4. Summary of Findings
4.1 Australia has established a comprehensive regulatory system for its safety oversight system which allows for the establishment of a civil aviation authority the Civil Aviation Safety Authority (CASA) and requires the adoption of civil aviation regulations and supporting guidance material. In reviewing the civil aviation regulations, it was noted that a large number of differences existed between the Australian regulations and relevant ICAO Annex provisions. However, it should be noted that all the differences identified were not necessarily lower than the minimum requirements of the Annex provisions.
4.2 The operational responsibility of supervising aviation activities rests with CASA which has a sufficient number of experts for the level of work. As government policy developed, civil aviation functions in Australia had progressively moved from a single structure, based on a government department, to a variety of focussed organizations with specific responsibilities for policy, regulation and service provisions resulting in changes in structure, management and oversight philosophy over the last twelve years. CASA is facing an important challenge due to the simultaneous internal reorganization, change in the oversight policy from product inspections to system audits and complete restructuring of the regulations.
4.3 Australia has an elaborate system of designees and relies on approximately 2 500 designees acting under Instruments of Authorization and Delegations to complement its work. Requirements for oversight are adequate and records relating to designees are appropriately maintained. The designation process is also adequate but no formal procedures are established for the surveillance of designees.
4.4 A comprehensive system for personnel licensing offers the required level of consistency and integrity. CASA issues all ICAO licences except for the glider pilot, flight navigator, flight dispatcher and aeronautical station operator licences. Some of the differences identified between the Australian personnel licensing regulations and ICAO Annex 1 have an impact on the automatic international recognition of licences issued by Australia.
4.5 A system for the certification and surveillance of international commercial air transport operators in conformity with the requirements contained in Annex 6, Parts I and III, has been established. A similar system has also been put in place for international general aviation activities to comply with the requirements of Annex 6, Part II.
4.6 The areas of aircraft certification, manufacturing and continuing airworthiness are satisfactory. All airworthiness inspectors are adequately trained, experienced and highly motivated. However, there is a need for recurrent training of airworthiness inspectors as technical recurrent training is not implemented due to organizational changes. Revision of the airworthiness regulations, the need for aircraft maintenance reliability information to be maintained and sent to CASA as part of CASAs risk management system and the need for more comprehensive ETOPS manuals from the air operators are areas which require some improvement.
4.7 CASA has established a system for approval of design organizations, type certification of aircraft and approval of modifications and repairs. Codes of airworthiness have been adopted for different categories of aircraft. The technical staff is appropriately qualified and trained. Procedures were established to assist airworthiness inspectors and engineers in fulfilling their duties and responsibilities. Some responsibilities are delegated to airworthiness engineers in the industry. Although no formal procedure is in place, the oversight of authorized engineers is adequate.