Truss: Aviation Safety Regulation Review

[Up-into-the-air]

casa is out of touch with the Aviation Industry Part 61

Here is the current [and casa has a "new portal" www.casa.gov.au/RR]

Is this their response to the WLR [ASRR]??

And Monday's missive [13th January 2014]:

AMENDMENTS TO FLIGHT CREW LICENSING AND AIRCRAFT AIRWORTHINESS AND REGISTRATION REGULATIONS

FLIGHT CREW LICENSING


The aviation industry will find it easier to transition to new licensing regulations following the amendment of the Flight Crew Licensing Regulations Package. Since the flight crew licensing regulations (Civil Aviation Safety Regulation Parts 61, 64, 141 and 142) were made in February 2013, CASA has received feedback from the aviation industry about their impact. As a result of this feedback CASA has introduced a number of amendments that will resolve unintended consequences of the new rules and reduce the burden and cost of regulatory compliance.


The amended regulations for Flight Crew Licensing will commence on
1 September 2014. To find out more and to read a summary of the amendments visit the licensing regulations pages on the CASA website.

AIRCRAFT AIRWORTHINESS AND REGISTRATION

Amendments to the Civil Aviation Safety Regulations that deal with aircraft airworthiness and registration have also been approved, resulting in benefits for continuing airworthiness management organisations (CAMOs), approved maintenance organisations (AMOs), Part 66 licence holders and aircraft owners. The amendments relate to an expansion (on a voluntary basis) to the types of aircraft that can have their airworthiness management services provided by a CAMO and maintenance provided by a Part 145 AMO. The amendments also simplify the administrative processes associated with changes of aircraft ownership and medical status notifications for Part 66 licences.

The regulation amendments took effect from 18 December 2013.

To find out more and to read a summary of the changes visit the maintenance regulations pages on the CASA website.

AND HERE is the "summary":

Summary of Flight Crew Licensing Amendment Package

The aviation industry will now find the new licensing regulations easier to transition to from 1 September 2014, with the amendment package for Flight Crew Licensing Regulations (CASR Parts, 61, 64, 141 and 142) approved by the Federal Executive Council on 12 December 2013.

Since the Flight Crew Licensing Regulations were made in February 2013, CASA has received feedback from the aviation industry regarding the new rules and their impact.

This is a summary of the amendments.

The full amendments package can be found on the ComLaw website.

• The student pilot licence no longer exists under the amended regulations. The removal of the student pilot licence results in the same level of safety but with less red tape and expense for students and flying schools. Flying schools and flight instructors will continue to be responsible for flights conducted by student pilots. The general requirements still apply to student pilots conducting solo flights such as age, general English language proficiency and medicals.
• The requirement for a pilot to have a photographic licence has been dropped in favour of pilots carrying an acceptable identification document. This will reduce regulatory compliance costs and administration.
• Applicants for the air transport pilot licence (ATPL) will no longer need a recommendation from a Part 141 or Part 142 operator to attempt the ATPL flight test.
• The privileges of the commercial pilot licence (CPL) have been amended to permit commercial pilot licence (CPL) holders to continue to act as the pilot in command of an aeroplane certified for single pilot operations and a maximum take-off weight less than 5,700 Kgs in a regular public transport (RPT) operation.
• Multi-crew pilot licence (MPL) holders will only be able to fly with an operator that has a training and checking organisation.
• Additional aircraft types have been added to the aircraft class rating system, which reduces entry control and compliance costs. However, the more complex aircraft within the class will be identified in a legislative instrument and pilots will require specific training and a flight review to fly the aircraft type the first time. Thereafter, the aircraft is treated the same as other aircraft within the class. The additional initial training and flight review requirements reflect the current training approach, and balance the need for more initial training while realising the main benefits of the class rating system.
• In the original regulations, additional requirements were imposed on pilots when they obtained a type rating granted on the basis of a flight test conducted in a simulator. These have been relaxed and now only apply to multi-engine turbine powered aircraft.
• A 90 day recent experience provision has been added to the limitations on the cruise relief type rating. In addition to successfully participating in a cyclic training and proficiency program, the pilot must have completed at least two hours of simulated flight time as co-pilot, passed a flight test or exercised the privileges of the rating in an aircraft.
• The original regulations required instrument rated pilots to have demonstrated their competency to use a specific instrument approach procedure to an instructor or examiner, before conducting such an operation. The amendment regulations limit this function to flight examiners.
• When the holder of an Instrument Rating, ATPL(A) or MPL(A) fails an Instrument Proficiency Check (IPC), the holder can no longer exercise the privileges of the rating in an aircraft of the same category. This mirrors CAO 40.2.1 for grades of ratings.
• The aerial application rating night endorsement recency standard has been simplified to align with the existing CASA exemption.
• Instructor rating proficiency checks have been simplified to permit a single proficiency check to exercise the privileges of the rating. Separate checks for each training endorsement are no longer required.
• Prerequisites for a number of the endorsements have been amended in the instructor rating endorsements table to reflect existing requirements.
• The Examiner rating proficiency check has been simplified to permit a single proficiency check to exercise privileges of the rating. Separate checks for each flight testing endorsement are no longer required.
• A new Examiner rating limitation has been introduced. The privileges of the rating may only be exercised in an aircraft if the flight test for the endorsement(s) has been conducted in an aircraft.
• Flight reviews and proficiency checks will be aligned. Flight reviews will be valid up to the end of the month in which they are done. Also, if a flight review is completed within the three month period prior to the current review expiring, the new review validity period would start from the expiry date of the current review.
• Provisions relating to instrument proficiency checks have been adjusted to ensure a pilot continuing to participate successfully in an operator’s cyclic training program is not affected by a proficiency check that takes place outside of the program.
• Under the amendment package a pilot can pass a proficiency check even if the 3D endorsement is not covered. However, the pilot would be limited to 2D operations until 3D proficiency is again demonstrated. This will provide relief to pilots in remote areas where 3D approaches and flight simulation training devices are unavailable.
• Under the original regulations, pilots completing an integrated CPL(A) course could not start a flight instructor rating course until they acquired 200 hours. The amendment package allows the pilot to commence the course once they have completed the integrated course of training and satisfied the requirements for the grant of a CPL.
• Provisions for the Modified Austroads medical standards have been moved into Part 67 and amended to align with the existing medical exemption relating to wearing corrective lenses. Under the original regulations, pilots would have been excluded if the only reason they didn’t meet the unconditional licence standard was because they needed to wear corrective lenses.
• In Part 64, an amendment has been made to ensure aircrew holding CAR Part 5 flight radiotelephone operator licences are eligible for the aeronautical radio operator certificate.
• Provisions have been made to preserve for three years the CAR Part 5 requirements for the grant of private and commercial pilot helicopter licences. Such licences will not be compliant with International Civil Aviation Organization ICAO Annex 1 standards and will be annotated accordingly.
• The definition of integrated training has been clarified for Part 142 operators who engage another person or organisation to conduct theory training on their behalf. This amendment removes any doubt about the ability of the operator to utilise service providers delivering content under the management of the Part 142 operator, and according to its schedule.
• A consequential amendment has been introduced to provide relief from the requirement to complete multi-crew cooperation training for pilots who have previously conducted multi-crew operations.
• A new limitation has been applied to existing helicopter grade 2 instructors. These instructors will not be permitted to conduct basic instrument flight training or authorise a student to conduct a first solo flight unless they satisfy the requirements specified in the prerequisites for the Grade 2 endorsements in 61.1235. This is consistent with the current rules and manages the safety risks for helicopter instructors transitioning to the new qualifications framework.
• The original Part 61 regulations required a helicopter grade 3 instructor to have completed 100 hours of navigation training before conducting initial flight training. The amendment regulation relaxes this provision, so instructors will now need to have completed 100 hours of flight training under the endorsement before conducting simulated engine failure training activities.
• The amendment provides for type ratings to be granted if the pilot has completed training and a flight test conducted under the authority of a recognised foreign authority. This provision allows more time for transition and ends on 31 August 2018.
• The amendment allows foreign examiners to continue conducting instrument proficiency checks for a further three years.
• In Parts 141 and 142, the qualifications for the head of operations are relaxed for operators who do not conduct training for the grant of a licence.
• The amendment introduces requirements for an operator to provide a description of how the operator supervises instructors and student pilots.
• Under the amended regulations, decisions made by examiners, instructors or authorised persons will be subject to the requirements of 11.055 and reviewable by the Administrative Appeals Tribunal.
• Amendments to the CASA dictionary have been made to harmonise Part 61 terms with ICAO terminology.

and who is responsible??

McComick, McComick, McComick, McComick