CASA News: Aviation Medical Reforms
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CASA News: Aviation Medical Reforms
I saw this in my RAAus Newsletter. It looks like CASA is undertaking reforms of the Aviation Medical process. Link to news story HERE
Looks like the main headlines are:
- New category of private pilot medical certificate with less strenuous requirements.
- Ability for non-passenger carrying commercial operations on a full Class 2 Medical.
- Greater delegation of authority for DAMEs.
Reforms to be rolled out in 2018.
Not trying to get too excited but the second point would be life-changing for me.
Thousands of pilots are set to benefit from major reforms to the aviation medical certificate system.
The Civil Aviation Safety Authority is cutting aviation medical certificate red tape to make it easier for pilots to continue to fly safely.
The reforms include creating a new category of private pilot medical certificate, allowing non passenger carrying commercial operations under a full Class 2 medical certificate and increasing the delegation of medical decision making to medical professionals.
The new medical certificate category to be known as a basic Class 2 will be available to private pilots flying piston engine powered aircraft carrying up to five non fare paying passengers. Operations will be limited to the daytime visual flight rules and will be permitted in all classes of airspace.
This basic Class 2 medical certificate will require an assessment by a doctor using the Austroads commercial vehicle driver standards. General practitioners will be able to carry out assessments.
These commercial vehicle medical standards currently apply to drivers of heavy vehicles, public passenger vehicles and vehicles carrying bulk dangerous goods. They cover medical issues such as cardiovascular conditions, diabetes, psychiatric conditions, blackouts substance abuse and vision and hearing disorders.
The new basic Class 2 medical will be valid for a maximum of five years up to the age of 40 and a maximum of two years above the age of 40.
The current unrestricted Class 2 medical certificate will remain in place for private pilots operating aircraft up to 8618 kilograms with a maximum of nine non fare paying passengers. This unrestricted Class 2 medical will be used under all flight rules and allow for operations in all classes of airspace.
Importantly, pilots flying commercial operations with no passengers – such as flying training and aerial agriculture – will now be able to do so on the basis of an unrestricted Class 2 medical certificate. Previously these operations required the pilot to hold a Class 1 medical certificate.
CASA’s CEO and Director of Aviation Safety, Shane Carmody, said the reforms to the aviation medical system maintain appropriate safety standards while offering flexibility and reduced red tape.
“CASA has been engaged with the aviation community and made a series of fundamental reforms to aviation medical certification,” Mr Carmody said.
“We have initially focussed on changes that benefit general aviation because this sector has been telling us the current medical certification system was causing real difficulties.
“In the interests of public safety it is important that pilots meet relevant medical standards but the system must not make unnecessary demands and should meet the needs of the aviation community.
“I am pleased we are making changes that will see more appropriate medical standards applied to flying training and aerial agriculture – two vital sectors of Australian aviation.
“CASA will now continue to review the aviation medical system to identify possible improvements in areas such as using medical data more effectively, further streamlining processes, further reducing CASA involvement in medicals and harmonising with global best practices.
“It is CASA’s role to maintain appropriate aviation safety standards but the requirements must not unnecessarily burden Australian aviation and hinder development and growth.”
The reforms to aviation medical certification will be progressively introduced during 2018.
The Civil Aviation Safety Authority is cutting aviation medical certificate red tape to make it easier for pilots to continue to fly safely.
The reforms include creating a new category of private pilot medical certificate, allowing non passenger carrying commercial operations under a full Class 2 medical certificate and increasing the delegation of medical decision making to medical professionals.
The new medical certificate category to be known as a basic Class 2 will be available to private pilots flying piston engine powered aircraft carrying up to five non fare paying passengers. Operations will be limited to the daytime visual flight rules and will be permitted in all classes of airspace.
This basic Class 2 medical certificate will require an assessment by a doctor using the Austroads commercial vehicle driver standards. General practitioners will be able to carry out assessments.
These commercial vehicle medical standards currently apply to drivers of heavy vehicles, public passenger vehicles and vehicles carrying bulk dangerous goods. They cover medical issues such as cardiovascular conditions, diabetes, psychiatric conditions, blackouts substance abuse and vision and hearing disorders.
The new basic Class 2 medical will be valid for a maximum of five years up to the age of 40 and a maximum of two years above the age of 40.
The current unrestricted Class 2 medical certificate will remain in place for private pilots operating aircraft up to 8618 kilograms with a maximum of nine non fare paying passengers. This unrestricted Class 2 medical will be used under all flight rules and allow for operations in all classes of airspace.
Importantly, pilots flying commercial operations with no passengers – such as flying training and aerial agriculture – will now be able to do so on the basis of an unrestricted Class 2 medical certificate. Previously these operations required the pilot to hold a Class 1 medical certificate.
CASA’s CEO and Director of Aviation Safety, Shane Carmody, said the reforms to the aviation medical system maintain appropriate safety standards while offering flexibility and reduced red tape.
“CASA has been engaged with the aviation community and made a series of fundamental reforms to aviation medical certification,” Mr Carmody said.
“We have initially focussed on changes that benefit general aviation because this sector has been telling us the current medical certification system was causing real difficulties.
“In the interests of public safety it is important that pilots meet relevant medical standards but the system must not make unnecessary demands and should meet the needs of the aviation community.
“I am pleased we are making changes that will see more appropriate medical standards applied to flying training and aerial agriculture – two vital sectors of Australian aviation.
“CASA will now continue to review the aviation medical system to identify possible improvements in areas such as using medical data more effectively, further streamlining processes, further reducing CASA involvement in medicals and harmonising with global best practices.
“It is CASA’s role to maintain appropriate aviation safety standards but the requirements must not unnecessarily burden Australian aviation and hinder development and growth.”
The reforms to aviation medical certification will be progressively introduced during 2018.
- New category of private pilot medical certificate with less strenuous requirements.
- Ability for non-passenger carrying commercial operations on a full Class 2 Medical.
- Greater delegation of authority for DAMEs.
Reforms to be rolled out in 2018.
Not trying to get too excited but the second point would be life-changing for me.
When did the regulation change for a PPL holder with a class 2 medical be restricted to 8618 kg MTOW and 9 pax.
It was commonly thought that a PPL with a Class 2 could fly as PIC on hos own 747 and carry all his wives, girlfiends & children and in-laws,assuming he had the appropriate ratings & endorsements and the $$$. The regs used to say for a type rating you only needed a licence, didn't specify the category.
Anyone got a reference to this 8618 kg and pax limits?
It was commonly thought that a PPL with a Class 2 could fly as PIC on hos own 747 and carry all his wives, girlfiends & children and in-laws,assuming he had the appropriate ratings & endorsements and the $$$. The regs used to say for a type rating you only needed a licence, didn't specify the category.
Anyone got a reference to this 8618 kg and pax limits?
It’s from ICAO Annex 27 Appendix AR5EPLU*K.
Having made a submission, I received an email from CASA about the new policy. I sent the following email in response:
Thanks for that.
(1) Does CASA consider the new policy can and will be implemented, in its entirety, without any legislative change or exemptions?
(2) If the answer to question (1) is ‘no’:
(a) what legislative changes or exemptions are necessary, and
(b) what is CASA’s estimate of the number of years it will take to arrange and implement the legislative changes or exemptions?
(3) If exemptions are necessary to give effect to the policy, what rights of merits review will exist for individual pilots in the event that one of the exemptions is subsequently revoked?
(4) If the answer to question (1) is ‘yes’, when will the new policy be given effect as a matter of practicality for applicants?
Thanks for that.
(1) Does CASA consider the new policy can and will be implemented, in its entirety, without any legislative change or exemptions?
(2) If the answer to question (1) is ‘no’:
(a) what legislative changes or exemptions are necessary, and
(b) what is CASA’s estimate of the number of years it will take to arrange and implement the legislative changes or exemptions?
(3) If exemptions are necessary to give effect to the policy, what rights of merits review will exist for individual pilots in the event that one of the exemptions is subsequently revoked?
(4) If the answer to question (1) is ‘yes’, when will the new policy be given effect as a matter of practicality for applicants?
Should include NVFR in my opinion. As someone with 30years flying experiance I have to say VFR is VFR whether it be day or night.Most private pilots do few night hours in a year compared to day so the risk is low anyway, plus even fewer nights are real moonless black nights. In fact as far as navigation goes night flying can often be easier than day. eg at 4000ft Adelaide or any large centre for that matter, can be seen from 100miles away,such as Port Pirie as the city lights glow as a beacon. No way you see it in daylight however. Seems to me CASA are overly regulating private flying for no real safety benefit. Bit like saying you can't drive a car at night on roads with no street lighting unless you hold a heavy vehicle license.
Jeezus guys give 'em a break. Its the normal. you should know that by now.
All CAsA ever does is over regulate for no discernable "safety" benefit
Its all about 'control', waving their "expertise" in ya face...and fcuking an industry in the process.
So now they want Pvt IFR guys just scud running...? I dont think so.
All CAsA ever does is over regulate for no discernable "safety" benefit
Its all about 'control', waving their "expertise" in ya face...and fcuking an industry in the process.
So now they want Pvt IFR guys just scud running...? I dont think so.
CASA’s response to my question:
Please note everybody: The “policy decision” is, in substance, merely an announcement of an intention to take some steps in the right direction.
Celebrate and congralute if - if - and when the destination is reached.
I don’t have the answers to all the specifics yet – we’ve announced a policy decision and are now starting to work through the implementation details.
Some elements of the change will be procedural, and should be able to be implemented without legislative change – while others will likely need some form of legislative backing.
We are determined to move as quickly as possible, and as we’ve said in the public statement, intend to roll this out progressively during next year.
Sorry I can’t be more specific at this point - we’ll get more details out as we progress.
Some elements of the change will be procedural, and should be able to be implemented without legislative change – while others will likely need some form of legislative backing.
We are determined to move as quickly as possible, and as we’ve said in the public statement, intend to roll this out progressively during next year.
Sorry I can’t be more specific at this point - we’ll get more details out as we progress.
Celebrate and congralute if - if - and when the destination is reached.
Econwatson..interest in line 2 noted. Good luck with what you wish to do.
Unfortunately we could have had all that and more 20 years ago, when the Minister and the Board (Bored ?) adopted the new COOP/ Classification of Operations Policy that allowed that a pvt pilot, his "toolbox"..(a camera even !), and an aircraft could make a profit.
After all the proposed changes spruiked in Safety Digests and other docs , it all got washed away by the intransigence of the "experts" to change and freedoms from control that the COOP would bring.
Neither the board or the minister drove it through or bothered to care that it never reached fruition...so CAsA "management" proved once again that they can fcuk off a good idea if they dont like it, or it doesnt suit their agenda..
At last CAsA has got to the 20th century ( as in April 1997 with that bit),but they still have a VERY long way to go, if GA is to be saved.
What remained still 'criminal' then..ie making money from photography using an aircraft is now/or will be legal, due to the new medical criteria,..if and when it all comes to pass..."sometime in 2018" ?
Two decades of lost opportunities. CAsA is some clusterfcuk alright.
Unfortunately we could have had all that and more 20 years ago, when the Minister and the Board (Bored ?) adopted the new COOP/ Classification of Operations Policy that allowed that a pvt pilot, his "toolbox"..(a camera even !), and an aircraft could make a profit.
After all the proposed changes spruiked in Safety Digests and other docs , it all got washed away by the intransigence of the "experts" to change and freedoms from control that the COOP would bring.
Neither the board or the minister drove it through or bothered to care that it never reached fruition...so CAsA "management" proved once again that they can fcuk off a good idea if they dont like it, or it doesnt suit their agenda..
At last CAsA has got to the 20th century ( as in April 1997 with that bit),but they still have a VERY long way to go, if GA is to be saved.
What remained still 'criminal' then..ie making money from photography using an aircraft is now/or will be legal, due to the new medical criteria,..if and when it all comes to pass..."sometime in 2018" ?
Two decades of lost opportunities. CAsA is some clusterfcuk alright.
Unfortunately not quite right....it will still remain criminal by virtue of the need for an AOC and CPL.....let the decades of lost opportunities continue😭
The casa ones??? to give us more years of lost opportunity.??
Is Carbody talking 'porkies' then..his spiel says that with a Class2 medical a pilot can have a non passenger carrying operation.
If that is to be the case then they have to get their act together and wipe out c 206 and 2 7 d...which say the says the same thing but with a different twist. Thats pretty complex in their scheme of things/bs and etc so it will probably never happen.
Two barrels for their shotgun.
And do tell me ..what is the 'unsafe' part of receiving remuneration for photography..well aferr the event ..WTF has that got to do with maintenance, Licences and flight rules..
And if you are a professional photographer what do you need a CPL for if you dont carry passengers.
Will 2018 produce something? anything...we shall see.
Is Carbody talking 'porkies' then..his spiel says that with a Class2 medical a pilot can have a non passenger carrying operation.
If that is to be the case then they have to get their act together and wipe out c 206 and 2 7 d...which say the says the same thing but with a different twist. Thats pretty complex in their scheme of things/bs and etc so it will probably never happen.
Two barrels for their shotgun.
And do tell me ..what is the 'unsafe' part of receiving remuneration for photography..well aferr the event ..WTF has that got to do with maintenance, Licences and flight rules..
And if you are a professional photographer what do you need a CPL for if you dont carry passengers.
Will 2018 produce something? anything...we shall see.
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NVFR
Two things medically distinguish us from high KE drivers: altitude and the inability to pull over.
Both of these are worse at night, where hypoxia affects vision, and it is hard to do an emergency PS&L.
Both of these are worse at night, where hypoxia affects vision, and it is hard to do an emergency PS&L.
