info on their status and are still very worried about their PI cover.

 

Yenn - yes, the frequency mess is entirely of CASA's making. Sheer logic says that 126.7 should always be the default frequency for all airports, airstrips or farm strips which do not have their own discrete frequency. IFR traffic on descent should then be able to call on 126.7 passing 5000 ft inbound to any strip and expect that they'll have time to obtain a response from all of the radio equipped traffic in that general area. I believe it's a dumb direction from CASA, and creates a safety issue - when none existed before. They need to leave well enough alone! But, as you are aware, the regulator is never wrong!

 

happy days,

 

 

[facthunter]

They have reversed "stupid?" (Probably haven't thought through is a better description) decisions before but not without pressure. There is a survey being done through AOPA now. SAAA or RAAus can't fight for you as they do better by being good little boys and not rocking the boat. Aopa is the only organisation which can kick up about something and not be disadvantaged. I'm not saying one is better or the other. The fact is the relationship with the CASA doesn't permit it, structurally. Nev

 

 

[SDQDI]

The requirement to be on area frequency when operating from airstrips that aren't on the charts is not working for me.I flew on friday morning and couldn't get a word in edgeways for RPT traffic in and out of Brisbane. If I had transmitted I would have been a right pain to the controllers.

I have already commented to CASA that this was a bad idea and they assured me it would work. One of the controllers who works rocky tower assured me that it was a stupid decision by CASA. I will be talking again to CASA and urge anyone with the same problems to follow suit. In the meantime I am practicly no radio. At least I have a transponder so the big boys can see me.

Maybe a flyin or two to those places with us practicing our circuits with all relevant calls would help them see sense......... On second thoughts they wouldn't see sense. I dare say 'most' people will be still using 126.7 which won't cover them in the event of an incident but would be safer.

 

 

[rhysmcc]

Id say do your calls on area freq, let airservices push casa into changing the policy to free up the freq.

 

 

[dazza 38]

I was gong to read it, but nah. I am over all the political crap/ rule changes that comes from CASA every five minutes.

 

 

[flyerme]

Yes the area frequency if a tuff one here! I have been using ctaf for years and in that time at least a handful of times my departing call has been answered by over flying raa aircraft to establish a non collision . However just recently I had the lightwing soaking up the sun ready for "local flying under 1500" only to find one of fav planes. AT-802( air tractor) skimming the tree tops at no more than 2-300 ft then cross directly over my property/ runway. ( not judging his lack of hight considering he was not spraying in the area!), I could not help think another 10 minutes and could have been interesting.so now I have a dessision to make! Ctaf and avoid RAA aircraft? Or area and avoide the big boys? Also I sit 14 nw east of tailem vor and 16 nm east from Brooklands air park. VOR is 116.60, Brooklands ctaf 126.7 and area is 125.3 I often here the ga boys entering tailem VOR on 126.7 and figure they do this as Brooklands is only 2 nm away then I guess they switch to 116.60? So what would you guys suggest here? Legally I should depart on 125.3 than within 10nm of tailem VOR switch to 116.6 than 2 nm later switch to Brooklands 126.7 ..

 

And what I do now! Just fly the nieuport with no radio and avoid the confusion!( tongue in Cheak comment only)lol. Honestly I have been announcing my intensions firstly on area ( legal)than on ctaf than switch back and monitor area frequency whilst local,I Try to cover all bases and stay safe. But now I'm flying local on area frequency ,I know damn well that the more common RAA planes could fly over anytime heading for lamaroo and will be on ctaf as they always are( lamaroo 30 nm west) so I just hope every one will oblige and be on area frequency. Not just the big boys! See and be seen comes to mind here! Strobe lights on- check

 

 

[frank marriott]

I often here the ga boys entering tailem VOR on 126.7 and figure they do this as Brooklands is only 2 nm away then I guess they switch to 116.60

I don't follow what you mean by this? VOR freq is not a coms freq.

 

 

[flyerme]

I don't follow what you mean by this? VOR freq is not a coms freq.

Yeh sorry ( sheepishly)ignore the VOR. Whats your opinion on doubling radio calls? Am I clogging the radio by making 2 different calls ( I feel safer this way ) on 2 different frequencies? Can't help but think the one day I don't , an RAA on ctaf will fly over unaware as to my intensions ( murphies law). If every one sticks to the legal frequency I'd be happy and safer( there could always be un radioed ultralights flying however like my nieuport not required to carry a radio). But unfortunatly there is no garentee that everyone will oblige.

 

 

[Guest Crezzi]

The requirement to be on area frequency when operating from airstrips that aren't on the charts is not working for me.I flew on friday morning and couldn't get a word in edgeways for RPT traffic in and out of Brisbane. If I had transmitted I would have been a right pain to the controllers.

I have already commented to CASA that this was a bad idea and they assured me it would work. One of the controllers who works rocky tower assured me that it was a stupid decision by CASA. I will be talking again to CASA and urge anyone with the same problems to follow suit. In the meantime I am practicly no radio. At least I have a transponder so the big boys can see me.

Perhaps you would have more success if you contacted Airservices about getting your airfield marked on the charts ?

 

Cheers

 

John

 

 

[Guest Crezzi]

I was gong to read it, but nah. I am over all the political crap/ rule changes that comes from CASA every five minutes.

Its not really a rule change as such - more clarification of an ambiguity which existed previously

 

Cheers

 

John