Source: https://www.casa.gov.au/standard-page/summary-flight-crew-licensing-amendment-package
Timestamp: 2018-08-18 06:35:02
Document Index: 431602198

Matched Legal Cases: ['art 61', 'art 64', 'art 5', 'art 141', 'art 141', 'art 141', 'art 141', 'art 142', 'art 67', 'art 64', 'art 5', 'art 5', 'art 142', 'art 142', 'art 61', 'arts 141', 'art 61']

Summary of Flight Crew Licensing Amendment Package | Civil Aviation Safety Authority
Recent airworthiness and registration amendments ›
Summary of Flight Crew Licensing Amendment Package
Since the Flight Crew Licensing Regulations were made in February 2013, CASA has received feedback from the aviation industry regarding the new rules and their impact.
To address this feedback, two amendment regulations have been made. The first was made on 12 December 2013 and the second was made on 21 August 2014.
The amendments made on 21 August 2014 achieve the following:
Replace references to operator cyclic training and proficiency program with operator training and checking system and introduce an approval system that provides for a consistent method of recognising those approved systems as meeting specific Part 61 recent experience, proficiency check and flight review requirements.
Widen the general competency rule to cover operational ratings and endorsements.
Authorise a person to pilot a glider as a student pilot.
Add basic instrument flying training to the Night Visual Flight Rules (NVFR) and Instrument Rating training endorsements instead of the grade 2 instructor rating.
Amend the privileges of training endorsements so that only grade 1 and grade 2 instructors can issue recreational pilot licence endorsements.
Replace the multi-engine aeroplane class rating training endorsement with a class rating training endorsement that is specific to a particular aircraft class, such as the single-engine helicopter class rating.
Allow a person to undertake a proficiency check or flight review, even if they don’t have a current check review at the time.
Add a new 1000 ft aerobatics flight activity endorsement.
Remove the glider tow flight activity and training endorsements and give that responsibility to the gliding organisations.
Remove the requirement for pilots with licences issued before 4 March 2008 to have to gain an aviation English language proficiency assessment to conduct operations within Australia.
Remove the aviation English language proficiency requirement for the holders of Flight Radio Telephone Operator Licences (FROLs) and Aircraft Radiotelephone Operator Certificates of Proficiency (AROCOPs) who transition to Part 64 Aircraft Radio Operator Certificates (AROCs).
Align the privileges of the Private Instrument Flight Rules (IFR) Rating to the Civil Aviation Regulation (CAR) Part 5 standards including maximum certificated take-off weight, single-pilot operations within Australia, as well as visibility and cloud conditions when operating below the published lowest safe altitude.
Extend, for 12 months, the requirement to complete multi-crew cooperation (MCC) training for private and commercial pilots operating multi-crew operations – note the MCC requirement is retained for new Air Transport Pilot Licences (ATPL).
Remove the requirement for Part 141 operators to have a safety management system and safety manager.
Remove the requirement for Part 141 operators to have an exposition.
Remove the requirement for Part 141 operators who conduct training only in flight simulation training devices to have a quality assurance system and a quality manager.
The student pilot licence no longer exists under the amended regulations. The removal of the student pilot licence results in the same level of safety but with less red tape and expense for students and flying schools. Flying schools and flight instructors will continue to be responsible for flights conducted by student pilots. The general requirements, such as age, general English language proficiency and medicals, still apply to student pilots conducting solo flights.
The requirement for a pilot to have a photographic licence has been dropped in favour of pilots carrying an acceptable identification document. This will reduce regulatory compliance costs and administration.
Applicants for the air transport pilot licence (ATPL) will no longer need a recommendation from a Part 141 or Part 142 operator to attempt the ATPL flight test.
The privileges of the commercial pilot licence (CPL) have been amended to permit commercial pilot licence (CPL) holders to continue to act as the pilot in command of an aeroplane certified for single-pilot operations and a maximum take-off weight less than 5700 kg in a regular public transport (RPT) operation.
Multi-crew pilot licence (MPL) holders will only be able to fly with an operator that has a training and checking organisation.
Additional aircraft types have been added to the aircraft class rating system, which reduces entry control and compliance costs. However, the more complex aircraft within the class will be identified in a legislative instrument and pilots will require specific training and a flight review to fly the aircraft type for the first time. Thereafter, the aircraft is treated the same as other aircraft within the class. The additional initial training and flight review requirements reflect the current training approach, and balance the need for more initial training while realising the main benefits of the class rating system.
In the original regulations, additional requirements were imposed on pilots when they obtained a type rating granted on the basis of a flight test conducted in a simulator. These have been relaxed and now only apply to multi-engine turbine-powered aircraft.
A 90-day recent experience provision has been added to the limitations on the cruise relief type rating. In addition to successfully participating in a cyclic training and proficiency program, the pilot must have completed at least two hours of simulated flight time as co-pilot, passed a flight test or exercised the privileges of the rating in an aircraft.
The original regulations required instrument-rated pilots to have demonstrated their competency to use a specific instrument approach procedure to an instructor or examiner, before conducting such an operation. The amendment regulations limit this function to flight examiners.
When the holder of an instrument rating, ATPL(A) or MPL(A) fails an instrument proficiency check (IPC), the holder can no longer exercise the privileges of the rating in an aircraft of the same category. This mirrors CAO 40.2.1 for grades of ratings.
The aerial application rating night endorsement recency standard has been simplified to align with the existing CASA exemption.
Instructor rating proficiency checks have been simplified to permit a single proficiency check to exercise the privileges of the rating. Separate checks for each training endorsement are no longer required.
Prerequisites for a number of the endorsements have been amended in the instructor rating endorsements table to reflect existing requirements.
The Examiner rating proficiency check has been simplified to permit a single proficiency check to exercise privileges of the rating. Separate checks for each flight testing endorsement are no longer required.
A new Examiner rating limitation has been introduced. The privileges of the rating may only be exercised in an aircraft if the flight test for the endorsement(s) has been conducted in an aircraft.
Flight reviews and proficiency checks will be aligned. Flight reviews will be valid up to the end of the month in which they are done. Also, if a flight review is completed within the three-month period prior to the current review expiring, the new review validity period would start from the expiry date of the current review.
Provisions relating to instrument proficiency checks have been adjusted to ensure a pilot continuing to participate successfully in an operator’s cyclic training program is not affected by a proficiency check that takes place outside of the program.
Under the amendment package a pilot can pass a proficiency check even if the 3D endorsement is not covered. However, the pilot would be limited to 2D operations until 3D proficiency is again demonstrated. This will provide relief to pilots in remote areas where 3D approaches and flight simulation training devices are unavailable.
Under the original regulations, pilots completing an integrated CPL(A) course could not start a flight instructor rating course until they acquired 200 hours. The amendment package allows the pilot to commence the course once they have completed the integrated course of training and satisfied the requirements for the grant of a CPL.
Provisions for the modified Austroads medical standards have been moved into Part 67 and amended to align with the existing medical exemption relating to wearing corrective lenses. Under the original regulations, pilots would have been excluded if the only reason they did not meet the unconditional licence standard was because they needed to wear corrective lenses.
In Part 64, an amendment has been made to ensure aircrew holding CAR Part 5 flight radiotelephone operator licences are eligible for the aeronautical radio operator certificate.
Provisions have been made to preserve for three years the CAR Part 5 requirements for the grant of private and commercial pilot helicopter licences. Such licences will not be compliant with International Civil Aviation Organization ICAO Annex 1 standards and will be annotated accordingly.
The definition of integrated training has been clarified for Part 142 operators who engage another person or organisation to conduct theory training on their behalf. This amendment removes any doubt about the ability of the operator to utilise service providers delivering content under the management of the Part 142 operator, and according to its schedule.
A consequential amendment has been introduced to provide relief from the requirement to complete multi-crew cooperation training for pilots who have previously conducted multi-crew operations.
A new limitation has been applied to existing helicopter grade 2 instructors. These instructors will not be permitted to conduct basic instrument flight training or authorise a student to conduct a first solo flight unless they satisfy the requirements specified in the prerequisites for the Grade 2 endorsements in 61.1235. This is consistent with the current rules and manages the safety risks for helicopter instructors transitioning to the new qualifications framework.
The original Part 61 regulations required helicopter grade 3 instructors to have completed 100 hours of navigation training before conducting initial flight training. The amendment regulation relaxes this provision, so instructors will now need to have completed 100 hours of flight training under the endorsement before conducting simulated engine failure training activities.
The amendment provides for type ratings to be granted if the pilot has completed training and a flight test conducted under the authority of a recognised foreign authority. This provision allows more time for transition and ends on 31 August 2018.
The amendment allows foreign examiners to continue conducting instrument proficiency checks for a further three years.
In Parts 141 and 142, the qualifications for the head of operations are relaxed for operators who do not conduct training for the grant of a licence.
The amendment introduces requirements for an operator to provide a description of how the operator supervises instructors and student pilots.
Under the amended regulations, decisions made by examiners, instructors or authorised persons will be subject to the requirements of 11.055 and reviewable by the Administrative Appeals Tribunal.
Amendments to the CASA dictionary have been made to harmonise Part 61 terms with ICAO terminology.