We Asked, You Said, We Did

This consultation set out proposed changes to the legal mechanisms that facilitate CASA's continued administration and oversight of Part 131 recreational activities, initial pilot training and the granting of recreational balloon pilot authorisations, ratings and endorsements. The legal mechanisms are Civil Aviation Order (CAO) 95.54 and the CASA Recreational Ballooning Procedures Manual (CRBPM).

These changes were proposed to apply from 12 November 2024, to align with the commencement of the Part 131 Manual of Standards.

About this consultation
This consultation opened on 24 September 2024 and closed on 8 October 2024. It asked if the proposed CAO 95.54 and the CRBPM would be suitable for the continued operation of recreational ballooning under Part 131 and the Part 131 Manual of Standards.

The consultation has now closed, and a summary of the feedback is provided below.

There were five (5) responses in total. One person did not complete the survey.

Three respondents identified as recreational balloon pilots, 2 as commercial balloon pilots, 1 as a balloon owner/operator and 2 as 'other' (respondents could nominate more than one category). All the respondents offered their personal views. Of the respondents who made a written submission, 4 consented to having them made public and 1 requested their submission be confidential.

Summary of feedback
There were no objections to the proposed amendments to CAO 95.54 that would empower CASA to continue to administer recreational balloon activities.

One respondent queried whether they were required to make an application to CASA for endorsements that were previously issued by the ABF. The definition of relevant endorsement in CAO 95.54 includes endorsements that were issued by the ABF prior to 2 December 2023. There is no need to apply for the endorsement again from CASA.

For the gas balloon endorsement, one respondent said there was no mention of which lifting gases are allowed to be used. The regulations do not define lighter-than-air gas. The Aircraft Flight Manual will specify the permissible lifting gas.

Another respondent observed that there was no endorsement for flying in Class C or D airspace. Flying in Class C or D airspace for Part 131 aircraft will be considered by CASA in 2025, in parallel with the development of enduring controlled airspace and controlled aerodrome access requirements for sport and recreation aircraft via the Part 103 Manual of Standards development process. Any requirements relating to such access for CAO 95.54 relevant permit holders would, if created, be placed in CAO 95.54 or elsewhere within the legal instruments relating to Part 131. An interim policy relating to access for Recreational Aviation Australia (RAAus) pilots was the subject of a consultation (PP 2412OS - Access to controlled airspace and aerodromes for sport and recreational pilots).

One respondent asked if the parachute guidance material could be distributed for review before it is published. Whilst the guidance material was not included as part of this consultation, CASA will share this guidance with the Australian Ballooning Federation for feedback before publication.

There was one question on how the 200 hours pilot in command (PIC) requirement was determined for the balloon over 120 000 cu ft. endorsement. This requirement aligns with the equivalent endorsement in the UK/EASA regulations. While a CP(B)L holder can fly a Class 1 balloon with 75 hours PIC in Australia, they do this under the supervision of an AOC holder/HOFO. A pilot who wishes to gain experience in flying a larger balloon but does not have the prerequisite 200 hours has the option to qualify for their CP(B)L and then fly privately in a Class 1 balloon.

There was a question regarding how many Private Pilot Instructors Grade 1 would qualify for the carry and release a hang glider endorsement via transitional arrangements, so they can then assess another pilot for the endorsement. CASA is aware of 3 pilots who could take advantage of the transitional arrangement. Another response suggested the rule should include the carriage of other piloted aircraft, however regulation 131.585 of CASR only refers to procedures for the carrying of hang gliders.

While not a question in this consultation, one person gave feedback that consideration should be given to cross notifying other aviation self-administration authorities (such as SAFA or RAAus) if there is a suspension of piloting privileges. Subpart 149.G of CASR already caters for this.

CASA has taken the opportunity to review and update Chapter 6 of the CRBPM on accident and incident reporting to bring it up to date with AIP ENR 1.14.

CASA has removed the requirement for entries to be made in personal pilot logbooks after a successful Recreational Balloon Flight Review (RBFR) and flight instructor proficiency check. The completion of the Flight Review and Proficiency Check table on the pilot's Ballooning Permit is now sufficient.

Additional procedures have been inserted for inflation fan operation procedures (which refer to AC 131-02). We have also added the requirement to have pilot lights off before landing.

As there were no objections to the proposed amendments to CAO 95.54 CASA will proceed to make the instrument and it will come into effect on 12 November 2024.

The Office of Airspace Regulation (OAR) sought feedback from airspace users about a proposed preliminary airspace design to support the introduction of controlled airspace around Ballina.

The proposed airspace design aims to safely accommodate continued growth of air traffic in the Ballina region.

The consultation period ran between 29 July and 25 August 2024.

About this consultation

The consultation posed questions to determine whether the proposed airspace design is fit for purpose considering the variety of operations that occur within the airspace in the vicinity of Ballina.

All local airspace users including flying schools, aero clubs, commercial operators, recreational and sport aviation as well industry bodies were encouraged to respond.

A total of 55 responses were received from a wide variety of airspace users including airlines, aerial work operators, flight training, air transport licence holders, commercial licence holders, private/recreational pilots and sports aviation pilots.

Ninety percent of the responses received were from fixed wing operators, 7% from rotary wing operators, with the remainder being remotely piloted aircraft or other airspace users.

Of the total responses, 22% nominated Instrument Flight Rules (IFR) as their primary flight rules, 41% indicated Visual Flight Rules (VFR) only and 37% identified both IFR and VFR or elected not to answer.

Air transport pilots, commercial pilots and chief pilots represented 28 (50%) of the total submissions. This included 4 who described their primary role as both air transport and commercial or chief pilot. There were 25 responses (48%) from those who identified as recreational or private pilots, including 4 who also nominated as air transport or commercial pilots.

It was equally common that recreational and commercial drone operators described their primary activity as a combination of commercial and private operations.

Safety managers, air navigation service provider staff and student pilots also provided responses.

Summary of feedback

Responses received generally supported the proposed airspace design as well as the principles applied in developing that design. However, the following matters were raised for consideration:

• safety and operational efficiency
• impact on VFR operations
• access to controlled airspace for recreational and sport aviation users
• effect on training organisations
• recommended changes to the design.

Safety and operational efficiency

Responses received indicated support for the establishment of controlled airspace in general, citing enhanced safety, particularly for air transport operations. Some responses included suggested modifications to step heights for better aircraft descent profiles and assurances regarding the surveillance and radio coverage.

However, there was a general sense throughout the survey that some airspace users were being excluded and might therefore be forced into less than desirable regions outside controlled airspace (OCTA).

Impact on VFR operations

While there was support in general from the VFR flying community for the establishment of controlled airspace, several themes regarding the impact on VFR operations emerged. These include:

• the potential difficulties in navigation OCTA considering the high terrain in the region
• strong preference for VFR lanes
• the establishment of VFR approach points.

Access

A significant number of respondents commented about access to controlled airspace for recreational and sport aviation users. The core theme is that current access to the airspace should be retained to the greatest extent possible, recognising that the introduction of controlled airspace will necessitate some changes.

Training

Some respondents raised the impact on the training organisations that occupy the airspace, particularly the potential adverse effect caused by the establishment of controlled airspace. As an example, lower altitude limits could pose risks due to insufficient recovery altitude when operating below controlled airspace during certain training manoeuvres.

Pushing training activities to the north of Byron Bay to remain OCTA was also specifically voiced which has efficiency implications as well as potentially creating congestion due to constraining the airspace available for all training organisations.

Other recommendations

Some responses contained suggestions to adjust the airspace design including step heights and lower limits.

Recommendations include extending certain steps westwards and eliminating others to simplify airspace design and enhance the safety of descent paths. Comments around the number and complexity of the control area steps were also provided. The airspace in the vicinity of Tyagarah and Lismore attracted special interest regarding the proposed lower levels.

Next steps

We received many responses with suggestions intended to enhance safety, operational efficiency and equitable access.

In addition, we received feedback raising concerns about impacts on VFR operations and flight training, terrain clearance, controlled airspace constraints during training manoeuvres, the receipt of clearances, CTA step design, and assurances that the current access to the airspace is preserved.

Key among those suggestions were the introduction of instrument departure procedures at Lismore, adjustments to the airspace steps in a variety of locations as well as leaving the Class C step altitude above Tyagarah at its current level. These modifications are being included into the preferred design.

Airservices Australia consulted the local community about the proposed changes from 29 July 2024 to 8 September 2024. We are working with Airservices to consider all feedback received from both industry and the community and what additional changes should be incorporated into the preferred design. 

We will consult on the preferred design in November 2024 on the CASA consultation hub. This will coincide with the next stage of community engagement being led by Airservices.

The Office of Airspace Regulation (OAR) sought feedback from airspace users via a CASA Consultation Hub Survey seeking stakeholder feedback on the design concept of establishing Class C and Class D airspace in the vicinity of Ballina aerodrome.

About this consultation

Airspace around Ballina Airport will be controlled by air traffic controllers from 2025 as CASA and Airservices Australia move to develop services to accommodate the airport’s growth.

This follows an airspace review of the Ballina region in 2022. This review included extensive feedback from industry and subsequent discussions with Airservices Australia on timing for the establishment of controlled airspace and air traffic services.

Responses were received from a wide variety of airspace users with airlines, aerial work operators, flight training, air transport licence holders, commercial licence holders, private/recreational pilots, sports aviation pilots and air navigation service provider staff providing responses. 

Summary of feedback

The comments overall supported the concept of establishing Class C and Class D airspace volumes. However, some favoured Class C solely citing concerns about a perceived reduction in safety comparatively where Class D is established rather than Class C. Many responses engaged in a detailed discussion about the advantages and disadvantages of implementing Class C and Class D airspace in the Ballina region. The common issues, questions or suggestions were around:  

• Safety and Operational Efficiency
• Impact on VFR operations
• Equitable access
• Cost to airspace users

Next steps

The feedback received will help us to finalise the draft airspace design of the Ballina region with Airservices Australia.

The full airspace design of the Ballina region will be published for feedback in the coming months.

To be notified of any future consultations, you can subscribe to our consultation and rulemaking mailing list.

This consultation asked people for feedback on a new draft multi-part advisory circular (AC) on all-weather operations (AWO) at aerodromes. This multi-part AC is intended to update and replace existing AC 139-19 v1.0 - All-weather operations at aerodromes. The consultation period ran from 13 February to 12 March 2024.

About this consultation
The original AC 139-19 was issued in May 2016. It cross-referred extensively with the version of the Part 139 Manual of Standards (MOS) (Aerodromes) in use prior to the post-implementation review of Part 139 of CASR. With the release of a new and current Part 139 MOS, much of that cross-referencing became invalid.

To ensure accuracy and relevance, we reviewed the AC and updated the cross-referencing. We also made some small changes to ensure that the AC provided guidance to assist operators of non-controlled aerodromes that support AWO.

The consultation asked respondents to give feedback on the new AC to ensure proposed guidance is suitable, clear and will work as intended.

In total, there were 9 respondents to the consultation ranging from the national air navigation service provider – Airservices Australia, the Bureau of Meteorology, a specialist organisation in airport operations, staff training and management, an instrument flight procedure specialist and several individuals. Of the respondents, 5 consented to having their responses made public and 3 requested their submissions be confidential.

Summary of feedback
Three respondents provided detailed submissions. These submissions included feedback about unclear or inconsistent advice within the document, insufficient coverage of meteorological aspects, and references that appeared to oblige operators of non-controlled aerodromes to support AWO. The submissions from these respondents together with CASA's feedback/disposition are separately attached to this summary of consultation (SOC).

A respondent said CASA should provide all-weather operating minima specific for helicopters. These minima should recognise the unique capability of helicopters (* see below) compared to fixed wing aircraft, and allow helicopters to fly to lower minimums and have less minimum visibility requirements.

One respondent said the standards should allow a local competent observer for example, a town fire service, ambulance, police, or grounds person to be appointed to record automatic terminal information service (ATIS)-type information to be transmitted on a common traffic advisory frequency (CTAF). Another expressed concern about occurrences of departures and arrivals at uncontrolled and uncertified aerodromes in conditions well below the IFR minima. The respondent said the AC should stress that the AC guidance does not imply an ability to use an alternative set of criteria for unauthorised operations.

Finally, a respondent recommended that the AC includes guidance on instrument flight procedure design aspects relevant to AWO.For example: Lower operating speeds and ability to descend more slowly.

* For example: Lower operating speeds and ability to descend more slowly.

Next steps
We appreciate the feedback provided by respondents. For the detailed submissions, we included Annexes (* see below) to this SOC with those submissions and our response or disposition against each specific comment. We have also assessed all other responses to this consultation.

As a result of feedback, we have made a number of changes to the AC. In particular, we included guidance on meteorological and instrument flight procedure design aspects relevant to AWO. We have also clarified the guidance for aerodrome operators, particularly of non-controlled aerodromes, particularly to identify when the AC has relevance (for example when an aerodrome has an instrument flight procedure or is supporting take-off operations in visibility conditions less than 800 m).

Regarding the comment about appointing local competent observers to record ATIS information or equivalent, we consider that provision already exists through the UNICOM standards in Chapter 22 of the Part 139 MOS. However, we have added guidance within the AC in the section on aeronautical information to ensure this is recognised.

Concerning pilots conducting unauthorised operations in poor weather conditions, we have reviewed the AC and believe it does not encourage deviation from flying regulations or from safe flying practices. Accordingly, we believe no changes are necessary.

We now believe the AC will be fit for purpose  for providing best-practice guidance on AWO. Our next steps will be to finalise the draft AC and to publish it at the earliest opportunity.

* Annexes:
A.  Airports Plus submission with CASA response.
B.  Airservices Australia submission with CASA response.
C.  Bureau of Meteorology submission with CASA response.

The Part 101 Manual of Standards (MOS) consultation was open for public consultation from 1 to 28 February 2024. The consultation sought feedback on:

• proposed Chief Remote Pilot Licence (RePL) Instructor (CRI) framework
• improved standards
• transitional requirements
• other minor amendments.

We received 14 submissions from a variety of remotely piloted aircraft (RPA) training organisations and operators.

About this consultation

We are proposing to amend the Part 101 MOS to provide:

• more fit-for-purpose standards
• flexibility within the RePL instructor qualification framework
• clarity of the requirements for RPA operations near aerodromes.

Feedback on these proposed changes was sought including:

• implementation and consequential matters
• impact to training organisations and their personnel
• any other issues that may arise from these amendments.

This consultation has now closed.

There were 14 responses. Nine respondents consented to CASA publishing their feedback, while 5 requested their submissions remain confidential.

The responses represented the remotely piloted community across: RePL training organisations (8), Remotely Piloted Aircraft Operator's Certificate (ReOC) holders (3), and RePL pilots/instructors (1), while 2 respondents marked themselves as ‘other’.

Eleven respondents stated they are representing an organisation, while 3 respondents identified as personal views.

Summary of feedback

In assessing whether industry agreed the proposed changes will benefit RePL training organisations and their personnel, 8 respondents expressed agreement, while 4 disagreed, and 2 respondents chose not to provide a response.

Feedback focused on issues relating to RePL training regulations specifically raising concerns regarding RPA global positioning system (GPS) requirements and advocating for transparent revisions to the syllabus. Recognition of overseas training providers was also highlighted.

Training organisations expressed concern that the introduction of the CRI position would impact resources due to internal changes and alterations required to manuals and training materials. While some respondents believe they already meet the requirements, others anticipate significant increases in workload. Three respondents expressed intent to nominate someone other than the organisations CRP for the CRI position.

We appreciate the valuable contributions made by industry and acknowledge the significance of the feedback to inform and shape the consultation process.

We intend to implement the introduction of the CRI position, along with the other proposed amendments consulted in CD 2401US - Proposed Part 101 Chief Remote Pilot Licence Instructor and other matters with the following changes:

Extended commencement date

Based on stakeholder feedback, we will provide RePL training organisations more time to prepare for the changes.

Commencement of the introduction of the CRI position is to be delayed to 10 July 2024.

The additional time will assist RePL training organisations to identify and review:

• qualification and experience requirements
• potential CRI candidates
• operational documentation requirements and amendments.

Alignment of deemed CRI requirement dates

We will simplify transition arrangements and align the deemed CRI qualification transition date to 10 January 2025. A person that is the deemed CRI will be required to hold qualifications and experience as prescribed in subsection 2.29A(3) of the amended Part 101 MOS by 10 January 2025.

Alternate qualifications recognition

We will also introduce an amendment to provide flexibility for us to assess and approve a person who does not hold the qualifications prescribed in paragraph 2.29A(3)(c) of the amended Part 101 MOS, based on their alternate qualifications and experience.

Next steps

We are committed to working with industry stakeholders to provide clarification on various aspects of the proposed changes, including:

• timeline of changes
• qualification requirements
• the assessment process for those involved.

We will communicate this information with training organisations and RePL holders and provide guidance.

We will consider incorporating a work program review that will be aimed at clarifying the proposed regulatory structure for RePL training and will have a focus on establishing clear standards and reassessing the syllabus.

Summary of consultation on SPC 2319US - Proposed Part 101 MOS - Chief RePL Instructor assessment fee

The Civil Aviation (Fees) Regulations 1995 are the regulations for charging all of CASA's cost recovery activities. For this proposed fee item, 24.12  ties the service fee to the granting of an approval under a Manual of Standards (MOS), in this case under proposed paragraphs 2.29A (2)(c) and (4)(c) of the Part 101 MOS.

The regulatory fees are either a fixed amount or have been set at an hourly rate to reflect the cost of CASA's personnel or systems that are required to deliver the services or activities.

CASA engaged broadly with industry for feedback on the proposed $623 Chief RePL Instructor assessment fee. Notification of the consultation was published in the CASA Briefing newsletter, on social media, and the CASA website. A total of 83 industry stakeholders accessed the consultation CASA's Consultation Hub while the consultation was open, from 6 December 2023 to18 January 2024.

This consultation has now closed, and a summary of the feedback is provided below.

About this consultation

The aim of this consultation was to provide operators and industry an opportunity to raise any concerns regarding the proposed regulatory fee. This consultation has facilitated CASA to understand the potential impact that this proposed fee may have on an individual or their operation.

CASA received 14 responses. Nine respondents consented to having their feedback published, while the remaining requested their submissions remain confidential. The responses represented a broad cross section of the remotely piloted community including RePL training organisations (4), Remotely Piloted Aircraft Operator's Certificate (ReOC) holders (3), RePL pilots/instructors (5) and Commercial Pilot Licence and RPA accreditation holders (2). Five respondents stated that they were representing their organisation, while nine were personal views on the proposed fee.

CASA appreciates the contributions made by respondents and acknowledges that their feedback has been beneficial to the consultation process.

There were 83 industry stakeholders who accessed the consultation on CASA's consultation Hub. Of those stakeholders, 17% provided responses.

Of the 14 respondents, 6 supported the proposed fees, one respondent was neutral, and 5 respondents opposed the concept  of fees. Concerns raised included existing charges for ReOC holder renewals, the time needed to undertake the task to process a Chief RePL Instructor assessment, and whether there was a yearly charge to be imposed. These concerns will be addressed in further consultation documentation. Two other respondents disagreed with the fees but did not state their reasons.

The Australian Government’s overarching cost recovery policy is that, where appropriate, non-government recipients of specific government activities should be charged some or all the costs of those activities.

The proposed fees were developed in accordance with the Government Cost Recovery Policy and guidelines. The cost estimates were mapped with a subject matter expert and are the direct cost for a proficient officer to assess a Chief RePL Instructor. Included in this costing is an indirect overhead for system usage and corporate costs. To allow for better industry certainty, it was deemed appropriate to charge a fixed fee.

For existing RePL training organisations that wish to nominate a CRI from the proposed commencement date of the proposed introduction of the CRI position, CASA will be waiving fees for a twelve-month period from the commencement date.

Next steps

As the related CRI application and volume data becomes available, we will review and address assumptions on the fees—this is consistent with the Australian Government Charging Framework. Based on the feedback received from the Technical Working Group (TWG) and industry, the fees do not pose any significant concerns.

 

Between 6 November and 26 November 2023, we sought feedback on the draft legislative instrument Proposed amendments to Civil Aviation Orders (CAO 95 Series) - Gyroplanes and other measures. The consultation addressed proposed changes to the 95-series CAOs.

About this consultation
Relevant CAO 95 series legislative instruments were amended in December 2021 to support the commencement of the new flight operations regulations. The principal aim of the proposed 2023 changes was to ensure Part 149 of the Civil Aviation Safety Regulations 1998 (CASR) (Approved self-administering aviation organisations) and the CAOs function correctly after the end of the Part 149 transition period on 1 December 2023.

Additional feedback was also sought on other minor changes to add clarity and ensure consistency with certificate of airworthiness provisions of Subpart 21.H of CASR.

In total there were 18 responses to the consultation. Of the respondents who made written submissions, 11 consented to having them made public and 7 requested their submissions be confidential.

Most responses received were from light sport aircraft, lightweight aeroplane and ultralight aeroplane owners, operators or pilots. Five of the responses received were from gyroplane owners, operators, or pilots. One respondent identified as a pilot of GA aeroplanes licensed under Part 61 of CASR.

Summary of feedback

Issue 1: ASAO administration of gyroplanes
Eight respondents agreed with the proposed amendment to CAO 95.12 and CAO 95.12.1. One respondent agreed with the proposed amendment with changes and 3 were undecided or noted it is not in their area of expertise. Two respondents disagreed with the proposed amendment based on general safety and the classification of gyroplanes. The former being of the view that operation of rotorcraft in the gyroplane class should not be permitted at all, the latter stating that the CAO changes were introducing an additional layer of bureaucracy and that gyroplanes should be considered light sport aircraft (LSA).

CASA's response
While there were a few responses which disagreed with the proposed amendments, overall, the proposed amendments that facilitate Part 149 ASAO administrative oversight of gyroplane operations were supported by most respondents.

In relation to gyroplane operations generally, this class of rotorcraft has been safely operated in Australia for more than 4 decades under the oversight of a CASA-approved sport aviation body. The organisation that administers sport and recreation gyroplane operations has satisfied all the criteria for the issue of a Part 149 ASAO certificate and was issued a certificate on 29 November 2023.

In relation to LSA gyroplanes, gyroplanes that meet the LSA requirements of Part 21 of CASR are eligible for a special certificate of airworthiness issued under that Part, irrespective of whether they are under ASAO administration. Operation of an LSA gyroplane that is not registered on the Australian Civil Aircraft Register (and operated by a Part 61 gyroplane licence holder) can only be conducted under the administrative oversight of an ASAO.

 

Issue 2: CASA's ability to approve persons to conduct initial flight inspection
Eleven respondents agree with the proposed amendment to CAO 95.55. Three were undecided or considered this not their area of expertise and 3 respondents did not answer this question. One respondent disagreed with the proposed amendment.

CASA's response
The proposed amendment to CAO 95.55 reinstates CASA's ability to approve a person to conduct initial flight inspections. It reinstates the previous alternative mechanism in circumstances where the administering sport aviation body, including an ASAO, is unable to do so.

In relation to the single response that disagreed with the proposed amendment, that response reiterated the LSA response mentioned in Issue 1 about gyroplanes. CAO 95.55 does not apply to gyroplanes.

 

Issue 3: Miscellaneous and minor editorial changes
Eight respondents agreed with the proposed amendment to make miscellaneous and editorial changes to the various CAO 95 series. Three respondents agreed with the proposal with changes, 4 remained either undecided or indicated that this is not their area of expertise while 2 respondents did not answer this question. For the respondents who either disagreed or agreed to the proposed amendments with changes, feedback received included:

• enquiries into the reasons and clarification of the proposed amendments
• other miscellaneous and editorial amendments.

CASA's response
While there were a few responses which disagreed with the proposed amendments, overall, they were generally accepted. Those responses that suggested changes were comprised of editorial changes or changes to technical requirements contained in the CAOs that were not proposed by this consultation. Issues identified in relation to the latter are the drafting of paragraphs 8.7, 8.8 and 8.10 of CAO 95.55. These will be addressed through an amendment to the CAO such that paragraphs 8.7 and 8.8 reflect more fully the policy intent of regulation 42U of Civil Aviation Regulations 1988 (CAR) and that paragraph 8.10 does not apply the restrictions of regulation 91.875 of CASR to type certificated ultralight aeroplanes. CASA will consider the other technical submissions in the development of the Part 103 Manual of Standards (MOS). As most responses supported the proposed changes, CASA is satisfied that the operation of gyroplanes under ASAO administration will continue to maintain an acceptable level of aviation safety.

 

Other issues: unrelated feedback
Several responses gave feedback to matters that were not asked in the consultation. While this feedback is relevant and valuable for industry, these responses are not specific responses to the questions in the consultation. Three responses commented on other parts of the legislation which was not a subject of this consultation.

Overall, respondents have supported the proposals. Under regulation 149.015 of CASR, all sport aviation bodies have been required to hold an ASAO certificate since the expiration of the Part 149 transitional regulations[1] on 1 December 2023. As a result, CASA has implemented the changes to the various 95-series CAOs. The revised instruments can be found at:

• Civil Aviation Order 95.4
• Civil Aviation Order 95.8
• Civil Aviation Order 95.10
• Civil Aviation Order 95.12
• Civil Aviation Order 95.12.1
• Civil Aviation Order 95.32
• Civil Aviation Order 95.55

CASA thanks the many highly qualified people and organisations contributing their time and thought to this consultation and acknowledges the feedback beneficial to the effectiveness of the consultation process.

[1] Subpart 202.GI of CASR.

We sought industry feedback between 27 October and 17 November 2023 on the proposed policy for a new Class 5 medical self-declaration scheme.

The proposed policy will allow private and recreational pilots to self-assess and self-declare without requiring a medical assessment if they meet fitness and eligibility requirements, complete and pass an online test and operate in accordance with specified operational limitations.

We received 849 responses and contracted an independent consultant to conduct the analysis. 

Feedback from the aviation and medical community highlighted the need for ongoing consideration of the appropriateness of the operational limitations as well as the safety and risk mitigations proposed.

A full summary of consultation can be accessed below.

From 9 February 2024, private and recreational pilots can now apply for a Class 5 medical self-declaration.

As this is the first of its kind in Australia, we are taking an iterative and initially conservative approach.

The scheme is based on comprehensive risk analysis and a careful examination of what other safety authorities do overseas. It includes operational limitations on what you can do when flying with a Class 5.

We will also conduct a post implementation review and consider some of the current exclusions and effectiveness of the self-declaration scheme as well as progress a Class 4 certificate that will create more operational flexibility with the involvement of a GP.

To support applicants and healthcare practitioners, we have developed an online training module and comprehensive guidance material.

Pilots can apply through the myCASA portal.

Learn more about the Class 5 medical self-declaration.

The proposed instrument (CASA EX105/23) — Part 105 (Parachute Operators and Pilots) Instrument 2023 was open for public consultation from 30 October to 13 November 2023. The consultation sought feedback on the proposed instrument that aims to resolve unintended consequences of Part 105 of the Civil Aviation Safety Regulations 1998 (CASR).

The instrument is intended to provide for the safe conduct of operations while minimising, and in some cases removing, compliance costs for parachuting organisations and industry that result from the regulations.

About this consultation
The consultation sought comments regarding the following proposed exemptions:

• For a person that provides a business or service for a parachuting activity (other than an activity involving the operation of an aircraft for a descent by a trainee or tandem parachutist), an exemption from holding an authorisation from a Part 105 ASAO to provide that business or service.
• For a person that provides Part 61 flight training or other training to a person who subsequently operates an aircraft used for parachute descents by parachutists who are not trainee or tandem parachutists, an exemption from holding an authorisation from a Part 105 ASAO to provide the training.
• For the operator and pilot in command (PIC) of an aircraft used for parachute descents by parachutists who are not trainee or tandem parachutists, an exemption from holding an authorisation from a Part 105 ASAO.
• For the PIC of a multi-engine aeroplane or a single-engine turbine-powered aeroplane that is being operated to facilitate a parachute descent by a trainee or tandem parachutist, subject to conditions, exemptions from the 10-hour flight time on type as PIC requirement in circumstances where the PIC:
  • is operating an aeroplane of that type under the supervision of an authorised pilot for the purpose of accumulating the required flight time

or

• • has accumulated the flight time in an aeroplane of that type under such supervision.

In association with the proposed exemptions, the consultation sought comments regarding the following proposed direction that prescribe conditions for the purposes of the 10-hour flight time on type exemption:

• Prescribe the circumstances in which the exemption applies.
• Prescribe the aeronautical experience required of supervising pilots and the ASAO-authorisation of those pilots.
• Requirement for the inclusion of safe conduct procedures (in the ASAO’s exposition) for the operation of an aircraft operated to facilitate a parachute descent by a trainee or tandem parachutist that involves pilot supervision.

In addition, the consultation sought comments on a proposed direction that contains conditions that would apply to parachuting descents from a helicopter, including requiring the PIC of a helicopter operated to facilitate a parachute descent by a trainee or tandem parachutist to have a minimum flight time of 10 hours on type.

A total of 13 submissions were received in response to the consultation. Nine of the respondents identified as jump pilot authorisation holders, 8 as aircraft owner/operators, 7 as parachute operators and 4 as an ASAO or prospective ASAO.

Exemption 1
In relation to the consultation question regarding the proposed exemption from holding a Part 105 ASAO authorisation, for a person operating a business or undertaking, who provides services or equipment not directly linked to the conduct of a parachute descent, 11 responses were received that supported the proposed exemption. Two responses were either undecided or did not answer the question.

The purpose of the exemption is to exclude businesses or undertakings that provide equipment or services that are peripheral to the conduct of a parachute descent such as aircraft fuel suppliers.

CASA response
CASA has implemented the exemption as proposed.

 

Exemption 2
In relation to the proposed exemption from holding a Part 105 ASAO authorisation, for a person who provides training in the operation of an aircraft, which skills and privileges may be used to facilitate a parachute descent by a parachutist, 9 responses were received in support of the proposal, 2 responses opposed the proposal, and 2 responses were either undecided or did not answer the question.

One respondent who opposed expressed a view that some formal parachute operations training should be implemented for pilot instructors.

CASA response
Authorisation of a person under Part 105 that conducts training for pilots of parachuting aircraft that are not operating as part of parachuting training operation is not required under the legislation in force before 2 December 2023. The proposal as consulted serves to preserve that position with the end of the Part 105 transitional regulations on 1 December 2023 by means of an exemption from the unintended consequence of the application of regulation 105.065 of CASR to such persons. The exemption ensures Part 61/141/142 flight training is not captured within the scope of Part 105 jump pilot training.

CASA has implemented the exemption as proposed.

 

Exemption 3
In relation to the proposed exemption from holding a Part 105 ASAO authorisation for a pilot operating an aircraft to facilitate a parachute descent by a parachutist, excluding trainee or tandem parachutists, 11 responses were received in support of the proposal, one response supported the proposal with changes, and one was undecided. The purpose of the exemption is to exclude the person who received the Part 61/141/142 flight training in exemption 2 from being captured within the scope of Part 105 activities, as the activity is associated with exercising Part 61 privileges, rather than privileges associated with a Part 105 authorisation.

The response that supported with changes expressed a view that all pilots should receive training in the operation of an aircraft operated for a parachute descent from a person holding a Part 105 ASAO-issued authorisation (a JPA Examiner).

CASA response
An ASAO authorisation to operate an aircraft that is used for a parachute descent that is not operating as part of parachuting training operation is not required under the legislation in force prior to 2 December 2023. The proposal as consulted serves to preserve that position with the end of the Part 105 transitional regulations on 1 December 2023 by means of an exemption from the unintended consequence of the application of regulation 105.065 of CASR to such persons.

The exemption ensures that the Part 105 does not inadvertently introduce a requirement that has not been explicitly consulted with the parachuting sector. While CASA recognises that there may be safety benefits associated with pilots, who are conducting parachuting operations that are not parachuting training, receiving training in the operation of an aircraft operated for a parachute descent from a JPA examiner, such a change is outside the policy scope of the proposed exemption instrument.

CASA has implemented the exemption as proposed.

 

Exemption 4 and 5
In relation to the 2 proposed exemptions (subject to conditions) from certain provisions of regulation 105.080 of CASR relating to the required flight time on type for the operation, in a parachute training operation, of a single-engine turbine-powered aeroplane or a multi-engine aeroplane while under supervision, 9 responses were received in support of the proposals. Two respondents were undecided or did not answer and 2 opposed the proposed exemptions.

The proposal provided an exemption from the 10 hour flight time on type requirement for the PIC in the following circumstances:

1. 1. Before they have 10 hours on type - provided they are under supervision of an authorised pilot.
   2. Once they have 10 hours on type accumulated as PIC, PICUS or as pilot under ASAO supervision – from the 10 hour PIC flight time requirement.

Both respondents who opposed the exemptions did so on the basis of the conditions attached to the exemption.

For the proposed conditions attached to the exemptions, 5 responses supported the conditions, one supported the conditions with changes, 3 did not answer or were undecided and 4 were opposed. All the respondents who supported the proposal with changes or opposed the proposal did so on the basis of the limit of 14 persons on board (POB) condition for the flight. In further consultation with CASA, the Australian Parachute Federation stated that they preferred the exemptions not be made if the 14 POB condition was not removed.

CASA response
The purpose of the 14 POB limit is to minimise the consequence of the risk of an ASAO supervising pilot failing to identify or respond to a developing hazard such that they can assume control of the aircraft in sufficient time (for an aeroplane piloted by a pilot under supervision) to ensure the safety of the aircraft and the persons on board.

CASA does not agree with removing the limit because it considers that it introduces an unnecessary increased consequence, for which no further mitigation is available and assumes the supervising pilot will, in all adverse safety events, be able to recognise and respond quickly and appropriately. The risk of that consequence being realised will be less for operations at MTOW once a pilot is more familiar with the aircraft and supervision of a pilot at the limits of the operating envelope can be conducted with greater confidence. Such supervision can be conducted once the pilot has 10 hours flight time on type.

With the agreement of the Australian Parachute Federation, the exemptions have been omitted from the instrument as made. This means that the alleviation from regulation 105.080 of CASR provided by the 2 proposed exemptions is not available. Consequently, supervision of a pilot with less than 10 hours of flight time on type, either as PICUS (within the meaning of regulation 61.095 of CASR) or as a pilot under ASAO supervision, in a parachute training operation (a flight involving a parachute descent by a trainee or tandem parachutist), is not permitted.

 

Direction: flight time on type - helicopters
For the flight time direction for helicopter pilots, where the PIC of a helicopter operated to facilitate a parachute descent by a trainee or tandem parachutist must have to have a minimum flight time of 10 hours on type, 11 responses supported the proposal and 2 were either undecided or did not answer.

CASA response
CASA has implemented the direction as proposed.

Next steps
Instrument CASA EX 105/23 was registered on the Federal Register of Legislation on 1 December 2023 for concurrent commencement with the Part 105 Manual of Standards (MOS) on 2 December 2023, after the self-repeal of the Part 105 transitional arrangements on 1 December 2023.

Other than the personnel fatigue management rules (required under Subpart 105.G of CASR) that are still subject to development, commencement of these instruments completes the Part 105 of CASR project.

We sought feedback between 24 October 2023 to 6 November 2023 on the proposed amendments to the Civil Aviation (Fees) Regulations1995 to include the Part 43 of CASR fees schedule.

The regulatory fees are either a fixed amount or have been set at hourly rate to reflect the cost of CASA's personnel or systems that are required to deliver the services or activities.  

This consultation has now closed, and a summary of the feedback is provided below.

About this consultation

The consultation was to provide operators and industry an opportunity to raise any concerns regarding the proposed regulatory fees. This consultation will help us understand the potential impact that these proposed fees may have on an individual or their operation.

We received 17 responses. Fourteen respondents consented to having their feedback published, while the remaining requested their submissions remain confidential. The responses represented a broad cross section of the aviation community including Licensed Aircraft Maintenance Engineer (11), CAR 30 approval holders (8), and pilots (8).

Summary of feedback

We appreciate the contributions made by respondents and acknowledges that their feedback has been beneficial to the consultation process.

There were 7,483 stakeholders consulted with a total of 0.2% responses received from Industry.

Of the 17 respondents, 2 supported the proposed fees, 3 respondents were undecided, with 12 respondents opposed to the concept with concerns ranging from impact of increased costs on smaller organisations, disadvantages to industry for example, struggle to attract new entrants prepared to work towards licenced level. Of note, from the 12 respondents, 5 responses were out of scope and concerns raised were of technical policy matters.

The proposed fees were developed in accordance with the Government Cost Recovery Policy and guidelines. The cost estimates were mapped with a subject matter expert (SME) for a proficient officer and were treated as a direct cost to undertake the activity. It was deemed appropriate to charge a fixed fee, if possible, to give Industry certainty of CASA fees. Regarding the mapping of times for an issuance of AMTC 3 and 4 the allocation of effort was variable, and the decision was that this was to remain at the hourly rate of $160. 

The costing for a renewal or variation of an Inspection Authorisation (IA) is $13 more expensive than an initial due to the required level of delegation sign off.

We will be waiving fees for existing CAR holders that wish to transition to an AMTC 1 and 2 or IA for a three-year period from the go-live date of Part 43 of CASR.

We appreciate the comments provided by the respondents to this consultation. We will review and refine any assumptions on the fees as the data becomes available which is consistent with the Australian Government Charging Framework. Based on the feedback received from the Part 43 Technical Working Group and industry the fees did not pose any major concern.

This consultation was opened on 26 September 2023 and closed on 24 Oct 2023. It asked people to consider a proposal to amend the TAWS fitment rules for Part 135 aeroplanes carrying between 9 and 13 passengers to allow the fitment of TAWS-Class B equipment with a visual terrain display (called a TAWS-Class B+) instead of the currently required TAWS-Class A.

CASA received a total of 17 submissions to this consultation. Twelve responses (70%) were from organisations or operators and 5 (30%) were from individuals. Eight respondents (47%) consented to have their comments attributed to them including publication on the CASA Consultation Hub.

Eleven respondents (64%) agreed that the proposed amendments achieved the policy aim. Two respondents (12%) agreed with the proposal with changes in subject areas that did not directly relate to the question asked by the consultation.

Four (24%) respondents disagreed with the proposal and provided commentary and suggestions, with all these comments concerning topics not canvassed by the consultation. There was no response received that indicated a preference for the existing policy of requiring TAWS A for these aircraft to be retained.

Feedback from those respondents who consented to having their responses published are at Appendix A.

Summary of feedback

Of the 11 respondents who supported the proposal, 9 did not provide significant commentary. One respondent supported the proposal and encouraged CASA to expedite the regulatory amendment process to avoid uncertainty amongst aircraft owners. One respondent supported the proposal and raised an issue concerning how the determination of a suitable visual display of terrain would be carried out. This constituted 64% support for the proposal.

One respondent who agreed with the proposal raised the issue of who would determine the compliance status of any visual display system intended to meet the requirements of TSO C151c, as this information may not be present in manufacturers data. CASA intends to publish advice to operators who wish to take advantage of the TAWS-Class B+ option how they can make this determination.

One respondent who agreed with the proposal mentioned that some operators may still require time to transition to the new TAWS rules. CASA considers that ample time has been allowed for in the transitional instruments and it is not intended to extend these deadlines.

Two respondents agreed with the proposal with changes. Of these, 1 respondent suggested that the requirement for TAWS for VFR operations was excessive and unwarranted and should be reversed. This commentary did not directly relate to the proposal.

CASA's position is that in order to maintain appropriate safety standards when allowing single pilot Part 135 operations carrying more than 9 passengers, CASA was advised by the ASAP and TWG that a suitable mitigator for CFIT risks was to mandate TAWS for all operations. CASA is not considering amending this policy position at this time.

One other respondent who agreed with the proposal with changes suggested that the existing 13-seat limit expressed in CASA EX97-22 should revert to 9 seats for all Part 135 operations. This commentary did not directly relate to the proposal.

CASA's position is that the overwhelming majority of the industry supported the concept of allowing the carriage of more than 9 passengers (in aircraft that were capable of this) in air transport operations under the Part 135 ruleset instead of the Part 121 ruleset due to the added compliance cost burden of the Part 121 rules. At this time, CASA is not considering amending this policy.

Of the 4 respondents who disagreed with the proposal, 1 suggested that CASA should review OEM certification levels, presumably with a view to requiring manufacturers to fit appropriate equipment. CASA has no ambit nor mechanism to influence OEM’s or foreign certification authorities with respect to aircraft equipment. CASA acknowledges the commentary provided by the respondent; however, considers that this suggestion is not feasible.

Another 2 respondents who did support the proposal provided commentary that CASA TAWS policy in general was excessively onerous and inappropriate. Some of this commentary demonstrated a lack of understanding of the intent and background of existing ICAO and other NAA TAWS policy and the operation of the CASA TAWS rules. One respondent suggested that CFIT accidents are correlated to the number of passengers carried and that this was the instigator for expanded TAWS requirements. One view was that the TAWS requirements should be related to the number of seats in the aircraft, not the number of passengers carried.

CASA regulations largely follow international practice where the TAWS rules operate to reduce both the likelihood of a CFIT accident (by mandating technical equipment requirements) and the consequence of such an accident should it occur (by setting upper limits of passengers on board). Previous consultations on the TAWS issue carried out in 2018 prior to the introduction of the FOR affirmed support for the CASA policy position as published in Part 135 of CASR.

CASA’s position on this matter is that the current consultation aims to seek approval for a proposal to refine the original rules and does not extend to contemplating that CASA amend its policy concerning TAWS fitment generally. CASA acknowledges the commentary provided by the respondents, however has no plans to further modify the TAWS rules.

One respondent who disagreed with the proposal suggested that the rules be amended to make piston and turbine powered aircraft with a seating capacity greater than 5 to be subject to the TAWS requirements. It should be mentioned that this proposal was raised in consultation with industry and the public prior to the introduction of the FOR as one of the options for the Part 135 rules and it was decided by CASA to not proceed with this alternative.

In relation to this matter CASA is in receipt of Recommendation 1 from the Coroner’s Court of Queensland findings in relation to the fatal accident at Lockhart River in March 2020 that states:

“The Civil Aviation Safety Authority to implement relevant regulation to mandate the fitment of TAWS for all small aeroplanes conducting air transport operations under IFR (and night VFR) where the aeroplane has a passenger carrying capacity of 6 or more regardless of whether the aeroplane is turbine or piston powered.”

CASA is reviewing this recommendation in line with its obligations and will be able to respond to this commentary when this review is complete.

As a result of the support for the proposal from this consultation, CASA will implement this proposal by amending the legislation. CASA will address the issue raised in relation to how the Visual Terrain Display requirements are determined by the operator and will publish appropriate guidance in due course.

The consultation Proposed modular licensing framework for aircraft maintenance engineers (CD 2309MS) was opened for comment from 14 September to 12 October 2023.

We asked people to provide comments on proposed amendments to the Part 66 Manual of Standards (MOS) to provide a modular licensing framework for aircraft maintenance engineers.

About this consultation

Since the introduction of Part 66 of the Civil Aviation Safety Regulations 1998 (CASR), CASA has received submissions from industry stakeholders indicating that the Part 66 licence pathways are too inflexible. Submissions called for a return to the regulation 31 of the Civil Aviation Regulations 1988 (CAR) structure with licence categories that better suit the individual areas of interest and workplace needs.

Prior to this consultation, we consulted with the Part 66 Technical Working Group (TWG) on the technical details of the proposed modular licensing structure and In December 2022 we published a Discussion paper on Part 66 modular licensing framework for aircraft maintenance engineers (DP 2218MS).

Respondents generally supported a modular licence structure based on the existing Part 66 knowledge and experience requirements and using exclusions in order to expedite delivery of the intended benefits and outcomes.

This consultation set out the details of the proposed modular structure, including proposed amendments of the Part 66 MOS, for consideration and comment.

In total, there were 35 respondents to the proposed amendments. Most responses received were from LAMEs and AME/trainees, with 1 respondent identifying as having no industry or organisation affiliation.

Of the respondents who made written submissions, 31 consented to having them made public and 4 requested their submissions be confidential.

Summary of feedback

The majority of respondents supported the proposal in its entirety offering comments such as:

"…a great step forward"

"…positive impact"

"The modular licence will work very well for my current workplace."

"Appreciation goes to CASA for supporting the implementation of these amendments which will support the aircraft maintenance industry which is suffering due to the LAME shortage crisis".

Nine respondents who agreed with the proposals said that 2 years' experience was inadequate for a person obtaining their first AME licence. They suggested minimum times varied from 2∙5 to 3 years. The main reason given was the lack of maintenance practice and the "culture" exposure to lack of maturity.

CASA considers 2 years as an acceptable minimum experience requirement for a modular licence. In all cases, before a licence is granted, applicants are required to satisfactorily complete the relevant maintenance tasks to meet the competency requirements. CASA also notes that this proposal will not change existing minimum age requirements, i.e., an applicant for a licence must be at least 18 years of age at the time of application. The minimum age to be authorised by a Part 145 AMO as a certifying employee, remains at 21 years.

Additionally, the 2 years minimum experience meets the requirements of Annex 1, Operation of Aircraft to the Chicago Convention standard a licence with privileges restricted to either airframe and engine and aircraft systems and components, or avionics systems or components. The 2 year time period is also in line with similar EASA provisions and exceeds the FAA minimum standard.

Four respondents said that removal of exclusions needs to be simplified. CASA is working with the Department of Infrastructure, Transport, Regional Development, Communications and the Arts to receive policy approval to amend the regulations to provide for removal of exclusions using the Part 66 self-study provisions.

Nine respondents said that mapping to the national vocational education and training (NVET) structure is important. CASA is working with MTOs to agree a mapping of the NVET units of competency to the Part 66 licence modules.

One MTO responded saying that Module 11 should be broken into 2 examinations, with the electrical/instrument components examined separately. CASA has considered this in consultation with the TWG and it was decided to leave Module 11 intact to keep the number and the cost of examinations to a minimum and to allow for the expeditious making of the MOS amendments.

One respondent said that "positive sub-ratings" should be used instead of exclusions. CASA advises that positive privilege statements would require extensive redrafting of the regulations and the MOS, which would delay the intended outcomes. CASA will consider this issue with the TWG as a future initiative.

One respondent said we should:

"...stop making changes to an already terrible system. Go back to basics and a known proven method."

CASA advises that reverting to a previous licensing system is not an option contemplated in this proposal.

In view of the high level of support for the proposal, we will progress the proposed amendments to the Part 66 Manual of Standards and the associated implementation arrangements to provide modular licensing pathways via both self-study and Maintenance Traning Organisations (MTOs). We will also work with the Part 66 Technical Working Group and MTOs to finalise the list of competency units that will be required to be completed for each modular licence by applicants using the MTO pathway.

This consultation outlined the proposed amendments to Civil Aviation Order (CAO) 95.54 (Part 131 Recreational Activity and Specialised Balloon Operations) Instrument 2021 that would empower CASA to administer recreational balloon activities.

The Australian Ballooning Federation (ABF) currently administers recreational ballooning activities. The ABF do not wish to transition to become a Part 149 approved self-administering aviation organisation (ASAO) by the deadline of 2 December 2023. Therefore, CASA will assume the role of issuing private pilot authorisations and the oversight of private pilot training and operations.

About this consultation
This consultation was open for 2 weeks and closed on 25 September 2023. The consultation asked if the proposed amendments would empower CASA to effectively administer recreational balloon activities in place of the ABF. A draft of the CASA Recreational Ballooning Procedures Manual (CRBPM) was attached for information. The CRBPM is a repurposed version of the ABF operations manual v3.0 and sets out the syllabus of training, privileges and limitations for pilot authorisations ratings and endorsements. Other information about operations, maintenance and incident and accident reporting is also included in the CRBPM.

Twelve responses were received. Seven respondents identified as recreational balloon pilots, 3 as commercial balloon pilots, 4 as a balloon owner, and 6 as 'other' (respondents could nominate more than one category). Ten respondents offered their personal views and 2 submitted feedback on behalf of an organisation. Of the respondents who made a written submission 8 consented to having them made public, 3 requested that their submissions remain confidential, and one identified as a CASA officer.

Summary of feedback
There were no objections to the proposed amendments to CAO 95.54 that would empower CASA to administer recreational balloon activities. Most of the comments received were about omissions from, or amendments to, the CRBPM. CASA did not seek comment on the CRBPM at this consultation, but we will continue to work with the ABF on the content of the CRBPM until the handover.

CASA identified that a further amendment to CAO 95.54 was required so that the holder of a private pilot (balloon) permit issued by CASA could conduct balloon maintenance in accordance with Part 2 of Schedule 8 of CAR. This has been added to the amendment instrument.

As there were no objections to the proposed amendments to CAO 95.54 CASA has proceeded to make the instrument and it will come into effect on 2 December 2023.

We sought feedback between 17 May and 30 June 2023 on a proposal to establish standards for fatigue management for air traffic services (ATS) personnel.

We proposed changes to the Part 172 Manual of Standards (MOS) that would require an ATS provider to use a fatigue risk management system (FRMS). The standards for the FRMS would be consistent with the standards specified in Annex 11 to the Chicago Convention, but would include practical operating procedures and administering requirements based on existing standards within Civil Aviation Order 48.1 that apply to flight crew.

We also proposed complementary changes to the Part 65 MOS, which would set conditions on licence holders to the effect they must not begin to perform an ATS function if, due to fatigue, the holder is, or is likely to be, unfit to perform a task that the holder must perform for that function. Again, the proposed requirements were consistent with the requirements that already apply to pilots.

About this consultation

Airservices Australia (AA) - the national ATS provider - has used an FRMS since 2003. However, there has been no underpinning legislation, so AA's action was a voluntary undertaking.

Effective from 5 November 2020, ICAO amended Annex 11 to the Chicago Convention with new standards requiring States to have legislation for managing fatigue in the provision of air traffic control services. At the time the new ICAO standards came into effect, AA wrote to CASA expressing its intent to continue using an FRMS into the future and agreed to, as necessary, amend its FRMS to address any differences with the Annex 11 standards.

While AA's voluntary compliance would satisfy immediate safety requirements, the arrangement is not sufficient to demonstrate that Australia is meeting its international obligations to have adequate legislation. As a signature to the Convention on Civil Aviation, Australia has an obligation to adopt ICAO standards unless there is a compelling reason against such an adoption. Also, the lack of legislative authority limited CASA's ability to effectively regulate the provider's FRMS.

We consider fatigue among aviation personnel is a critical safety consideration and therefore considered it appropriate to introduce appropriate legislation. Summary of proposed change (SPC) 2303AS therefore asked two questions of respondents "Do you think the proposed fatigue management requirements in the proposed amendments to Part 172 will work as intended" and "Do you think the proposed fatigue management requirements in the proposed amendments to Part 65 will work as intended".

We received 17 responses - the majority of which were from Air Traffic Controllers expressing personal views - one response from a Part 121 air operator and one response from Airservices Australia.

Three respondents consented to having their feedback published, while the remaining requested their submissions remain confidential.

Summary of feedback

Proposal 1: Changes to the Part 172 MOS

Seven respondents agreed with the first proposal, with all providing feedback or recommendations for change. A summary of the feedback from those agreeing is as follows:

• The requirement for FRMS should be extended to technical support personnel - those covered under Part 171 of CASR
• The requirements for practical operating procedures should differentiate between the requirements for day shift work and night shift work
• Data gathered for the FRMS should be accessible to employees
• There needs to be assurances about the science used when developing an FRMS
• An FRMS must have a simple if possible automated process to log scheduled and actual work
• There are gaps in the provider's existing FRMS and it will be critical for CASA to routinely review the provider's FRMS and scrutinise risk assessment reports
• It should not be necessary for a provider to have a standalone FRMS manual, but instead it should be possible for the policy, procedure and documentation for an FRMS to be addressed or embedded with other forms of a provider's policy procedure and documentation.
• Maximum and minimum values for the practical operating procedures should not be hard limited and instead should allow variation
• As AA has had an FRMS for many years, it should not be necessary for the provider to undergo trial implementation approval
• It is essential for CASA to take a more active role in overseeing the ATS provider's FRMS as the existing system is not fit for purpose, has no easy reporting channels, does not provider for consultation for changes and currently unsatisfactory responses from CASA to confidential reporting.
• We need for CASA to assume oversight of FRMS as the non-regulated system has not been fit for purpose.

Six respondents disagreed with the first proposal. However, all but two respondents provided free text feedback that indicated satisfaction with the proposed standards or reflected concern or dissatisfaction with AA's implementation of FRMS.

A summary of this feedback is as follows:

• The requirement for an FRMS should be clearly laid out and should not be subject to change as a result of enterprise agreements
• A licensed controller should be able to measure their own fatigue as this is individual and not able to be reflected by standardised assessment.
  • Overtime is preventing the system from operating even more frequently at reduced capacity.
• The provider's current FRMS is flawed or not fit for purpose.
• The proposal to identify 'operational person' complicates matters and is not compliant with ICAO standards.
  • Standards should simply refer to 'air traffic controllers'
• The intent behind the change is sound.
• The ATS provider's governance of its FRMS is suspect.

Four respondents either didn’t provide feedback on the first proposal or indicated they were undecided or that the matter was outside their area of expertise. However, 3 of these respondents provided feedback and this is summarised as follows:

• AA should always proactively move to ICAO's standards
• The fatigue management standards for ATS personnel should be expanded to also include Part 171 (Aeronautical Telecommunications) personnel.
• Respondent had an unsatisfactory experience when dealing with CASA on the approval of a Part 133/138 helicopter operator's FRMS
  • CASA experts did not properly contextualise safety policy and fatigue science to suit the scale and complexity of an operator's operations or made incorrect assumptions
  • CASA did not recognise that the provider's existing, fit for purpose, FRMS did not provide a reasonable basis for an Appendix 7 FRMS
  • Respondent is concerned that ATS provider's will have a similar negative experience.

Proposal 2: Changes to the Part 65 MOS

Seven respondents agreed with the second proposal, with 3 providing feedback or recommendations for change. A summary of the feedback from those agreeing is as follows:

• There needs to be a mechanism for operational personnel to provide direct feedback to CASA
• The respondent's feedback against the changes to the Part 172 MOS apply equally to the changes to the Part 65 MOS
• The changes [as proposed] are necessary to align Part 65 with the changes to Part 172.

Six respondents disagreed with the second proposal, with four providing feedback or recommendations for change. A summary of the feedback from those disagreeing is as follows:

• The requirement for an FRMS should be clearly laid out and should not be subject to change because of enterprise agreements
• The respondent's feedback against the changes to the Part 172 MOS apply equally to the changes to the Part 65 MOS
• The proposal to identify 'operational person' complicates matters and is not compliant with ICAO standards.
  • Standards should simply refer to 'air traffic controllers'
• Concerned that the ATS providers has used incomplete data to justify using less people on console.
  • Concerned that the provider would not provide robust data while justifying their FRMS proposal.
  • Asserts that none of the people who collect and interpret the data have qualifications in data collection or data analysis.
  • However, the proposed changes themselves seem sound.

Four respondents either didn’t provide feedback on the second proposal or indicated they were undecided or the matter was outside their area of expertise. However, 2 of these respondents provided feedback and this is summarised as follows:

• Cannot comment on the pros or cons of the proposal,
  • But can say that if a topic is not contained within CASR/MOS it is subject to the whim of the provider - this is not a policy position that Australia should be proud of.
• 'My concern is more in the support of Part 172 rather than Part 65'.
• The fatigue management standards for ATS personnel should be expanded to also include Part 171 (Aeronautical Telecommunications) personnel.
• The respondent summarised an unsatisfactory experience when dealing with CASA on the approval of a Part 133/138 helicopter operator's FRMS
  • CASA experts did not properly contextualise safety policy and fatigue science to suit the scale and complexity of an operator's operations or made incorrect assumptions
  • CASA did not recognise that the provider's existing, fit for purpose, FRMS did not provide a reasonable basis for an Appendix 7 FRMS
  • Respondent is concerned that ATS provider will have a similar negative experience.

General feedback

Twelve respondents provided general feedback on the proposed changes. This is summarised as follows:

• ICAO expects member States to adopt the 2020 amendments, striving for the world's best practices should be the position Australia adopts.
• The ATS provider’s technical staff may have significant work hour and travel obligations that can lead to fatigue of these personnel. I encourage the inclusion of FRMS while the Part 171 Reg and MOS are being updated.
• Minimum required time off between shifts must be clearly mandated. At least 12 hours in all circumstances
• If ATC are responsible for their own fatigue management, then taking our feedback on FRMS trials and implementation should also be included.
• Previous changes to FRMS have resulted in more fatiguing rosters, because fatigue data was seemingly misrepresented, misunderstood, incomplete, or lacked a proper scientific process.
• These proposed changes will likely impact my ability to conduct overtime shifts which I enjoy and enables my airspace to remain at full capacity.
• Cementing the current FRMS will not protect controllers but entrench a poor tool that is fundamentally unfit for purpose.
• "What frequency are reviews of operational FMRS going to occur?
• What industry standard is CASA utilising when approving proposed FMRS from service providers?
• Ultimately this seems like a positive move towards reducing operational risk
• Airservices have historically used FRMS as an excuse to punish staff for not ceding rostering restrictions contained in employment agreements.
  • This has created an imbalance where staff find it difficult to manage work/life balance due to rosters yet when required for additional duty Airservices sign off on bogus risk mitigators to supress the problem.
• The proposed changes seems sound. Mandated breaks and maximum time plugged in are much better than ASA offers us now.
• Unknown how a regulated FRMS would integrate with an Enterprise Agreement system providing similar protections.
  • A regulated FRMS appears to be CASA and Employer developed/approved, not necessarily with employee input.
• The proposed changes aim to address the significant flaws in AsA's current FRMS and improve fatigue management for ATS personnel.
• Our experience with a flight crew FRMS shows that implementation requires considerable resourcing, data gathering, review and ongoing focus.
  • An FRMS for the ATS provider must be implemented in a way that is considerate of provider’s current resourcing challenges.
  • It is important to understand the impact that compliance and importantly, the process of becoming compliant, may have on aviation industry. 
  • The change management process will be particularly important to ensure continuity of Air Traffic Services are maintained throughout implementation."

We thoroughly reviewed the responses and feedback to this consultation, and the following summarises our response and intended course of action.

Concerning the feedback that subsection 4.08(1) should have separate maximum/minimum values for day shifts and overnight shifts, we are confident that the proposed requirement covers all types of work shifts. The maximum and minimum values required by section 4.08 of the proposed standards must be relevant for any time that a ATS function is performed. Accordingly, the section requires values to be based on scientific principles and knowledge (including well-established knowledge about circadian rhythms and the effects of night shift work), and to be subject to safety assurance and amendment processes as necessary. CASA is satisfied that the existing wording of section 4.08 is adequate to cover all situations (night and day) where ATS functions are performed. We also require the ATS provider to obtain approval before making significant changes to the FRMS including changes to maximum and minimum benchmark values.

Regarding the feedback about employees having access to FRMS data, we believe this is adequately addressed via section 4.07 of the proposed standards, which requires ATS providers to include mechanisms for ongoing involvement in fatigue risk management of management, operational personnel, and all other relevant personnel."

CASA does not believe it is appropriate to leave it to the individual to assess and manage their own fatigue. The proposed standards have complementary obligations on individual staff and provider for managed overtime. However, we are of the view that it is essential for the ATS provider to manage work practices and rostering to ensure that fatigue does not cause unacceptable risk to aviation safety. The proposed standards are consistent with existing Australian standards for other types of aviation personnel personal as well as standards specified by the International Civil Aviation Organization.

Concerning the feedback about a negative experience when engaging with CASA’s fatigue panel, we informed that panel. While it is not appropriate to respond about individual circumstances, each application for an FRMS approval is an opportunity to improve processes and procedures. We have successfully assessed several applications for FRMS approval since the new CAO 28.1 came into effect, and we would use the experience thus gained to ensure a fair and appropriate assessment of an ATS provider's application.

We have confirmed that the proposed standards are set in a way that allows FRMS policy, procedure and documentation to be embedded within or to be addressed by other forms of provider policy, procedure and documentation. This is also a clear requirement in paragraph 4.06(2)(b) for a provider’s FRMS to be integrated with the provider’s FRMS. However, CASA would expect whatever method used to address the requirements of an FRMS to distinctly mention its relevance and application to FRMS.

Regarding the feedback that standards should not specify outer or absolute limits, we agree that a maximum or minimum values within section 4.08 should be for benchmark or strategic planning and that the values would not represent outer or absolute limits. Accordingly, we have amended the proposed standards so that there is provision for variation from specified values, including the necessary actions required in the event of deviation.

We disagree that Airservices should be exempt from the trial process. The trial period provides an opportunity for Airservices to fine-tune and demonstrate that its Annex 11-compliant FRMS is operating effectively within a regulated environment. A trial period also allows shortcomings to be revealed and corrected without the need or compulsion for non-compliance action - which would be CASA's only option if Airservices has a final FRMS implementation approval. Accordingly, we intend to proceed with the original proposal.

We also recognise that implementing a requirement for a provider's FRMS to be approved (either as a trial or final implementation) at the onset of the new standards would cause Airservices to be immediately in breach of the standards. For this reason, we have amended the standards to the effect that the requirement for an FRMS has immediate effect however the requirement for approval is deferred until 1 September 2024. This provides lead time for Airservices to apply for a trial implementation approval."

Regarding the feedback about having a mechanism for operational staff to provide direct feedback to CASA. This mechanism already exists, either directly to CASA – including anonymously – using this web page https://www.casa.gov.au/about-us/contact-us/report-concerns-about-aviation-safety or via the Australian Transport Safety Bureau’s REPCON system. Information so provided would inform CASA's engagement with the ATS provider on the relevant matter.

Regarding the feedback that the standards should simply refer to controllers instead of operational personnel, we chose that term to provide something that would apply to both air traffic controllers and flight service officers. The latter continue to be employed for ATS functions.

Regarding the feedback that CASA must routinely review the provider’s FRMS and scrutinise the risk assessment reports, we intend to conduct safety reviews based on assessed risk in accordance with existing CASA procedures. These risk levels are initially established and then reassessed at regular intervals. The proposed standards will require the ATS provider to operate under a trial FRMS for at least one year. At the conclusion of this time and only once the ATS provider has demonstrated the effective operation of its FRMS will CASA grant a full FRMS approval. Thereafter, reports and incidents relating to FRMS will drive CASA's review intervals.

We believe employee involvement in fatigue management matters is adequately addressed via section 4.07 of the proposed standards, which requires ATS providers to include mechanisms for ongoing involvement in fatigue risk management of management, operational personnel, and all other relevant personnel.

Regarding the feedback about including personnel involved in the provision of aeronautical telecommunications (Part 171 of CASR), we have asked the relevant CASA subject matter expert to consider this as part of the Post implementation review of that Part.

Next steps

Considering that the proposals are based on ICAO requirements and existing CASA standards for an FRMS and the overall positive response to the feedback, we believe it is appropriate to proceed with the proposed fatigue management standards.

Accordingly, we will finalise the changes to the Part 65 MOS and the Part 172 MOS proposed in this consultation but with small changes as identified in our response to the feedback.

This consultation provided details of amendments we are proposing to make to the lists of type rated aircraft in Appendix IX of the Part 66 Manual of Standards (MOS). The consultation has now closed, and a summary of the feedback is provided below.

About this consultation

This consultation survey asked respondents to provide their feedback on a small number of proposed amendments that will update existing type rating information and add new aircraft types and a new type certificate holder to the aircraft type ratings lists in Appendix IX of the Part 66 MOS. A total of 15 responses were received to the consultation survey. Of the 15 respondents, 12 identified themselves as licensed aircraft maintenance engineers (LAMEs), one identified as an aircraft owner/operator, one as a professional organisation representing LAMEs, 3 identified as a CAR 30 approval holder, a further 4 respondents identified as a Part 145 AMO and 2 identified as CASA employees.  

Of the total number of responses received:

• One respondent's comments were unrelated to the details of these amendments.
• Five respondent's comments were general in nature relating to aircraft type ratings, but not targeted towards any specific amendment.
• Nine respondents expressed their support of the proposed amendments.

Summary of feedback

General comments received in support of the proposed amendments stated the amendments would increase the safety of maintenance carried out on these aircraft due to the engineer needing to undertake training on the specific aircraft type. One respondent commented that any extra training required by an engineer is a good thing and that whilst experience is essential, as retirement approaches for the "old school" engineers, it is essential to continue to raise the bar on skills and training for the younger generation. One respondent commented that there were limited training courses for some earlier Airbus helicopter MBB-BK 117 variants, while another respondent suggested CASA conduct a review of some of the other existing type rated aircraft which were not type rated under the previous CAR 31 licensing scheme.

Based on the comments received, the majority of which were supportive of the proposed changes, we will proceed with the proposed amendments as presented.

We acknowledge the comments describing issues with certain aspects of the Part 66 type rating requirements. These issues will be considered as part of our GA Workplan.

We sought industry feedback over the period 20 April to 7 May 2023 for a proposed amendment to the Part 65 Manual of Standards (MOS) that would formally adopt International Civil Aviation Organization (ICAO) English language proficiency (ELP) standards for air traffic service (ATS) personnel.

We said the amendment was based on standards specified in Annex 1 to the Chicago Convention but would use language proficiency terms and procedures specified in Part 61 of the Civil Aviation Safety Regulations 1998 (CASR) (Flight crew licensing).

The standards would apply to:

• anyone who performs an air traffic control (ATC) or flight service function under Part 65 of CASR
• current or future applicants for an ATC or flight service licence.

About this consultation
ICAO implemented standards for ELP in 2008. At the time, we determined that the standards were relevant for Australian ATS personnel and we consulted with industry about expanding the existing language requirements to comply with the ICAO standard. However, despite favourable responses, it was not possible to carry out the proposed amendment to Part 65 of CASR.

In the intervening time, the national ATS provider, Airservices Australia (AA), voluntarily introduced the ICAO ELP standard for all its operational staff. We also introduced ICAO-compliant aviation ELP (AELP) standards for flight crew (Part 61 of CASR and authorisations for non-licensed personnel (Part 64 of CASR).

While voluntary compliance achieves the objective of the ICAO standard, this arrangement is not adequate, particularly for demonstrating compliance with an ICAO standard.

We identified that amending the Part 65 MOS would achieve the same outcome as the originally proposed amendment to Part 65 of CASR. The recent consultation was based on this premise.

We received 5 responses. One from an ATS provider, 1 from an air traffic controller, and 3 from pilots. Three respondents consented to having their comments published, while the remaining 2 requested their submissions be kept confidential.

Summary of feedback
The feedback clearly supported the proposed amendment. It was apparent that all respondents recognised the importance of clear communications in aviation and having appropriate standards to facilitate such communication.

One respondent said that constraining the scope of the standards to Part 65 was too narrow and similar standards should also apply to all those who verbally communicate as part of their regulated aviation role. The respondent gave examples, such as: aviation rescue and firefighting personnel personnel, NOTAM or briefing office staff, aerodrome safety personnel and certain CASA officers.

Another respondent observed that some student pilots, at a regional aerodrome, speak very quickly on the aviation frequencies, and this causes confusion. The respondent asked if the English language proficiency test assesses speech rate and sought CASA assistance to resolve the issue.

Next steps
We appreciate all the comments provided by the respondents to this consultation.

Regarding the recommendation for ELP standards to apply to a broader range of personnel, we would like to point out that, according to the Manual on the Implementation of ICAO Language Proficiency Requirements (ICAO Doc 9835), ICAO’s primary focus is on improved aeronautical radiotelephony communications and cockpit resource management (CRM). As such, these matters are covered by a range of Australian legislation for AELP, including:

• Division 61.B.5 of CASR – which applies to flight crew
• Subpart 64.B of CASR – which applies to any person, other than flight crew and ATS personnel, who transmits on an aviation safety radio frequency
• Subregulations 121.655 and 135.455 of CASR – which apply to all air crew members (flight attendants etc) of an air transport operator.

In particular, subpart 64.B of CASR captures most of the persons cited by the respondent, including aviation rescue and firefighting personnel, aerodrome reporting officers, and aerodrome safety officers.

We are of the view that, while proficiency in the English language is beneficial for non-radiotelephony-based briefing services and CASA regulatory services, it is not necessary for persons performing these services to have a formal assessment.

Regarding the respondent's concern about language proficiency among some student pilots, we acknowledge that neither Australian nor ICAO AELP requirements include a specific 'words-per-minute' assessment. However, the standards do require applicants to demonstrate an ability to 'communicate effectively in voice-only (telephone/ radiotelephone) and in face-to-face situations'. Effective communication logically includes an appropriate speech rate. CASA is also directly addressing such matters through its current series of industry seminars on operations at non-controlled aerodromes. These seminars are presented by aviation safety advisers. Theses seminars include discussion about correct and effective communication techniques.

In conclusion - based on the positive feedback, we intend to proceed with changes consulted on in CD 2301AS. We anticipate making the amendments by mid-2023.

We sought feedback between 17 and 30 April 2023 on the proposal to establish a tailored system for training, assessment, grant and exercise of "specialised endorsements" including the sling, winch and rappelling operations and firefighting endorsements.

We had previously been told that the flight training and testing scheme for these specialised endorsements was not working as efficiently as intended. This is believed to be one of the reasons for the limited availability of suitably qualified flight instructors, examiners and flight training operators to conduct training and assessment for specialised endorsements and consequently impacts the availability of suitably qualified pilots to conduct specialised operations.

In many respects, the intended approach to flight training in which the requirements for conducting lower risk activity authorisations were meant to require less rigorous training and testing compared to the higher risk activities has not materialised for these pilots and an alternative approach to better facilitate training and assessment for these endorsements may be possible.

We proposed changing the rules to establish a tailored alternate system for training, assessment, grant and exercise of specialised endorsements.

Note: The existing Part 61 and Part 141 flight training scheme remains available for training, assessment, grant and exercise of these specialised endorsements.

The proposal addressed:

• entry criteria and prerequisites for new pilots seeking a specialised endorsement
• training and assessment requirements for the grant of specialised endorsements
• supervision requirements following completion of training, assessment and grant of endorsement
• maintenance of competency following grant of endorsement
• entry criteria and prerequisites for persons conducting training specialised endorsements for Part 138 or Part 137 operators
• maintenance of competency for persons conducting training and flight tests for specialised endorsements
• requirements for Part 138 or Part 137 operators who elect to conduct the training and facilitate the assessment and grant of specialised endorsements.

About this consultation

We received 13 responses, the majority from pilots, Part 138 or 137 operators, flight instructors and flight examiners and flight training operators.

The consultation survey asked respondents “Do you have any comments about the proposed instrument?.” Six responses were clearly in support of the proposed instrument. Five responses implied support for the objectives of the policy, while either suggesting changes to the technical detail of the instrument or posing questions on the operation of the instrument.

Common themes from the free text responses included opinions that:

• training and testing for these endorsements should be facilitated in industry due to the limited access to instructors and examiners
• industry is better served by training, testing and checking for these endorsements being conducted by those using them regularly in industry
• the new rules will allow operators to more easily move new pilots into specialised roles without incurring prohibitive costs associated with accessing limited training providers
• the new rules should explain what needs to be included in the practical flight training, to ensure that trainees have exposure to a wide range of scenarios and environments.

Two responses did not support the proposed instrument. These free text responses included comment that the instrument:

• would be detrimental to aviation safety by lowering the quality of pilot produced
• would not improve aviation safety because the 'train-the-trainer' course would not be sufficient to impart adequate instructional skill and techniques to the trainer. Additionally, operators would be conducting the training on an irregular or seasonal basis and so the trainer would have no ability to improve their instructional skills or the quality of the training course
• would be detrimental to aviation safety because trainers would not be competent to conduct emergency procedures training. These procedures would be ignored and so pilots who receive an endorsement using this pathway will not be trained in how to manage potential emergency situations
• is over complicated and unnecessary because the current system is working
• will not help with the shortages of instructors and should not be allowed as an alternative to the current instructor and examiner system.

We recognise and emphasise the importance of pilots and operators conducting sling, winch or rappelling or firefighting operations implementing and maintaining a strong safety culture. The proposal emphasises operational responsibility and builds on safety requirements such as safety systems, training and checking systems and operational manuals required under Parts 138 and 137 of CASR.

Operators who intend to conduct training and facilitate the assessment and grant of a specialised endorsement will need to develop a training syllabus and have it approved by CASA. CASA must be satisfied that the operator can safely and adequately deliver the training and that the operator has suitable staff to conduct the training. Continuous improvement is necessary in any training course, whether it is delivered by a flight training operator or a commercial operator through this pathway.

In addition, the 'train-the-trainer' course requirements prescribe the minimum amount of training required. The training provider and instructor delivering the training to the trainer pilot must be satisfied that the trainer pilot is competent to deliver training.

Trainer pilots under this proposal must be sufficiently experienced and are expected to be knowledgeable and skilled in managing emergency procedures. Ensuring trainees are competent in emergency and non-normal procedures is an operational responsibility and should also be addressed in the operator's ongoing proficiency checking.

Summary of feedback

Common themes, issues and suggestions raised in responses included:

Specific technical requirements

Six responses made comment or reference to the specific technical requirements proposed in the instrument (for example, the prerequisites for trainee pilots). These responses made quite varying suggestions, including that:

Prerequisites for trainee pilots

• the trainee prerequisites should be consistent for each specialised endorsement and require 200 hours PIC experience for the relevant category.

Training and assessment

• for the sling operations endorsement, 10 hours of training would be more suitable. If training and testing for the sling endorsement, then the fire rating could be conducted in house by a quick check ride
• Part 142 flight training operators should have an avenue to conduct the training and testing, in addition to Part 141 flight training operators
• the firefighting endorsements should be attached to the low-level rating rather than the aerial application rating. This would be better for this instrument because the 'trainers' operating under the instrument would only be issuing an endorsement without the need to issue any new rating
• for the firefighting endorsement, most beginner firefighting pilots begin with flying an AAS (air attack supervisor) platform which principally involves doing slow left-hand orbits at around 500 ft. The 5-hour dual flight time requirement is unnecessary for this, and 1 mock fire flying session of at least 1 hour flight time with strong correlation to a briefing/theory session following a syllabus would be more appropriate
• for the firefighting endorsement, the requirement for the training to include at least 5 firefighting operations, conducted during a minimum of 3 flights serves no purpose and is virtually impractical to achieve because if it is a mock firefighting session then one is enough especially if the operation can involve as little as flying slow left-hand orbits. If it means a real firefighting operation, then that is truly impossible.

The instrument does not include detail of what is involved in a firefighting operation and we understand that this may create ambiguity. For clarity, the 'firefighting operations' contemplated in the instrument involve activities which require the firefighting endorsement to conduct. In essence, this involves applying or dispensing water or fire retardant from below 500 ft AGL for fire suppression. There are various methods of applying or dispensing the firefighting material, including buckets and tanks.

Air attack supervisor activities that involve slow left turns at around 500 ft AGL, as mentioned in the comments above, are not 'firefighting operations' contemplated in the instrument, and do not require a firefighting endorsement to conduct - only a low-level rating with the relevant category low-level endorsement is required.

The training for the endorsement under the instrument must involve training to the competency standards and in the activities permitted by the firefighting endorsement (applying or dispensing water or fire retardant from below 500 ft AGL for fire suppression) rather than simply air attack supervisory services. We will clarify this in the final instrument.

The intent was to enable operators to consider what is involved in a sling or winch or rappelling operation for their unique operational circumstances, rather than defining or explaining what a 'sling operation' and 'winch or rappelling operation' involves. We will consider whether it is necessary to also define 'sling operation' and 'winch or rappelling operation' in the final instrument.

In addition, training in firefighting operations refers to simulated or mock firefighting operations, rather than actual firefighting activities. We will clarify this in the final instrument.

Recurrent checks

• annual checks should be required for pilots with less than 20 hours actual fireground experience; for pilots with over 20 hours fireground experience, a check should only be required if the pilot has not completed any fire work in the last 18 months.

Trainer requirements

• the trainer pilot requirements for the specialised endorsements should be consistent, with 1000 hours PIC on relevant category, 100 cycles (for sling and winching), and 100 hours experience for firefighting. The 2 years' experience requirement does not ensure competency or experience
• an instructor with an operational endorsement should be able to conduct training for that endorsement
• Grade 1 training endorsement holders with the relevant training endorsement should be able to conduct the flight test.

We have considered the comments made above, though CASA intends to proceed with the requirements in the original proposal. We will review the operation of the policy following commencement by continuing to engage with relevant sectors, and we will complete a policy review before making any changes to incorporate the effect of the proposed instrument into CASR.

Questions posed by respondents regarding how the instrument will work

Four respondents also asked questions regarding how the instrument will work. These questions (edited for length and consistency) and CASA's responses are at Table 1.

Table 1: Respondent questions and CASA responses

Question	CASA response
Who can conduct the annual operator proficiency check?	The instrument does not prescribe recurrent checking; instead, existing operator proficiency check requirements in Parts 137 and 138 are expected to be met. The person conducting these checks should be the same person as currently permitted or required to conduct the checks under Parts 137 or 138 of CASR.
How will the requirement for a winch and rappelling operations endorsement trainee to have 100 hours PIC on type assist junior first officers in multi-engine roles gain a winch and rappelling operations endorsement after being hired?	Trainees for winch and rappelling operations endorsements are not required to have 100 hours PIC on type. Under the draft instrument, they are required to have at least 100 hours PIC of a helicopter.
Will it be an option to use an Industry Flight Examiner Rating Courses (IFERC) instead of the FERC e-learning modules required in the instrument?	No. There is currently only one approved IFERC. IFERCs are set up for people who want to become flight examiners and are therefore tailored to examiner competencies. The e-learning FERC modules prescribed in the instrument are intended to provide trainers with knowledge around conducting a test and administrative requirements for tests. Completion of the e-learning FERC modules also provides CASA with visibility of people who can conduct the training and testing under the instrument.
Can a flight instructor with the relevant training endorsement complete the FERC requirements and be able to operate under the instrument?	Yes, so long as they meet the trainer prerequisites prescribed in the instrument (e.g. aeronautical and operational experience, be employed or engaged by a relevant operator).
How many instructors meet the criteria prescribed for the instructors delivering the 'train-the-trainer' course? Is it possible this instrument may shift the problem of the lack of qualified specialised endorsement instructors to a lack of qualified instructors that can conduct the 'trainer' training?	There is a moderate amount of instructors who meet the prescribed criteria to conduct the train-the-trainer course, approximately: 150 for sling, 70 for winch and rappelling, 75 for helicopter firefighting and 5 for aeroplane firefighting.   We expect the instrument will make it easier for pilots to access training and testing for specialised endorsements and will not merely shift the problem.

The consultation indicated support for the proposed instrument and the proposed alternative pathway for the training, assessment and grant of specialised endorsements. Minor changes will likely be made to improve the clarity of the instrument. However, any changes will not impact the intended effect of the instrument or the underpinning policy.

The instrument will be in place by mid-June 2023.

We sought your feedback on the draft advisory circular (AC) 139.V-01 guidelines for vertiport design. The consultation period was between 30 November 2022 and 31 March 2023. The proposal was for initial guidance for a new type of aerodrome designed to service next-generation vertical take-off and landing (VTOL) capable aircraft (VCA).

Vertiport sites can be in urban and regional locations as well as on existing aerodromes. Draft AC 139.V-01 v1.0 - Guidelines for vertiport design, is intended to provide guidance and information to people designing and constructing vertiports in support of Advanced Air Mobility (AAM) operations.

About this consultation

To assist the future introduction of AAM aircraft, proponents had sought information about vertiports to support the development and introduction of infrastructure to support the emergency AAM industry. The guidance is intended to guide those who are in the early stages of vertiport development.

The guidance provided is structured in such a way that it will evolve with the industry. Accordingly, this first AC was developed to support performance-based outcomes to suit the intended operational needs of the vertiport, and their intended aircraft operations.

This AC provides initial guidance on developing vertiports and includes:

• site selection including downwash protection
• physical characteristics
• obstacle limitation surfaces
• visuals aids including markings, markers and lights.

We received 36 responses. Twelve responses were from vertiport developers, potential vertiport owner/operators and aviation consultants. Three were from existing aerodrome operators. Seven were from AAM aircraft manufacturers, aircraft operators or potential AAM aircraft pilots/crew. Fourteen responses were from others.

Summary of feedback

The feedback supported the proposed guidance. However, there was a view that existing heliport guidance material would be suitable for early crewed AAM operations in visual conditions. The majority of feedback supported the performance-based outcomes approach.

Some responses, although important, addressed matters outside the scope of AC 139.V-01, such as focussing on the performance of the aircraft or crew. Where appropriate and applicable, CASA has noted those comments and will use that feedback when developing further guidance and regulatory documents.

Of particular interest, comments on downwash, obstacle limitation surfaces (OLS) and the requirements for solid Final Approach and Take-off Areas (FATO) were common themes in the responses.

We appreciate all the comments provided by the respondents to this consultation.

A thorough review of the responses was completed with the feedback used to improve the guidance material.

Regarding downwash and outwash, Table 1 ‘guidelines for maximum downwash velocity’ was removed and more information and guidance was included. Specific advice on downwash and outwash impacts at and in the vicinity of vertiports cannot be finalised until information from AAM aircraft manufacturers becomes available.

It should be noted that a new definition ‘downwash protection zone’ had been included in the AC, which is consistent with new guidance for heliports from ICAO in the ‘heliport manual’ (Doc 9261). 

To further assist understanding of the OLS, drawings were updated with more notations, improved orientation, and inclusion of indicative AAM aircraft flight paths.

Regarding the need for a solid FATO, the understanding of proposed and actual AAM aircraft performance and any rejected take-off requirements is not yet sufficient to move away from the solid FATO requirement.

In addition to these items, guidance on geometry-based aircraft parking stands has been included for ground manoeuvring aircraft and apron safety markings have now been included in the guidance material.

Along with these amendments, ICAO’s vertical flight infrastructure working group, the Aviation Safety Advisory Panel (ASAP) Vertiport Design and Operations Technical Working Group, and CASA’s internal Non-Conventional Aerodrome Regulatory Framework working group are now working towards developing a performance-based outcome framework for AAM landing site infrastructure; this may widen the future focus of AC 139.V-01 Guidelines for vertiport design.

Since the introduction of Part 66 of CASR, CASA has received submissions from industry stakeholders indicating that the Part 66 licence pathways are too inflexible, particularly in relation to pathways for initial licence issue in comparison to the previous CAR 31 licensing system

The “all or nothing” approach of Part 66 has been cited as a stumbling block for individuals, who either don’t have a strong interest in one of the aspects of a full Part 66 licence or who are unable to accumulate the necessary practical maintenance experience for all the required systems. The issue also affects people who hold foreign licences and are seeking to convert their foreign licence to an Australian licence.

These industry submissions generally suggest that a progressive, modular licensing structure should be developed to facilitate earlier and more achievable licensing outcomes with improved flexibility for licence applicants and businesses.

CASA has committed, through its GA Workplan, to consider more progressive, less onerous maintenance licence pathways tailored for light aircraft.

About this consultation

CASA published DP 2218MS to outline considerations and possible options for AME licence pathways that would provide a more flexible and achievable licensing outcome, particularly in relation to initial licensing outcomes.

This consultation asked people to provide comment on DP 2218MS and the suggested changes to the Part 66 licence structure, that would address both industry submissions and the GA workplan objectives.

CASA received 60 responses to the discussion paper, 46 of which were from licensed aircraft maintenance engineers, 10 from aircraft owner/operators, 11 from CAR 30 approval holders, 8 from Part 145 approved maintenance organisations and two from Part 147 maintenance training providers.

3 CASA officers also provided comments.

39 respondents gave permission to publish their responses.

Summary of feedback

Of the 60 respondents, 38 supported the proposals as published, and 6 respondents were opposed to the concepts.

Of the remaining 14 respondents, the proposals were generally acceptable however some changes were proposed.

Key themes and issues

Modular licensing pathways would be beneficial

Most respondents clearly supported the intent to provide a more flexible, modular licensing framework.

Use of exclusions

A majority of respondents supported the use of exclusions. Four respondents opposed exclusions on the grounds that exclusions are confusing.

Seven respondents called for expanded use of the full range of exclusions, to maximise flexibility and licensing outcomes. In particular, reference was made to providing for a licence to be obtained without needing practical experience on systems that are not accessible or not applicable to a person's employment, such as air conditioning, pressurisation and retractable undercarriage.

The proposal in the DP is framed around the use of exclusions, in the first instance, in order to expedite delivery of the intended benefits and outcomes. However, CASA acknowledges that some industry stakeholders do not agree with the use of exclusions in any context.

Exclusions were designed to transition between CAR 31 and Part 66 licences. Exclusions do have the potential to be used as a useful and beneficial mechanism to facilitate licensing outcomes, particularly in cases where a licence applicant cannot achieve the necessary experience in particular systems. This is a common situation in regional areas. Expanded use of exclusions also has potential application in acceptance of foreign licences with different scope.

Any ongoing use of exclusions will need to be carefully considered, particularly in relation to the associated training requirements, administrative implementation arrangements and clear understanding of licence scope and privileges.

Whether we need a phase 2 positive description

A small number of respondents opposed a second phase to develop a positive description of modular licensing, on the basis that it would only further add to confusion.

It is acknowledged that the desired practical outcomes of a modular licensing system can be achieved using exclusions and a positive description of privileges is not essential. CASA intends to continue to focus on expediting the desired modular licensing outcomes via exclusions and will consider a positive privilege arrangement as a possible future extension, after a settling-in period using exclusions.

Propellers separate from powerplants

The majority of respondents did not comment on this subject. Two respondents specifically opposed separating propellers from power plants. An equal number of respondents specifically expressed support for the concept.

An objective of this initiative is to increase flexibility and improve licensing outcomes for industry. Providing propellers as an option, rather than a requirement, is consistent with this objective. It is also noted that a propeller qualification would be an unnecessary and potentially unwelcome burden for LAMEs who work in a helicopter-only environment.

Following discussions with the TWG, and with the aim of expediting delivery of core modular licensing outcomes, CASA will develop a proposal that retains propellers as a requirement for piston engine aeroplane licences but not helicopters. This approach can be reviewed in later phases of this initiative, if necessary.

Practical experience period should be longer

Some respondents suggested that the minimum practical experience proposed in the discussion paper is insufficient.

CASA notes that this proposal is intended to facilitate licensing outcomes. It is understood that a modular approach to licensing will naturally reduce the training and practical experience requirements and timeframes. Experience should be specific to the required licence outcome and proportional to the proposed licence scope. In cases where the licence scope is reduced, relative to the current arrangements, it is considered reasonable to proportionately reduce the experience. In all cases, the proposal would ensure at least 1 year practical experience, which is consistent with recommendations set out in ICAO Annex 1.

Following discussions with the TWG, and in order to expedite core modular licensing outcomes, CASA will develop a legislative proposal that does not change the current experience requirements stated in the Part 66 MOS. CASA will consider proportionate adjustments to the experience requirements in the second phase of this initiative.

Physics should be mandatory for all licences

Several respondents commented that physics should be a required theoretical module for all licences.

Omission of physics module 2 in the discussion paper was a typographical error.

Physics is a relevant knowledge element for all licences and is an element of the ICAO licensing standards.

Electrical should be mandatory for all licences

Several respondents commented that electrical should be a required theoretical module for all licences.

An objective of this initiative is to increase flexibility and improve licensing outcomes for industry. Providing electrical as an option, rather than a requirement, is consistent with this objective. It is also noted that an airframe only licence would be a useful practical outcome, particularly for small, simple GA aircraft. 

CASA will consider this issue further and will work with the TWG to develop a flexible and practical legislative proposal.

CAR 31 basic examination credits should be recognised

Several respondents suggested that credits obtained under the old CAR 31 licensing arrangements should be recognised.

This concern is outside the scope of this paper. However, CASA has a process in place for mapping CAR 31 examination credits for RPL purposes.  We will consider a review of procedures in this area.

Recognition of expired CAR 31 licences

CASA has received feedback during this consultation suggesting that we should consider applying the same approach that is used for recognition of foreign licences to recognition of expired CAR 31 licences.

CASA agrees that this is desirable and will consider options to achieve this outcome.

Use of CAR 31 summary of experience (in place of the journal/log of industrial experience)

Several commenters requested CASA accept the old CAR 31 summary of experience in lieu of the new journal/log of industrial experience developed for the Part 66 self-study system.

This concern is outside the scope of this paper. However, CASA will review its procedures in this area.

The proposed CAR 31-based model vs other options (EASA B3)

Respondents generally indicated strong support for a CAR 31-like structure.

No respondents supported adoption of the EASA B3 or B2L licence arrangements. Respondents who mentioned EASA were generally critical of the EASA licensing structure.

In order to expedite core modular licensing outcomes, CASA will develop a legislative proposal that does not specifically adopt the EASA B3 and B2L structure. CASA will consider this issue in more detail in the second phase of this initiative.

Overall, respondents have strongly supported the proposals and encourage CASA to expedite the delivery of more flexible licensing outcomes.  

CASA will therefore proceed with this initiative, using the input provided to develop a more detailed policy, legislation and implementation package.

Consistent with the feedback from industry and the TWG, CASA will seek to expedite the delivery of the core beneficial outcomes of this proposal. To achieve this, CASA will develop a legislative proposal that will facilitate modular licensing outcomes using exclusions. This approach will also provide more flexible pathways in other cases, including Australian trainees, that cannot access certain systems to gain practical experience, as well as recognition of foreign licences and defence authorisations. In order to expedite these outcomes, the status quo will be maintained on some requirements, such as minimum experience requirements and propeller exclusions. These requirements will be considered in more detail in later phases of this initiative after the core outcomes are achieved.

Between 8 December 2022 and 22 January 2023, we sought feedback on the Proposed new Part 105 Manual of Standards (MOS) - Parachuting from aircraft. The consultation sought feedback on the proposed Part 105 MOS for the rules governing parachuting activities.

This consultation has now closed, and a summary of the feedback received is provided below.

About this consultation
Part 105 of CASR and its associated Manual of Standards (MOS) integrate parachuting activities in the Part 149 self-administration framework. This means Part 149 approved self-administering aviation organisations (ASAOs) must follow Part 105 requirements for their Part 149 aviation administration functions. The Part 105 MOS provides the complex technical detail for the rules governing parachuting activities conducted under Part 105 of the Civil Aviation Safety Regulations 1998 (CASR). 

The Part 105 regulations commenced on 2 December 2021, concurrently with the other new flight operations regulations. As with these other Parts, Part 105 will have an accompanying MOS, which document was the subject of this consultation.

The Part 149 transitional arrangements that apply to sport aviation bodies that are not ASAOs, whereby the sport aviation body is exempt from Part 105 of CASR by the application of regulation 202.502 of CASR, self-repeal on 1 December 2023. The Part 105 MOS will therefore commence on 2 December 2023.

The scope of the proposed Part 105 MOS covers the following:

• relevant definitions; Technical Standard Orders and the prescribed activity of ground control
• standards for reserve parachute assemblies and emergency parachutes
• requirements relating to pilot training and recency requirements, aircraft maintenance requirements, and related exposition requirements, for parachute descents involving trainee parachutists or tandem parachutists
• requirements relating to the dropping of objects during the conduct of a parachute descent or from a parachuting aircraft
• operational requirements relating to parachutes
• requirements that apply to pilots of aircraft operated to facilitate parachute descents
• requirements for the safety of aircraft used for parachute descents
• requirements for the safe conduct of aircraft operations for facilitating parachuting descents
• requirements for the management of aircraft weight and balance, including the loading of aircraft being operated to facilitate a parachute descent
• requirements for the carriage and use of radio equipment and oxygen equipment for aircraft being operated to facilitate a parachute descent
• pilot requirements for parachute descents from a Part 103 aircraft or a manned free balloon.

The consultation sought feedback on each of these topics as well as general feedback on the policy underpinning the proposed Part 105 MOS.

The Summary of Proposed Change (SPC) for the Part 105 MOS also noted 3 issues identified within the Part 105 Technical Working Group (TWG) by industry members that were outside the scope of the Part 105 MOS. The TWG also noted that all of these matters are either managed under an exemption instrument or are currently subject to further review by CASA.

In total, there were 12 respondents to the consultation. Of the respondents who made written submissions, 8 consented to being published. CASA has published all that consented except for one with objectional content. Four respondents requested their submissions be confidential.

How many supported this change proposal and how many did not?

Most of the responses (6) received were from Jump Pilot Authorisation holders. Two of the responses were received from concerned parties affected by a previous parachute incident. Two respondents hold parachute packer or rigger authorisations. One respondent was a sport aviation body, one respondent was associated with ground control and one respondent was a Part 61 licence (non-jump pilot) holder.

The majority of the responses were in support of the proposed amendments, several others supported the proposed changes but with some changes and 1 response included responses that were in disagreement with the proposed changes.

Summary of feedback and issues raised
Issue 1: Jump pilot competency reviews
Five responses suggested the Part 105 MOS provides for a too short tolerance period for the holder of a jump pilot authorisation to conduct a competency review. Respondents noted that the Part 135 MOS, that provides requirements for smaller aeroplane air transport operations, provides for a 30-day period, before or after a check of competency or proficiency is due. 

CASA’s response
The submissions appear to be based on a misconception that the Part 135 MOS provides for the operation of an aircraft by a person for up to 30 days after they no longer satisfy the operator’s training and checking requirements. The Part 135 MOS provisions relate only to preserving the due date for a competency check conducted under the checking and training system of a Part 135 operator (for the purposes of management of the operator’s training and checking regime), which aspect is not usually relevant to a parachute operator. 

The respondent’s proposal would effectively introduce 7 and 13 month intervals between competency reviews, which would render the published intervals meaningless. The 6 and 12 month intervals are retained, but amendments have been made to the Part 105 MOS to expand the window for the conduct of a competency review, such that where a person with a valid competency review completes a new review 45 days or less prior to the expiry of that review. The period of validity of the new review will commence immediately upon that expiry.

Issue 2: Target panels
Two responses commented that the inclusion of target panel requirements is unnecessary on the basis that these panels are an obsolete medium no longer used by industry. One respondent also noted that the term “target” may be interpreted as an aiming point on the ground for parachutists (with associated safety risks if the panel is situated in an unsafe area), when in fact the function of the panel is as a ground to air communications medium. 

CASA’s response
CASA agrees that the use of the term “target” could result in confusion as to the purpose of these panels and has amended the MOS terminology to refer to “ground communication panels”. CASA is aware these panels are rarely used but is of the view that the panels provide a mechanism that would permit a parachute descent to be completed by providing an alternative communications medium if radiocommunications fail, in the same manner as light signals can be used at aerodromes as an alternative means of communication. 

Issue 3: Flight time should include flight time as PICUS
Five responses suggested that the pilot flight-time requirements (for powered-lift aircraft) include time as pilot in command under supervision (PICUS) in addition to the existing flight time as pilot in command (PIC) requirements. 

There were also suggestions that multi-engine aeroplane and single-engine turbine-powered aeroplanes allow PICUS flight-time to meet the pilot flight-time requirements.

CASA’s response
CASA does not consider that flight time gained only as PICUS, or under supervision by an ASAO jump pilot supervisor in the operation of a particular type of powered-lift aircraft (or a type of rotorcraft generally), provides an appropriate level of safety assurance (i.e. one that would not be likely to have an adverse effect on the safety of air navigation) because:

• there are no parachute operators using powered-lift aircraft
• there is not an established pool of appropriately qualified, experienced and current pilots capable of delivering an ongoing national capability of ASAO supervision and assessment for pilots of rotorcraft used in parachuting operations
• there are no established competency standards for such supervision.

The Part 105 MOS pilot flight time requirements for powered-lift aircraft will be limited to 10 hours on type as pilot in command. CASA will review these provisions when:

a.    CASA has a more comprehensive understanding of the risks associated with the operation of such aircraft in parachuting operations.

b.    Part 61 and Part 133 of CASR include appropriate oversight of the required pilot competencies for powered-lift aircraft operations used for passenger transport.

c.    There is an established pool of appropriately qualified, experienced and current pilots upon which an ASAO could depend to deliver an ongoing capability of ASAO supervision and assessment of jump pilots conducting powered-lift aircraft parachute training operations.

CASA will also extend the scope of the powered-lift flight time on type requirements to apply to helicopters used in parachuting training operations in the instrument mentioned below.

Changing the multi-engine aeroplane and single-engine turbine powered aeroplane flight-time on type provisions requires amendments to regulation 105.080 of CASR, which is outside the scope of the Part 105 MOS. However, CASA acknowledges that some flight time gained as PICUS or under supervision by an ASAO jump pilot supervisor can be recognised toward the flight time on type requirement for aeroplanes, because both Part 61 PICUS and Part 105 ASAO oversight of jump pilot competency and jump pilot training requirements for aeroplanes are established and ongoing. There is also a pool of pilots capable of conducting jump pilot training, competency assessment and supervision in aeroplanes across a number of parachute operators. 

An exemption instrument will, from 2 December 2023, provide for the recognition of up to 7 hours flight time on type gained as PICUS, or under supervision by an ASAO jump pilot supervisor, for single-engine turbine powered aeroplanes and multi-engine aeroplanes engaged in parachuting training operations. 

Issue 4: Manufacture of parachute components
Two responses raised concern around the wording in subparagraph (b)(ii) of the definition of rigger authorisation, which the respondents suggest means a rigger may only manufacture ‘parachute components’ and may be interpreted as excluding a rigger from manufacturing a main parachute. 

CASA’s response
CASA has amended the definition to remove any ambiguity.

Issue 5: Compatibility assessment of a main parachute with the container of a reserve parachute
One respondent proposed that the mechanism for who can conduct a compatibility assessment be expanded to include a person who has met competency requirements set by the ASAO to conduct the compatibility assessment – rather than being just confined to canopy relative-work coaches that are limited to compatibility assessments of parachutes used in canopy relative-work descents. 

CASA’s response
CASA has amended the Part 105 MOS to expand the scope of compatibility assessments to include a parachutist certificate holder who holds an ASAO authorisation to conduct compatibility assessments. However, the compatibility assessments of equipment used by a student parachutist or tandem parachutist remain confined to the holder of a packer or rigger authorisation. Consequential amendments to relevant definitions and provisions have been incorporated in the MOS.

Issue 6: Definition of rigger authorisation
One response raised a concern that the definition of rigger was too restrictive by limiting the manufacture of parachutes and parachute components to the use of a sewing machine.

CASA’s response
CASA has amended the definition of ‘rigger authorisation’ to reference the use of appropriate equipment rather than identifying specific tooling.

Issue 7: TSO/ETSO authorisation
One respondent commented that a manufacturer may claim compliance with TSO-C23 or ETSO-23 when that manufacturer may not be authorised to identify equipment with compliance markings (that is, may not be the holder of an approval mentioned in paragraphs 21.607(2)(a)-(ca) of CASR).

CASA’s response
CASA acknowledges a manufacturer of a parachute must be authorised for the purposes of TSO-C23 or ETSO-23. The Part 105 MOS has been amended to reflect this.

Issue 8: Manufacturers requirements documents
One respondent commented on the terminology of the Part 105 MOS regarding the manufacturers’ requirements about the airworthiness of an assembly contained in a document, implying all the manufacturers requirements are held in one single document, which is not accurate.

CASA’s response
In accordance with the Acts Interpretation Act 1901, references to the singular includes the plural and vice versa. Reference to a single applicable document in the Part 105 MOS therefore includes reference to all applicable documents. No changes made to the Part 105 MOS for this issue.

Issue 9: Amendment of a reserve parachute service life
One respondent suggested a means for an ASAO to amend the service life of a reserve parachute if the manufacturer no longer provides airworthiness support.

CASA’s response
Where the holder of a relevant design authority has specified a service life for a reserve parachute assembly, only the holder of the design authority may amend the specified service life. Where an ASAO has assumed responsibility for the continuing airworthiness of a reserve parachute assembly for which the manufacturer no longer provides airworthiness support, the ASAO may only amend the service life if:

a.    in the case the relevant design authority holder specified a service life, the ASAO also holds the relevant design authority and amends the authority in accordance with the civil aviation legislation of the national aviation authority that issued the authority
or
b.    the relevant design authority under which the reserve parachute assembly was manufactured does not specify a service life.

No changes made to the Part 105 MOS for this issue.

Issue 10: Parachute packing logbook requirements
One respondent noted a parachute packing log must be maintained for a parachute (not a reserve or emergency parachute) by a trainee parachutist. Elsewhere a trainee parachutist is defined to include a certified parachutist training for a rating or endorsement. This would effectively require a certified parachutist to maintain a packing log for a main parachute.

Additionally, it was noted Part 105 MOS requires that a packer or rigger must maintain a personal packing log which should include the packing of main parachutes used by a trainee or student parachutist. This requirement is captured elsewhere in the Part 105 MOS.

CASA’s response
CASA has amended the Part 105 MOS such that the main parachute packing log requirements only applies to main parachutes used by student parachutists or tandem parachutists.

CASA has omitted, from the Part 105 MOS, the requirement for a packer or rigger to include in their personal logbook the packing of main parachutes.

Issue 11: Change of parachute components
One respondent mentioned that the Part 105 MOS is not clear on the compatibility assessment requirements when a parachute component is replaced by an identical parachute component.

CASA’s response
The Part 105 MOS compatibility assessment requirements in relation to component changes are only intended to apply when a parachute component is substituted with a component other than one that is identical to the replaced component. The Part 105 MOS has been amended to reflect this intent.

Issue 12: Parachute descents over water
One respondent commented that the term ‘over water’ was too definitive and that there should be some inclusion for parachute descents not ‘over water’ but in close proximity to water.

CASA’s response
CASA has amended the Part 105 MOS to provide for an outcomes-based approach, that places the onus on the drop zone safety officer, for a drop zone, to identify water hazards.  We have also included a requirement that the drop zone safety officer, for a drop zone with a water hazard, must conduct a risk assessment to determine if flotation devices are required to be worn by parachutists during a descent at that drop zone.

Issue 13: Flotation device standards
One respondent mentioned that there are personal flotation devices (PFD) being used which are manufactured to Australian Standard AS4758 – Level 50 and Level 100 and that PFDs manufactured to these standards should be included in the Part 105 MOS.

CASA’s response
CASA acknowledges there is at least one personal flotation device manufactured to AS4758 – Level 100 standard, which is suitable for use whilst parachuting over or near a water hazard. 

The Part 105 MOS has been amended to:

• include PFDs manufactured to AS4758 – Level 100
• remove references to PFDs manufactured to obsolete standards that are no longer permitted to be used in maritime operations
• require a drop zone safety officer to ensure the level of PFD to be used is commensurate with the outcomes of the risk assessment they are required to conduct.

Issue 14: Safe conduct of parachute descents
Two responses submitted by concerned parties affected by a previous parachute incident raised safety concerns in relation to the accessibility of knives and the approval of the design of aircraft modifications that involve the fitting of a step for parachutists to the aircraft.

CASA’s response
CASA recognises the carriage and use of knives as a means to free a parachutist who has become tangled with their equipment or snagged on the parachuting aircraft. The Part 105 MOS makes specific provision (in section 5.40) that a knife suitable for emergency situations is to be carried on board the aircraft and readily available to the pilot in command and, for a parachuting training operation, the parachutist instructor. Section 5.25 of the MOS further provides that a Part 105 ASAO that administers parachute descents must include, in the ASAO’s exposition, procedures for the safe conduct of parachute descents of a kind it administers including, if applicable, descents by trainee or tandem parachutists. CASA expects that an ASAO’s safe conduct procedures would include the ASAO’s procedures for the carriage and use of knives in emergency situations.

In relation to design approval of aircraft modifications, Part 105 of CASR has no powers in relation to aircraft modifications because such modifications fall within the scope of Part 21 of CASR. Any aircraft modification must be compliant with the requirements of Part 21.

Next steps
Overall, the responses we have received have supported the proposals. As a result of the consultation, CASA has implemented the mentioned changes to the Part 105 MOS, which will come into force on 2 December 2023.