AUDIT SUMMARY REPORT OF THE CIVIL AVIATION AUTHORITY …cfapp.icao.int/fsix/AuditReps/initial/papua_new_guinea_2001_en.pdf · OF THE CIVIL AVIATION AUTHORITY OF PAPUA NEW GUINEA

ICAO Universal Safety Oversight Audit Programme

AUDIT SUMMARY REPORT

OF THE

CIVIL AVIATION AUTHORITY

OF

PAPUA NEW GUINEA

(Port Moresby, 12 to 18 June 2001)

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Summary Report — Papua New Guinea April 2002

ICAO UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME

Audit Summary Report on the Safety Oversight Audit Mission to Papua New Guinea

(Port Moresby, 12 to 18 June 2001)

1. BACKGROUND

1.1 The Civil Aviation Authority (CAA) of Papua New Guinea was audited from 12 to18 June 2001 by an ICAO safety oversight audit team in accordance with the Memorandum of Understanding(MOU) agreed on 29 March 2001 between Papua New Guinea and ICAO. The audit was carried out pursuantto Assembly Resolution A32-11, with the objective of ascertaining the safety oversight capability of the CAAof Papua New Guinea and to ensure that it is in conformity with ICAO Standards and RecommendedPractices (SARPs), as contained in Annexes 1, 6 and 8 to the Convention on International Civil Aviation(Chicago Convention), related provisions in other Annexes, guidance material and relevant safety-relatedpractices in general use in the aviation industry.

1.2 On 26 October 2001, Papua New Guinea submitted an action plan addressing some of thefindings and recommendations contained in the audit interim report and also containing comments andobservations of some of the items contained in the audit interim report. The action plan submitted wasreviewed by the Safety Oversight Audit (SOA) Section and was found to be only partially acceptable as anumber of the ICAO findings and recommendations were not addressed and no corrective action wasproposed for their resolution. This has been reflected in the relevant sections of this report. The CAA has not,to date, submitted a revised action plan addressing the remaining ICAO recommendations as requested byICAO on 8 November 2001.

2. CIVIL AVIATION ACTIVITIES IN PAPUA NEW GUINEA

At the time of the audit, civil aviation activities in Papua New Guinea included:

a) number of technical staff employed by the organization at Headquarters 12

b) number of active pilot licences 389

c) number of active flight crew licences other than pilot licences 2

d) number of active licences other than flight crew licences 1 638

e) number of commercial air transport operators 29

f) number of air operator certificates (AOCs) issued 39

g) number of aircraft operations inspectors 2

h) number of aircraft registered in Papua New Guinea 231

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i) number of Certificates of Airworthiness (C of A) issued 231

j) number of approved maintenance organizations (AMOs) 35

k) number of aircraft airworthiness inspectors 5

3. SUMMARY OF FINDINGS

3.1 General statement

3.1.1 The primary aviation legislation of Papua New Guinea is the Civil Aviation Act 2000(the “Act”), promulgated on 22 August 2000, which complies, in general terms, with the requirements ofICAO. The Act establishes the framework for the development and promulgation of new civil aviation rules,which will gradually replace the current legal framework consisting of Civil Aviation Regulations (CARs)and Civil Aviation Orders (CAOs). The Government of Papua New Guinea has hired consultants to rewritethe regulations and to manage and implement a project called the Balus Programme, with the objective ofproviding the State with a modern set of aviation safety and security rules within fifteen months. The currentCARs and CAOs, as currently amended, do not comply with all ICAO SARPs, although the CAA hasprovided the audit team with a list of differences between their current regulations and the internationalSARPs.

3.1.2 The Directorate responsible for all safety oversight-related matters in Annexes 1, 6 and 8 isthe Aviation Safety Regulations Directorate (ASR), headed by a Deputy Director who is administrativelyresponsible to the Director of the CAA, but functionally responsible to the CAA Board. The ASR Directoratehas yet to establish its own training plan and programme for each of its branches. Furthermore, records oftraining given to inspectors are not kept on file. Presently, there are numerous vacancies in the ASRDirectorate and staff turnover is considered high. The ASR Directorate lacks sufficient funding to ensure thatadequate facilities and communication equipment are available and maintained. The library suffers from asevere shortage of space and does not contain current technical publications.

3.1.3 The Personnel Licensing Branch is responsible for issuing licences based on the requirementsset forth in the CARs (Chapter No. 239) and supplemented by the CAOs and the Personnel Licensing Policyand Procedures Manual. Not all the provisions of Annex 1 have been incorporated in the CARs or subsidiaryregulations, and the CARs and CAOs are out of date. The branch is appropriately staffed and has a PersonnelLicensing Policy and Procedures Manual for the use and guidance of its technical inspectors. However, itlacks the resources and equipment necessary to carry out its licensing activities effectively. Even thoughadequate training is provided to all technical officers, there is no corresponding training programme.

3.1.4 Papua New Guinea has established a certification and surveillance programme forcommercial air operators; however, due to the lack of qualified flight operations inspectors, the FlightOperations Branch is not capable of carrying out all the activities related to the certification, inspection andsupervision of the industry. Instead of issuing an air operator certificate and the corresponding operationsspecifications, an equivalent document called an air service licence, complemented by a certificate ofcompliance, is granted to air operators engaged in public transport, charter and aerial work operations.Procedures have not been developed for specific authorizations and/or limitations such as extended rangeoperations by twin-engined aeroplanes (ETOPS), reduced vertical separation minimum (RVSM), minimum

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navigation performance specifications (MNPS), CAT II and III, and the transport of dangerous goods. TheCARs do not require the commercial air operator to establish and maintain an accident prevention and flightsafety programme. The new set of rules being developed under the Balus Programme will require an airoperator certificate as part of the standard for commercial air services. When the new set of rules arepromulgated and implemented, appropriate procedures for the re-certification and supervision of commercialair operators will need to be put in place.

3.1.5 The CAA has developed a comprehensive airworthiness code; however, the airworthinessregulations do not currently enable Papua New Guinea to implement all the provisions of Annex 6, Chapters 8and 11, and Annex 8. The number of personnel and level of expertise available in the Airworthiness Branchare inadequate to manage the requirements set out in the regulations. The Airworthiness Branch hasdeveloped an Airworthiness Policies and Procedures Manual; however, additional procedures still need tobe developed and the existing procedures need to be supported by regulations.

3.2 Primary aviation legislation and civil aviation regulations in Papua New Guinea

3.2.1 Abstract of findings

3.2.1.1 The primary aviation legislation of Papua New Guinea is the Civil Aviation Act 2000. TheAct sets the framework for the regulation of civil aviation activities in Papua New Guinea and defines thefunctions, powers, and duties of the Minister of Civil Aviation, the Departmental Head (Transport, Works,and Civil Aviation), the Authority (the Civil Aviation Authority) and the Director of the CAA.

3.2.1.2 The Act provides for a two-tier regulatory structure: the Act itself and the rules. The rulesestablish the detailed operational and technical requirements that must be met and complied with by theaviation industry. The Act provides for two types of rules: ordinary rules, made by the Minister of CivilAviation (Article 69), and emergency rules, made by the Director of the CAA (Article 73). Emergency rulesmay only be made if it is impracticable under the circumstances to make ordinary rules and the life of thoserules is limited to ninety days.

3.2.1.3 Article 42 of the Act provides for the delegation of authority to CAA employees while Article44 provides for the delegation of authority to non-CAA employed persons, with the written approval of theMinister. Access to aviation installations, facilities and documentation is provided for in Articles 52 and 53.Furthermore, Article 53 authorizes the Director of the CAA to suspend aviation documents or imposeconditions where the document holder has failed to comply with any condition stipulated in an aviationdocument or where such action is considered necessary in the interest of safety and security.

3.2.1.4 Article 83 bis to the Chicago Convention was ratified by Papua New Guinea on5 October 1992. The Act allows for agreements to be entered into with appropriate foreign aeronauticalauthorities and details the transfer of responsibilities. To date, Papua New Guinea has not entered into anyagreement on the transfer of responsibilities under the provisions of Article 83 bis.

3.2.1.5 The Government of Papua New Guinea, through a project called the Balus Programme, isdeveloping a set of rules, as required by the Act. The Balus Programme is a project on civil aviation safety,efficiency and service quality reform in civil aviation in Papua New Guinea. It is expected that the entireprocess of developing and promulgating the Papua New Guinea civil aviation set of rules will takeapproximately fifteen months. Another eighteen months will be required for the regulators and the aviation

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industry to understand, implement and apply the new set of rules, including the process of certification of allexisting air operators under the new set of rules.

3.2.1.6 The current Civil Aviation Regulations (CARs) (1986) and the Civil Aviation Orders (CAOs)(1986), as currently amended, do not make reference to all ICAO SARPs. Under the Act, only the Ministeris empowered to make so-called “ordinary rules” and not the CAA Director, as was established in theprevious Civil Aviation Act (1979). In all, a minimum of thirty-three months will be required for the regulatorsand the aviation industry to understand and put into force the new set of rules, during which time the ICAOSARPs and amendments will not be fully implemented.

3.2.1.7 The CAOs issued by the Director of the CAA will remain in effect until they are replacedby the new set of rules currently under development. In addition to the CAOs, the CAA also issuesAeronautical Information Circulars (AICs), Notices to Airmen (NOTAMs) and an Aeronautical InformationPublication (AIP). The AIP contains information on operational procedures that supplement the informationprovided in the CARs and CAOs.

3.2.2 Corrective action proposed/implemented by Papua New Guinea

With respect to the need to incorporate all ICAO SARPs and any future amendments into thenational legislation, the CAA advised in its action plan that all ICAO SARPs will be incorporated into thenew set of rules by June 2002 and that procedures will be developed so that future amendments toICAO SARPs will be incorporated. Noting that the authority to amend the CARs rests with the Minister ofCivil Aviation, the CAA indicated that a proposal has been submitted to the Minister seeking delegation ofsuch authority to the CAA Director so that the current CARs and CAOs can be issued, revoked or amendedto ensure full compliance with ICAO SARPs during the transition period.

3.3 Civil aviation organization system in Papua New Guinea


3.3.1.1 The responsibility for flight safety rests with the CAA, a newly-created and partiallyautonomous body headed by a Director who is appointed by the Head of State. The CAA was established inNovember 2000 by the recent promulgation of the Act. This Act provides for the establishment of the CAAas a Government statutory authority (corporate body) controlled by a Board, which includes representativesfrom other Government departments and the private industry. Members of the Board are appointed by theNational Executive Council. Part III of the Act provides for the establishment of the CAA and its Board whilePart II sets out its principal functions. This includes charging the CAA with responsibility for the safety,promotion and economic regulation of civil aviation.

3.3.1.2 The CAA’s functions and responsibilities are carried out through the different “businessunits” attached to the office of the Director and technical directorate, and are principally comprised of thefollowing: Aviation Safety Regulations (ASR) Directorate, ATS operations support, ATS technical support,Jacksons Airport, other airports management and technical support, finance and administration, planningprogramme and coordination, human resources, and commercial activities.

3.3.1.3 The ASR Directorate is responsible for all safety oversight-related matters covered inAnnexes 1, 6 and 8. It is headed by a Deputy Director who is administratively responsible to the Director of

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the CAA but is functionally responsible to the CAA Board. This Directorate is also responsible for thesurveillance functions for aviation security (AVSEC), airports (AGA), air traffic services (ATS) and airnavigation services (ANS). With respect to the oversight functions of Annexes 1, 6 and 8, the ASRDirectorate is currently staffed with only eight technical personnel and comprises three branches:Airworthiness, Flight Operations and Personnel Licensing. Each branch is headed by an Assistant Director.

3.3.1.4 Part XIII of the Act contains provisions for the establishment of an Accident InvestigationCommission and the functions of the CAA include investigating and reviewing civil aviation accidents andincidents. However, an Air Safety Investigation Unit remains with the Department of Transport Works andCivil Aviation Ministry with similar functions and responsibilities. Furthermore, procedures have not beendeveloped establishing the roles and responsibilities of the Accident Investigation Commission, the CAA andthe Air Safety Investigation Unit.

3.3.1.5 The CAA has established a draft Human Resources Manual that outlines the training anddevelopment policy for its technical staff. With the recent establishment of the CAA and its mandate tooperate according to commercial principles, a training programme and plan have been developed to includecourses in management techniques. However, a formal training programme has not yet been identified whichwould offer specialty courses for its technical staff and address the need for the ASR Directorate to establishits own training plan and programme for each of its branches. Furthermore, records of training given toinspectors are not kept on file.

3.3.1.6 The civil aviation industry in Papua New Guinea is heavily dependent on foreign manpowerfor most of its technical skills. Presently, there are numerous vacancies in the ASR Directorate and staffturnover is considered high. In addition, technical staff at the ASR Directorate receive salaries, and benefitsthat are substantially lower than those paid to their counterparts in the industry, making it extremely difficultto recruit and retain appropriately qualified and experienced personnel. The ASR Directorate lacks sufficientfunding to ensure that adequate facilities and communication equipment such as facsimiles and personalcomputers with e-mail and Internet access are available and maintained.

3.3.1.7 The ASR Directorate has established a technical data library within the AirworthinessDivision stocked with the majority of manuals pertaining to the aircraft types found on the register of PapuaNew Guinea. However, most of the technical and regulatory publications are not up to date with currentrevisions. The library suffers from a severe shortage of space and does not contain current ICAOdocumentation. A system has not been established to ensure that all regulatory publications are readilyavailable and disseminated to the industry.

3.3.1.8 A draft document containing the description for each post in the ASR Directorate has beendeveloped; however, this draft manual does not reflect the positions identified in the latest CAAorganizational chart that was approved by the Board.

3.3.1.9 The Act details the powers of the CAA and allows the Director of the CAA to delegatefunctions and powers to the inspectors of the CAA. However, inspector credentials have not been developedto provide identification for each inspector and to identify their authority to carry out inspections of theaviation industry.


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3.3.2.1 With respect to the need to create an Accident Investigation Commission as required byPart XIII of the Civil Aviation Act 2000 and to develop detailed procedures establishing the roles andresponsibilities of the Commission, the CAA and the Air Safety Investigation Unit, the CAA advised that asubmission addressing this recommendation will be made to the Minister of Civil Aviation by January 2002.

3.3.2.2 With respect to the recommendation that the ASR Directorate establish a technical libraryto support all the aircraft types found on the Papua New Guinea register, establish a system to ensure thatall regulatory and technical manuals, including ICAO documentation, are kept up to date, and also ensurethat all regulatory publications issued by Papua New Guinea are readily available and disseminated to theindustry, the CAA did not submit to ICAO any corrective action taken or proposed to be taken to address thisrecommendation.

3.3.2.3 In its action plan, the CAA advised that the final version of the organization and positiondescriptions which reflect the latest CAA organizational structure as approved by the CAA Board will be inplace by 1 January 2002.

3.3.2.4 Regarding the ASR Directorate’s need for adequate facilities, including office supplies andcommunication equipment such as facsimiles, personal computers with Internet access and e-mail, the CAAindicated that the ASR Directorate will be housed in one building and provided with appropriate facilitiesby 30 November 2001.

3.3.2.5 With respect to the recommendation that a training plan and programme be developed foreach department of the ASR Directorate to ensure that all technical staff receive adequate initial, recurrentand specialized training for all aircraft types on the Papua New Guinea register (including aircraft typeendorsements and training in specialized activities such as ETOPS, all weather operations, NDT, compositestructures and reliability programmes), the CAA indicated that training in specialized activities is currentlybeing undertaken and that this will be fully addressed following the completion of a training needs analysisby June 2002 for each department of the ASR Directorate. It further noted that all inspectors recruited by theCAA normally have been trained on the aircraft types found in Papua New Guinea, and that inspectors aretrained on new aircraft types at the cost of the air operator.

3.3.2.6 To ensure that it can recruit and retain qualified and experienced technical staff with morecompetitive levels of remuneration, the CAA indicated in its action plan that a review and approval of theterms and conditions for employment of technical staff at the ASR Directorate will be completed by1 January 2002.

3.3.2.7 The CAA advised that, as of 30 December 2001, identification cards will be provided to theinspectors of the ASR Directorate so that the inspectors and their authority to conduct inspections on behalfof the CAA are duly identified.

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3.4 Personnel licensing and training Papua New Guinea


3.4.1.1 The principal regulatory framework for personnel licensing activities in Papua New Guineais found in the Act as supplemented by CARs, CAOs and the Personnel Licensing Policy and ProceduresManual. Not all the provisions of Annex 1 are incorporated in the CARs or in the subsidiary regulations.

3.4.1.2 The Personnel Licensing Branch is in charge of the personnel licensing activities in PapuaNew Guinea and reports to the Deputy Director, ASR Directorate. The functions of personnel licensing arecarried out by two technical staff members and three clerks. However, with the recent creation of the CAA,approved job descriptions, including an organizational chart, have yet to be finalized.

3.4.1.3 The Personnel Licensing Branch suffers from a lack of office space and support equipmentto carry out its responsibilities. Adequate training is provided to the technical staff; however, training is notprovided in accordance with a training programme and no training records are kept on file in the PersonnelLicensing Branch.

3.4.1.4 The CARs and CAOs provide for the issuance of all personnel licences and ratings inAnnex 1, with the exception of the glider pilot, free balloon pilot and flight operations officer licence.Applicants for flight crew licences in Papua New Guinea must undertake relevant training, pass the requiredexaminations and flight test, and submit a medical report and original pilot logbook. All licences and ratingsissued are of the expiring type with varying validity periods. Renewals of licences require a proficiency checkand evidence of recent experience. The licences issued by the CAA are not in conformance with the physicalspecifications provided for in Annex 1, Chapter 5. There is no regulatory requirement requiring knowledgeof human performance and limitations for the issuance of any licence.

3.4.1.5 The Personnel Licensing Branch converts and validates foreign licences in accordance withCAR 67 and the established procedures found in the Personnel Licensing Policy and Procedures Manual,Chapter 4. However, no procedures have been developed to verify the validity of these foreign licences withthe issuing authority.

3.4.1.6 CAO 40.33 outlines the experience requirements for the issuance of a commercial helicopterlicence. However, these requirements are below the requirements found in Annex 1 with respect topilot-in-command time, landings to be carried out during the cross-country flight and instrument instructiontime required. In addition, CAO 40.1.4 allows the holder of a senior commercial pilot licence — aeroplane,who has attained the age of 60, to act as pilot-in-command or as co-pilot of an aeroplane and engage ininternational charter operations for remuneration or hire. Furthermore, the CAA allows the holder of an airlinetransport pilot licence — aeroplane, who is over the age of 60, to act as pilot-in-command of an aircraftengaged in international air transport services for remuneration to operate internationally which is not incompliance with the State’s own regulations CAO 40.1.5.

3.4.1.7 The conversion of national military qualifications requires that applicants meet the medicalstandards and aeronautical experience requirements specified for the class or type of licence applied for, andthat they pass the applicable air legislation examination and the prescribed flight test.

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3.4.1.8 The medical assessments required for personnel licensing purposes are performed by adesignated aviation medical examiner (DAME), who is designated by the Director of Aviation Medicine onbehalf of the CAA. The DAME is required to undergo training in aviation medicine. The procedures for thesupervision and control of the DAME are found in the Designated Aviation Medical Examiners Handbook.The records of the DAME and medical assessment report for flight crew are kept on file with the PersonnelLicensing Branch.

3.4.1.9 CAR 26 specifies the requirements for aircraft maintenance engineer licences whileCAO 100.90 specifies the different categories of licences available for aircraft maintenance engineersincluding: airframe, engine, radio, electrical, and instrument licence. These different categories of licencesdo not comply with the provisions of Annex 1, Chapter 4.

3.4.1.10 Air traffic controllers are Government employees and, in Papua New Guinea, are referredto as airways operations officers, whose licences are issued by the Air Traffic Service Department of theCAA.

3.4.1.11 According to CAO 40, licence holders are required to meet the competency requirements ofthree take-offs and three landings within the preceding ninety days and to undergo recurrent training everysix months.

3.4.1.12 There is only one approved pilot training school in Papua New Guinea. Certification is doneaccording to the requirements of CAO 80, while supervision and surveillance are entrusted to the FlightOperations Branch. The procedure for certification, control and supervision are detailed in the Aviation SafetySurveillance Manual (ASSM) — Policy and Procedures, Chapter 5. Currently, the Personnel LicensingBranch does not keep on file a copy of the approved training programme nor the details of the courses offeredunder the approved programme. There is also no certification and supervision of overseas training institutes,since the CAA automatically recognizes the approval and oversight of the licensing authority of the State.

3.4.1.13 For the CPL, senior commercial pilot licence (SCPL), airline transport pilot licence (ATPL)and aircraft maintenance engineer (AME) licence, CASA in Australia prepares all examination questions andsends the questionnaires to the CAA which oversees the examination. All examinations are graded by CASAand examination requirements are contained in the Australian Aeronautical Information Circular (AIC). TheCAA has not developed or made available to the industry information or study books regarding examinationsand flight test guidelines.


3.4.2.1 The CAA indicated in its action plan that procedures for checking the validity of foreignlicences have been developed and included in the Personnel Licensing Policy and Procedures Manual. Theseprocedures will be published in the AIP by 1 November 2001.

3.4.2.2 Regarding the recommendation that a regulatory requirement be established to address theknowledge of human performance and limitations for the issuance of all licences under Annex 1, the CAAadvised that this requirement will be met by Part 61 of the draft new rules which will be in place byJune 2002.

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3.4.2.3 With respect to the recommendation that CAO 40.3.3 be amended in order to update therequirements for the issuance of the commercial pilot licence — helicopter in line with ICAO Annex 1provisions, the CAA indicated that it considers its current pilot-in-command time, as provided in CAO 40.3.3paragraph 5.1 (b) and (c), to be consistent with the requirement in Annex 1. However, by December 2001,CAO 40.3.3 will be amended to reflect the requirement to land at two different points during thecross-country flight and also to include instrument instruction time. Furthermore, Annex 1paragraph 2.8.1.3.1.1 will be incorporated in Part 61 of the new rules by June 2002.

3.4.2.4 According to the CAA, a study book, flight test guidelines and other information regardingexaminations will be developed by December 2001.

3.4.2.5 To ensure that all licences issued by the CAA conform with the specifications outlined inAnnex 1, Chapter 5, the CAA indicated that, starting 1 November 2001, licences issued will include theholder’s date of birth, will comply with the color coding specifications of Annex 1, and will use an improvedquality of paper.

3.4.2.6 Regarding the flight privileges and limitations for senior commercial pilot licence —aeroplane and airline transport pilot licence — aeroplane, the CAA indicated that differences will be filedwith ICAO by 30 November 2001 with respect to pilots who have attained the age of 60 years and who stillact as pilot in command or as co-pilot of an aeroplane having a MTOW in excess of 5 700 kg engaged ininternational operations for remuneration or hire. The CAA indicated that, starting 1 November 2001, it hasestablished a system for operators who have engaged the services of pilots over the age of 60 years to requestauthorization from other States prior to entry.

3.4.2.7 With respect to the recommendation for adequate control and supervision of the approvedtraining school in order to ensure that training is provided in accordance with an approved trainingprogramme, the CAA advised that the training programme and course syllabi are now subject to its approvaland that copies will be kept on file at the Personnel Licensing Branch.

3.5 Aircraft operations certification and supervision in Papua New Guinea


3.5.1.1 Parts XI and XII of the Act establish the basic conditions for obtaining air service licencesfor domestic and international operations. CAR (Chapter No. 239), Part XII, regulates all air servicesoperations, which include airline, charter and aerial work service licences, and sets forth the requirements toensure the safety of commercial operations and general provisions relating to the operation of aircraft. TheCARs are supplemented by the following CAOs:

a) CAO 80.1 — Flight School Licence;

b) CAO 81.1 — Agricultural Operator Licence;

c) CAO 82.0 — Air Service Licence;

d) CAO 82.1 — Conditions for Air Service Licence Authorizing Charter Operations andAerial Work;

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e) CAO 82.2 — Conditions for Air Service Licence Authorizing Airline Operations inOther Than High Capacity Aircraft; and

f) CAO 82.3 — Conditions for Air Service Licence Authorizing Airline Operations in HighCapacity Aircraft.

3.5.1.2 Currently, there are no requirements for the issuance of an air operator certificate (AOC) andrelated operations specifications. However, the CAA is carrying out a project, with the assistance ofconsultants, to rewrite the CARs which will require an AOC for commercial air services. The new set of rulesbeing developed will take into account the AOC-related provisions in Part 119 — Air Operator Certificationas well as related requirements contained in Part 121 — Air Operations — Large Aeroplanes; Part 125 —Air Operations — Medium Aeroplanes; Part 129 — Foreign Air Transport Operations; Part 133 —Helicopter External Load Operations; Part 135 — Helicopters and Small Aeroplanes; and Part 137 —Agricultural Aircraft Operations. 3.5.1.3 The Flight Operations Branch is the organization in charge of the certification andsupervision of air operators engaged in public transport, charter and aerial work operations. Of theeight positions allocated in the ASR establishment, including the Head of the Branch, only two flightoperations inspectors are currently responsible for commercial air operators and general aviation, whichincludes aerial work. The number of staff of the Flight Operations Branch is not sufficient for carrying outall the activities related to the certification, inspection and supervision of the industry. The Flight OperationsBranch has three administrative personnel providing administrative support to the flight operations inspectors.However, office equipment, such as computers, facsimile and photocopiers, is not sufficient or, in some cases,is out of service.

3.5.1.4 Flight operations inspectors hold airline transport pilot licences, have considerable experienceand are qualified for most of the aircraft flown by the principal airlines. However, the personnel file for eachflight operations inspector was not available for inspection; therefore, it was not ascertained to what extentinitial and recurrent training are being carried out in practice. Only flight log books were offered for reviewto confirm flight activity, recency of experience, flight and simulator training, competency checks and ratings.In addition, no formal training programme has been developed and approved by the ASR Directorate forflight operations personnel.

3.5.1.5 As previously indicated, the CAA does not issue an AOC nor the corresponding operationsspecifications that are requirements for international commercial air transport services in Annex 6, Parts I andIII. The ASR Directorate has developed the Aviation Safety Surveillance Manual (ASSM) — Policy andProcedures, which sets forth the policies for surveillance of the industry; however, this document does notinclude procedures for certification and inspection prior to the granting of an air service licence and therequired certificate of compliance, nor does it include procedures for the enforcement of regulations.Furthermore, no procedures are developed for the issuance of an AOC or the corresponding operationsspecifications (containing specific authorizations and/or limitations such as such as ETOPS, RVSM, MNPS,CAT II and III, and the transport of dangerous goods), which will be a requirement under the new set of rules.

3.5.1.6 The regulations do not require the air operator to establish and include the duties of the flightoperations officer/flight dispatcher (FOO/FD) in the operations manual. In addition, the air operator is notrequired to establish a training programme for the FOO/FD nor to establish procedures to ensure that theFOO/FD assigned to duty maintains complete familiarization with all pertinent features of the operation,

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including knowledge and skills related to human performance. A visit to the principal commercialinternational air operator revealed that FOO/FDs do not receive initial and recurrent training, only on-the-job-training.

3.5.1.7 The principal commercial international air operator is conducting ETOPS on aeroplanes withtwo turbine power-units (Airbus A-310) on a route from Port Moresby to Singapore, without the formalinvolvement of the CAA. No specific approval is granted for ETOPS operations; however, informationrelated to this type of operation is referred to in the Airbus A-310 Flight Crew Operation Manual (FCOM)and Maintenance Control Manual. No specific training on ETOPS operations is provided to flight crew andFOO/FDs, and no ETOPS procedures or training is established and approved by the CAA.

3.5.1.8 A review of the requirements for the certification of commercial air operators revealed thatnot all the provisions contained in Annex 6, Part I are incorporated into the CARs and CAOs, andimplemented by the commercial air operators. The following observations were noted during the audit:

a) CAR, Article 217 and CAO 82.3, Appendix 2 require a commercial air operator toprepare an operations’ manual; however, the content requirement does not conform withthe provisions of Annex 6, Part I, Appendix 2. A review of the operations’ manual of theprincipal international commercial air operator indicated that it is not in compliance withthe SARPs contained in Annex 6, Part I.

b) The CARs do not require the commercial air operator to establish and maintain anaccident prevention and flight safety programme, and to include the details of theprogramme in the operations manual, with a statement of the safety policy of thecompany and the responsibility of the personnel.

c) The CARs do not require the commercial air operator to establish procedures to ensurethat below the transition level/altitude, all flight crew members who are required to beon flight deck duty communicate through boom or throat microphones.

d) The CARs do not contain all the requirements for turbine-engined aircraft to be equippedwith a ground proximity warning system (GPWS), which has a predictive terrain hazardwarning function.

3.5.1.9 The provisions of Annex 18 and the Technical Instructions (TI) concerning dangerous goodsare referred to in CAR 133 and in CAO 33.1. One of the flight operations inspectors has received training onthe transport of dangerous goods. Air operators carrying dangerous goods are required to prepare a dangerousgoods manual and establish initial and recurrent training programmes. A review was carried out on thedangerous goods manual of the principal air transport operator and this was found to be in accordance withICAO SARPs.

3.5.1.10 Wet and dry leases are allowed by the CAA and authorizations are granted by theDepartmental Head (Transport, Works and Civil Aviation) through a letter of agreement for a period ofthree months, with possible renewal for an additional three months. The aircraft is then required to beregistered in Papua New Guinea if the operator wishes to continue to use the aircraft.

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3.5.1.11 The ASSM, Chapter 5 contains policies and procedures related to specific flight operationsinspections and the different types of inspections to be carried out. The planning of air operator inspectionsis mainly oriented toward the renewal of air service licences. Some in-flight inspections of flight and cabincrew are also carried out, along with simulator checks. However, taking into account that thirty-nine airservice licences were granted by the CAA to the twenty-nine commercial air operators involved in publictransport (international and domestic), charter and aerial work operations, it was established that, due to thelack of sufficient flight operations inspectors, it is almost impossible for the CAA to carry out an efficient andcomprehensive surveillance programme.

3.5.1.12 A review of several air operator files indicated that, prior to the preparation of the certificateof compliance that contains details on the safety and technical aspects for the issue, renewal or variation ofan air service licence, an air operator base inspection is performed and a checklist is completed. The CAAhas designated examiners in the two main commercial air operators to carry out inspection duties andresponsibilities on its behalf. Designation procedures for inspectors are established in the ASSM and a reviewof several appointments indicated that the corresponding procedures are properly followed.


3.5.2.1 To ensure that there is sufficient staffing for the safety oversight of all flight and groundaircraft operations, and of personnel engaged in aircraft operations, the CAA noted in its action plan thatsteps have been taken to recruit and appoint two more flight operations inspectors to the Flight OperationsDepartment by 15 November 2001.

3.5.2.2 The CAA advised that, in accordance with the ICAO recommendation, it has developed andpublished the procedures for certification and inspection of operators prior to the issuance of an AOC(currently the air service licence and the certificate of compliance) as well as the correspondingspecifications containing specific authorizations and/or limitations such as ETOPS, RVSM, MNPS, CAT IIand III, and the transport of dangerous goods. Meanwhile, procedures for the implementation andenforcement of the new set of rules established in Part 119 — Air Operator Certification and relatedrequirements contained in Part 129 — Foreign Air Transport Operations, Part 133 — Helicopter ExternalLoad Operations, Part 135 — Helicopters and Small Aeroplanes, and Part 137 — Agriculture AircraftOperations will be completed and available by June 2002.

3.5.2.3 With respect to the need to review the CARs to ensure that all the requirements on thecontents of the operations manual comply fully with the provisions of Annex 6, Part I, Appendix 2, the CAAindicated that this will be addressed by Part 119 — Air Operator Certification of the new set of rules and willbe implemented commencing 13 August 2001. In addition, a review of the operations manual of the principalinternational commercial air operator will be completed by 1 March 2002 in order to ensure full compliance.

3.5.2.4 In its action plan, the CAA indicated that, by 1 March 2002, Part 119 — Air OperatorCertification of the new rules will require air operators to establish and maintain an accident prevention andflight safety programme which will be reviewed as part of the surveillance programme. Part 12 of the newset of rules will outline the requirements to be included in the accident prevention programme by the airoperators.

3.5.2.5 With respect to the recommendation that air operators be required to establish proceduresto ensure that below the transition level/altitude, all flight crew members required to be on flight deck duty

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communicate through boom or throat microphones, the CAA indicated that this will be addressed in Part 121— Air Operations — Large Aeroplanes and Part 125 — Air Operations — Medium Aeroplanes of the newrules by 1 March 2002.

3.5.2.6 The CAA noted that Part 121 — Air Operations — Large Aeroplanes and Part 125 — AirOperations — Medium Aeroplanes will include, by 1 March 2002, provisions to ensure that allturbine-engine aircraft are equipped with a ground proximity warning system (GPWS) by the correspondingapplicability date.

3.5.2.7 According to the CAA, Part 119 — Air Operator Certification of the new rules will, by1 March 2002, authorize the Director of the CAA to grant an AOC. It will also prescribe the procedures inwhich the Director may refuse, withdraw, revoke, suspend or modify any operation authorized by the AOCas well as the corresponding authorizations (such as ETOPS, RVSM, MNPS, CAT II and III, and thetransport of dangerous goods) which are included in the operations specifications and incorporated in theAOC.

3.5.2.8 With respect to the establishment of a training programme, including both initial andrecurrent training, for flight operations officers/flight dispatchers (FOO/FDs), as well as the developmentof procedures to ensure that FOO/FDs maintain complete familiarization with all features of the operationspertinent to their duties, including knowledge and skills related to human performance, the CAA advised thatthese will be addressed in Part 119 — Air Operator Certification by 1 March 2002.

3.5.2.9 The CAA indicated that as part of the requirements for AOC holders, Part 119 — AirOperator Certification will provide the procedures related to ETOPS training as well as for the approval ofETOPS operations by CAA inspectors by 1 March 2002.

3.5.2.10 The CAA noted that a comprehensive surveillance programme for all twenty-nine airoperators engaged in public transport (international and domestic), charter and aerial work operations inPapua New Guinea will be planned and approved on an annual basis. To ensure an effective certificationand surveillance programme, the CAA has submitted an additional funding request to the Board of the CAAand the Government in order to resolve the lack of adequate resources and will also recruit additionalqualified flight operations inspectors.

3.6 Airworthiness of aircraft in Papua New Guinea


3.6.1.1 Regulatory requirements for airworthiness of aircraft operating in Papua New Guinea aremainly set forth in Part 3 of the CARs (Chapter No. 239) while Part 2 provides regulations for the registrationand marking of aircraft. To supplement the CARs, additional regulatory documents such as the CAOs havebeen published. The occasional memo is sent to maintenance organizations for their guidance only.

3.6.1.2 The CAA has developed a comprehensive airworthiness code; however, the airworthinessregulations do not currently enable Papua New Guinea to implement all the provisions of Annex 6, Chapters 8and 11, and Annex 8. At the same time, there are a number of regulations in force which have no applicabilityto the nature and level of activity in the States (such as regulations pertaining to the issuance andmodifications to manufacturing approvals when Papua New Guinea is not a manufacturing State.) The

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number of personnel and level of expertise available within the Airworthiness Branch is inadequate to managethe requirements set out in the regulations.

3.6.1.3 The design code for transport category aircraft is as follows:

a) CAO 101;

b) CAO 101.2 (for transport category aircraft designed in Papua New Guinea);

c) CAO 101.5 (foreign designed aircraft meeting British Civil Airworthiness Regulations(BCAR) Group A);

d) CAO 101.6 (foreign-designed aircraft meeting CAR 4(b) or US Federal AviationRegulations (FAR) 25);

e) CAO 101.8 (foreign designed piston-engined aircraft meeting CAR 4(b) or FAR 25);and

f) CAO 101.10 (transport category rotorcraft meeting CAR 7, FAR 29 or BCAR Group Arotorcraft).

3.6.1.4 The CAA has not developed regulations and procedures requiring aeroplanes to comply withnoise certification Standards and for noise certificates to be carried on board aircraft registered in Papua NewGuinea. In addition, there is no requirement for Airworthiness Directives (ADs) to be carried out nor is therea regulation for air operators to follow the requirements of the State of Design.

3.6.1.5 The CAA has not developed comprehensive regulations and procedures to ensure that allairworthiness concerns applicable to the certification of commercial air transport operators are addressed inaccordance with Annex 6, Part I, Chapters 8 and 11.

3.6.1.6 The CAA has developed regulations requiring aircraft to be equipped with a flight datarecorder (FDR) and cockpit voice recorder (CVR); however, these requirements have not been updated toreflect the requirements identified in Annex 6, Part I, Attachment C.

3.6.1.7 The Airworthiness Branch within the ASR Directorate is under the responsibility of anAssistant Director who reports to the Deputy Director of the ASR Directorate. The Airworthiness Branchconsists of six people who are principally responsible for all matters concerning the registration of aircraft,aircraft airworthiness, monitoring of continuing airworthiness of aircraft, the approval of modifications andrepairs, importation of aircraft, technical surveillance, auditing, and the issuance of licences for aircraftmaintenance engineers. There are currently two vacant airworthiness positions. Within the branch, theairworthiness functions are divided into two principal groups: engineering and surveillance.

3.6.1.8 The Airworthiness Branch has been gradually developing procedures for its safety oversightinspectors. A two-volume Airworthiness Policies and Procedures Manual has been developed to provide theairworthiness personnel with information and standardized procedures to perform their tasks. A review ofthese procedures revealed the necessity for additional procedures to be developed and the need for them tobe supported by regulations.

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3.6.1.9 Although the Airworthiness Branch approves an operator’s minimum equipment list (MEL),procedures have not been developed on the approval of an operator’s MEL, including the necessity forcoordination with the Flight Operations Branch.

3.6.1.10 The Airworthiness Branch has established a comprehensive surveillance and audit plan forall approved maintenance organizations (AMOs). Generally, audits are carried out on a yearly basis, andspecial audits are conducted when necessary. However, due to a lack of funds, audits are not always carriedout as scheduled.

3.6.1.11 The CAA has established a mandatory reporting system by which it receives information onfaults, malfunctions and defects from the operators; however, this information is not systematicallytransmitted to the organization in charge of the design of the aircraft or to the civil aviation authority incharge of the supervision of this design organization. Major defect reports (MDRs) are required to besubmitted to the CAA. However, the CAA does not review the MDRs, but forwards them to CASA inAustralia who, in turn, adds them to their own system.

3.6.1.12 The Airworthiness Branch has not established an aircraft register in accordance with therequirements outlined in the CARs (Chapter No. 239) of Papua New Guinea and ICAO Doc 9389, Chapter 6.Although steps have been taken to computerize the aircraft register, the Airworthiness Branch has not limitedthe access to this computer, nor has a system been established to ensure a backup of the aircraft register iskept in case of damage to the computer hard drive.

3.6.1.13 Although regulations have been developed requiring operators to submit a maintenanceprogramme for approval, regulations and procedures need to be further developed to ensure they meet therequirements of Annex 6, Part I, paragraph 11.3. This includes the requirement for operators to developmaintenance reliability programmes and to submit these programmes to the Airworthiness Branch forapproval.

3.6.1.14 The regulations require the validation of the type certificate for aircraft types being registeredin Papua New Guinea for the first time. The State currently does not have the staff nor the engineeringexpertise to carry out proper validations; hence, they are not being carried out and procedures have yet to bedeveloped.

3.6.1.15 The Airworthiness Branch currently issues certificates of airworthiness (C of As) on acontinuing basis (no expiration date); however, no procedures have been developed to verify and ensure thecontinuing validity of the C of A issued and that each operator/owner of an aircraft has complied with orcontinues to comply with specifications found in ADs.

3.6.1.16 Although the CAA has developed regulations on the approval of maintenance organizations(AMOs) that are part of an airline, additional regulations and procedures are required to ensure that allairworthiness concerns applicable to the AMOs are addressed in accordance with Annex 6, Part I, Chapters 8and 11.

3.6.1.17 The Airworthiness Branch has delegated the approval of modifications and repairs to threeindividuals within an airline, since it does not have the engineering expertise to carry out this responsibilityitself. However, the Airworthiness Branch has not established a system to ensure proper control and

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supervision of these delegates. Furthermore, procedures for the designation of these engineers have not beendeveloped.

3.6.1.18 Papua New Guinea is not a design or manufacturing State.


3.6.2.1 Regarding the need to revise the current regulations to reflect the level and types of activityin the State, the CAA indicated that this will be addressed by June 2002. However, the action plan did notaddress the need for the CAA to ensure that the Airworthiness Regulations, including the comprehensiveAirworthiness Code, are revised so that all applicable provisions of Annex 6, Chapters 8 and 11, and Annex 8are addressed.

3.6.2.2 The CAA noted that detailed procedures have now been put in place for the issuance of flightpermits, major modifications and repairs as well as for reporting on continuing airworthiness issues.Regarding the need for criteria to be developed to ensure that air operators and maintenance organizationsemploy qualified maintenance personnel, the CAA advised that the implementation of this recommendationrequires additional staff and airworthiness training and will be completed by June 2002.

3.6.2.3 With respect to the establishment of a system in which information on faults, malfunctionsor defects that might adversely affect the continuing airworthiness of the aircraft is transmitted to theorganization in charge of the design of the aircraft as well as to the CAA in charge of the supervision of thisdesign organization, the CAA indicated that the Policy and Procedures Manual will outline, by July 2001,procedures for faults, malfunctions and defects to be reported to CASA in Australia, which in turn will informthe CAA of the design organization.

3.6.2.4 With respect to the recommendation that access to the computer containing the aircraftregistry be limited to authorized personnel, a back up system for the aircraft registry data be put in place,and that the aircraft registry be capable of providing historical records of all aircraft registered andde-registered in Papua New Guinea, the CAA advised that procedures addressing these concerns will bedeveloped by 1 March 2002. However, the CAA’s action plan did not address the need to ensure that theofficial aircraft registry is duly completed for every aircraft currently registered in Papua New Guinea inaccordance with CAR Chapter 239, Part II, Division I, Section 3, paragraph 4 which stipulates, in part, thedetails to be kept in the register on each aircraft.

3.6.2.5 In order to carry out more effective oversight of the aviation industry, the CAA advised thattraining will be provided to inspectors of the Airworthiness Branch by 1 March 2002 on reliabilityprogrammes and engine-trend monitoring. However, the action plan of the CAA did not address the need todevelop regulations and procedures on the contents of the maintenance programmes in line with Annex 6,Part I provisions, including the requirement for operators to develop maintenance reliability programmesand to submit them to the CAA for approval.

3.6.2.6 With respect to the recommendation that regulations and detailed procedures be developedon the granting and validation of noise certificates based on satisfactory evidence of compliance withAnnex 16 SARPs, as well as for these certificates to be carried on board aircraft registered in Papua NewGuinea, the CAA did not submit to ICAO any corrective action taken or proposed to be taken to address thisrecommendation.

- 17 -


3.6.2.7 With respect to the recommendation that a system be developed to determine the validity ofC of As that have been issued as well as to verify that each operator/owner of aircraft has complied withspecifications found in the ADs, the CAA did not submit to ICAO any corrective action taken or proposed tobe taken to address this recommendation.

3.6.2.8 With respect to the recommendation that comprehensive regulations and procedures bedeveloped to ensure that all airworthiness concerns applicable to the certification of commercial airtransport operators are addressed in line with Annex 6, Part I, Chapters 8 and 11, the CAA did not submitto ICAO any corrective action taken or proposed to be taken to address this recommendation and, inparticular, has not addressed the need for:

a) the Airworthiness Branch to be involved in the issuance of the air service licence andfor records to be kept on the maintenance aspects of the certification process;

b) coordination between the Airworthiness Branch and the Flight Operations Branch;

c) procedures which ensure that operators employ qualified personnel to ensure that allaircraft maintenance is carried out in accordance with a maintenance control manual;

d) operators to only operate aircraft maintained by an AMO;

e) operators to maintain control of their responsibilities with respect to the continuingairworthiness of the aircraft;

f) the Airworthiness Branch to review all maintenance contracts;

g) operators to develop maintenance control manuals and to ensure that their contents arein accordance with Annex 6, Part I, Chapter 11; and

h) the Airworthiness Branch to conduct continuing supervision of the operations conductedby air service licence holders.

3.6.2.9 With respect to the recommendation that detailed procedures be developed on the approvalof an operator’s MEL in coordination with the Flight Operations Branch and that guidance material bedeveloped for the industry regarding the development of MELs, the CAA did not submit to ICAO anycorrective action taken or proposed to be taken to address this recommendation.

3.6.2.10 With respect to the recommendation that comprehensive airworthiness regulations andprocedures be developed to ensure that maintenance organizations are approved in accordance with theprovisions of Annex 6, Part I, Chapters 8 and 11, the CAA did not submit to ICAO any corrective action takenor proposed to be taken to address this recommendation and, in particular, has not addressed the need for:

a) procedures to be developed on the approval of maintenance organizations;

b) procedures which ensure that AMOs employ qualified personnel;

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c) procedures on how the Airworthiness Branch will ensure that subcontractedmaintenance is properly controlled;

d) maintenance organizations to develop maintenance procedures manuals and ensure thattheir contents are in compliance with Annex 6, Part I, Chapter 11;

e) training requirements for AMO personnel; and

f) minimum qualifications for maintenance personnel holding key positions.

3.6.2.11 With respect to the recommendation that the current regulations requiring aircraft to beequipped with a flight data recorder (FDR) and cockpit voice recorder (CVR) be revised to reflect the latestrequirements in Annex 6, Part I, Attachment C, specifically addressing the issues of the parameters to berecorded for Type 1 (32 parameters), Type II and Type IIA FDRs, the annual inspection requirements, andcalibration requirements, the CAA did not submit to ICAO any corrective action taken or proposed to betaken to address this recommendation.

3.6.2.12 With respect to the recommendation that the ASR Directorate maintain effective control andsupervision of duties delegated to the industry, including the recruitment of additional staff at theAirworthiness Branch in order to oversee engineering approval responsibilities which have been delegatedto private individuals, the CAA did not submit to ICAO any corrective action taken or proposed to be takento address this recommendation.

4. COMMENTS

As indicated above, Papua New Guinea submitted an action plan on 26 October 2001,addressing only some of the findings and recommendations that were forwarded with the interim report senton 30 July 2001. Papua New Guinea is encouraged to submit to ICAO any corrective action taken orproposed to be taken to resolve the deficiencies noted in the remaining ICAO findings and recommendationsas required by the Memorandum of Understanding signed between ICAO and Papua New Guinea, and to keepICAO regularly informed with regard to the implementation of the proposed action plan and the progressmade in accordance with the schedule established.

5. STATUS OF IMPLEMENTATION AND DIFFERENCES FROM THE ICAO SARPs

During the audit, the CAA provided a list of differences between its national legislations andICAO SARPs, which are found in Appendices A and B to this summary report. Differences vis-à-visStandards will be included in the relevant Annex Supplement in line with Article 17 of the MOU signedbetween Papua New Guinea and ICAO.

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— — — — — — — —


APPENDIX A

STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCESFROM THE ICAO STANDARDS

(ANNEX 1 — PERSONNEL LICENSING)

ICAOStandardreference

Papua NewGuinea’s

regulationreference

Differences between the national regulations ofPapua New Guinea and ICAO Standards

1.2.2.1 CAR 67 Papua New Guinea issues authorizations that validate a licence issuedby a State but there is no reference in Papua New Guinea legislationthat specifically limits the period of validity of the validationcertificate to that of a foreign licence.

1.2.4.2 CAR 53 Duration of currency varies in ATPL.

1.2.5.2 CAR 53 Papua New Guinea does not issue glider pilot and free balloon pilotlicence. Papua New Guinea medical fitness for ATPL is submitted atintervals of six months. Papua New Guinea still issues the SCPL andmedical fitness is submitted at intervals of six months.

2.1.1.1 CAR 51 (1) ,CAO 40,paragraph 2.1

Papua New Guinea does not issue glider and free balloon pilot licences.

2.1.3.1 CAO 40.1.0and PELPolicy andProceduresManual,Chapter 5,page 5-3

Papua New Guinea does not issue class ratings as shown, but forsingle-engined aeroplanes below 5 700 kg, a group endorsement in thefollowing form applies: “Single-engined aeroplanes not exceeding5 700 kg MTOW”.For multi-engined aeroplanes not above 5 700 kg and certainsingle-engined aeroplanes, a single endorsement is used for each type.Above 5700 kg, two forms of endorsement are issued: ‘First Class’ and‘Second Class’.

2.3.1.3.1 CAO 40.1.2,paragraph 7

Papua New Guinea requires a minimum of fifty-seven hours total timeof which a maximum of five hours may be gained in an approvedsynthetic trainer.

2.3.1.3.2 CAO 40.1.2para 7.2 (a)and 7.3

Papua New Guinea requires a minimum of twenty-two hours of soloflight time of which a minimum of six hours shall be solo cross-countryflight time.

2.4.1.3.1 CAO 40.1.3para 7.1

Papua New Guinea requires a minimum of 200 hours flight time whichmay be reduced where training is conducted under an approvedintegrated syllabus.

A-2


Papua NewGuinea’s

regulationreference



2.4.1.3.1.1 CAO 40.1 Papua New Guinea requires:

a) 100 hours as pilot-in-command with a maximum of thirty hoursacting as pilot-in-command under supervision;

b) Forty-five hours of navigation flight time with a minimum ofthirty hours as pilot-in-command;

c) Fifteen hours of navigation flight time with a minimum ofseven hours as instrument flight time;

d) Ten hours night flight of which a minimum of ten take-offs andten landings must be accomplished as pilot-in-command and solemanipulator of the controls.

Papua New Guinea issues the senior commercial pilot licence andrequires:

a) 1 000 hours aeronautical experience including at least 450 hoursas pilot-in-command of which not more than 350 hours may beacting as pilot-in-command under supervision.

b) Fifteen hours flight time by night including ten take-offs and tenlandings to a full stop;

c) Ten hours instrument flight time;d) Ten hours cross-country flight by night or ten hours cross-country

instrument flight time; and e) an additional ten hours instrument flight time or instrument

ground time.

2.5.1.3.1 CAO 40.1.5,paragraph 7.2

Papua New Guinea issues a first class ATPL and requires a minimum of2 000 hours.

2.5.1.3.1.1 CAO 40.1.5,paragraph 7.2

For first class ATPL Papua New Guinea requires:a) a minimum of 500 hours aeronautical experience on Papua New

Guinea regular public transport aeroplanes;b) 100 hours instrument time of which not more than fifteen hours may

be instrument ground time;c) 100 hours aeronautical experience at night;d) for the purpose of international operations: 500 hours as

pilot-in-command of which not more than 350 hours is acting aspilot-in-command under supervision; and

e) for the purpose of domestic operations: 450 hours aspilot-in-command of which not more than 350 hours is acting aspilot-in-command under supervision.

A-3


Papua NewGuinea’s

regulationreference



2.6.1.2.2 (b)and 2.10.1.2(b)

CAO 40.1.6paragraphs8.3, 8.4

CAO 40.1.6paragraph 8.5

For a command instrument rating, Papua New Guinea requires aminimum of forty hours instrument time of which not less than twentyhours shall be instrument time, twenty hours cross-country instrumenttime, and except where a licence is restricted to day only operations,ten hours night flight of which not less than 5 hours shall be aspilot-in-command.

A Co-pilot Instrument Rating only requires the aeronautical experienceappropriate to the licence held.

2.7.1.2 CAO 40.3.2 Papua New Guinea does not have a helicopter training school; and PPLhelicopter licences are issued using the provision of CAOs.

2.7.1.3 CAO 40.3.2paragraph 5.2

Papua New Guinea requires a minimum of fifty hours total flight time.Experience gained in an approved synthetic flight trainer shall notcontribute to the minimum aeronautical experience requirements.

2.7.1.3.2 CAO 40.3.2paragraph 5.3

Papua New Guinea requires a minimum of sixteen hours solo flight timeof which a minimum of six hours shall be solo cross-country flight timeto a landing place at least 70 NM from the point of departure.

2.8.1.3.1 CAO 40.3.3paragraph 5.1

Papua New Guinea requires a minimum of 125 hours aeronauticalexperience or 105 hours when the final thirty hours are from an approvedcourse of flight instruction and completed within a period of threemonths.

2.8.1.3.1.1 CAO 40.3.3paragraph 5.1

Papua New Guinea requires:

a) twenty-five hours as pilot-in-command;b) none required;c) no instrument instruction time is required;d) no helicopter night flight requirements are promulgated for the issueof the licence.

None CAO 40.3.4 Papua New Guinea issues an SCPL - Helicopter.

2.10.3 CAO 40.1.6paragraph 2.1

Papua New Guinea issues separate instrument ratings for aeroplanes andhelicopters.

2.11.1.4 CAO 40.1.7paragraphs4.1, 4.2, 4.3

Papua New Guinea issues Grade 2 and Grade 3 Instructor Ratings toapplicants who have demonstrated skill in the category of aircraft.

2.12.1.1 None Papua New Guinea does not issue the glider pilot licence. Subsequentparagraphs not applicable.

A-4


Papua NewGuinea’s

regulationreference



2.13 CAR 51 (1) Papua New Guinea does not issue free balloon pilot licences. Subsequentparagraphs not applicable.

3.2.1.1 CAR 55 (7)and CAO41.1.1

Papua New Guinea requires not less than nineteen years.

3.2.1.2 CAO 41.1paragraph1.1.2

The applicant shall also demonstrate a level of knowledge in AviationPhysiology relating to specific aeromedical factors.

3.2.1.3.1 CAO 41.1paragraph1.1.3.1

Papua New Guinea requires not less than fifty hours cross-country bynight.

3.3.1.1 CAR 55 (10)and CAO 43paragraph 6.1

Papua New Guinea age requirement is not less than twenty-one years ofage.

3.3.1.3.1 CAO 43.1paragraph 6.1

Papua New Guinea requires not less than 200 hours for internationaloperations, crediting a maximum of forty hours gained in an approvedaircraft simulator.

3.3.1.3.1.1 Not applicable.

4.2.1.1 CAR 26 Papua New Guinea requires the applicant to be not less than twenty-oneyears of age.

4.2 CAO 100.90paragraph 3.1

Papua New Guinea divides the AME licence into five categories:Airframe, Engines, Radio, Electrical and Instrument.

4.3.1 CAR 97 andCAO 50

Papua New Guinea issues an Airways Operations Officer Licence in lieuof an ATC licence.

4.3.1.1 CAR 99 1(a) The applicant shall not be less than eighteen years of age.

4.4.1.1 AOI PEL andCAR 98

Not applicable.

4.4.2.1 CAR 98 andAOI PEL

c) Papua New Guinea presently does not have any requirement forapplicants to demonstrate a level of knowledge in approachprecision radar and area radar control ratings.

4.4.2.2.1(b)(3)

CAR 99 1(c) Not applicable.

4.5 CAR 51 (1) Papua New Guinea does not issue a flight operations officer/flightdispatcher licence.

A-5


Papua NewGuinea’s

regulationreference



4.5.1.2,4.5.1.3.1,4.5.1.3.2,4.5.1.4, 4.5.2

CAR 51 (1) Licence not issued in Papua New Guinea, not applicable.

4.6 CAR 51, 97,99

Papua New Guinea does not issue an aeronautical station operator licencebut issues airways operation officer licence.

5.1.3.2 Papua New Guinea issues the air traffic controller licence in plain white.

6.3.3.3 CAO 47paragraph1.3.3

Other means of compliance. Papua New Guinea requires the refractiveerror to be within the range ±3 diopters ( equivalent spherical error).

6.3.3.4.1 CAO 47paragraph1.4.1

Papua New Guinea does not provide other alternative methods as itcomplies with 6.5.4.1.

A-6



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART I — International Commercial Air Transport — Aeroplanes)


Papua NewGuinea’s

regulationreference


3.3 CAR 93 CAR 93 vests this power with ATC rather than the operator.

4.2.7.1 CAR 260Papua New Guinea legislation does not permit an operator to establishaerodrome minima which may differ from those established by CAApursuant to CAR 260.

4.2.9.2 No period of retention is specified.

4.2.10.4 CAO 20.18 While CAO 20.18 requires aircraft to be fitted with equipment to measurecosmic radiation it does not require operators to maintain records.

4.3.5.4 Papua New Guinea legislation does not provide for a requirement (maybe pertinent for some international flights).

4.3.7.2 Such a requirement is not provided for in CAO 20.9.

4.4.4.3 CAR 254 CAR 254 only requires one pilot to have seatbelt fastened.

4.4.9.1While the Papua New Guinea AIP contains some noise abatementprocedures at major aerodromes, it could not be established whether suchprocedures were compliant with Doc 8168.

6.4.2Papua New Guinea legislation does not address this category of operationand hence does not require VFR aircraft to be equipped with IFRequipment.

6.13 Aeroplane noise certification not issued in Papua New Guinea.

6.15.3 The current GPWS requirement is limited to aeroplanes over 15 000 kgor authorized to carry more than thirty passengers.

6.18.1 Papua New Guinea legislation does not address ACAS. As with theGPWS requirement for small aircraft.



A-7


Papua NewGuinea’s

regulationreference



7.2.2 Appropriate Standards are presently being developed but are not yetaddressed in Papua New Guinea legislation.

7.2.4 Papua New Guinea legislation does not provide for such a requirement,although CAO 20.8 addresses this issue to some extent.

7.3 Papua New Guinea legislation does not provide for such a requirement,although CAO 20.8 addresses this issue to some extent.

8.1.2 Any AME licenced on type may release an aircraft to service withoutnecessarily belonging to an approved organization.

8.1.3 An “authorized person” may sign a maintenance release irrespective ofwhether he is part of an approved organization or equivalent system.

8.5.2 This occurs in practice but is not specifically addressed in legislation.

8.7.5.3No specific requirement in Papua New Guinea legislation in respect toassessing the competence of maintenance personnel. See 8.1.3 in respectto who may sign a maintenance release.

9.1.4 CAO 41.4CAO 41.4 prescribes the requirements for a flight navigator’s licence butPapua New Guinea legislation does not specifically provide for thisStandard.

The following Annex 6, Part I, Standards are not implemented in Papua New Guinea:

3.6, 4.1.3, 4.4.3, 4.4.7, 6.2.4, 6.2.4.2, 6.3.1.5, 6.3.1.5.1, 6.21, 8.4.3, 8.7.5.1, 13.1.

A-8



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART II — International General Aviation — Aeroplanes)


Papua NewGuinea’s

regulationreference


4.15.3 CAR 254 CAR 254 only requires one pilot to have seatbelt fastened.

6.8 Papua New Guinea does not issue aeroplane noise certificates, hencethis standard is not pertinent for domestic operations.

6.9.2 The current GPWS requirements is limited to aeroplanes over15.000 kg or authorized to carry more than 30 passengers.

7.1.2 Papua New Guinea legislation does not provide for such a requirement,although CAO addresses this issue to some extent.

7.2.2 Appropriate Standards are presently being developed but are not yetaddressed in legislation.

7.2.4 Papua New Guinea legislation does not provide for such a requirement,although CAO 20.8 addresses this issue to some extent.

8.3.3 Papua New Guinea legislation does not provide for such a requirement.See also 8.4.3 in Part I.

The following Annex 6, Part II, Standards are not implemented in Papua New Guinea:

4.13, 4.18.2, 6.1.4.1, 6.1.4.2, 6.10.1.5 and 6.10.1.5.1.

A-9



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART III — International Operations — Helicopters)


Papua NewGuinea’s

regulationreference


Section II

1.3 CAR 93 CAR 93 vests this power with ATC rather than the pilot-in-command.

2.2.4 Addressed in company operations manual. No legislation exists.

2.2.7 Papua New Guinea legislation does not permit an operator to establishheliport operating minima which may differ from those established byCAA pursuant to CAR 260.

2.2.8.2 No period of retention is specified.

2.2.11 While some helicopters are required to be fitted with approved flotationequipment, ditching certification, per se, is not required nor is itconsidered necessary.

2.3.4.2 Papua New Guinea legislation does not address off-shore heliports oralternates.

2.3.5.4 Papua New Guinea legislation does not provide for such a requirement noris there considered a need for such, at least for domestic operations.

2.3.6.3 Papua New Guinea legislation does not provide this option - pertinent forlong range off-shore operations to isolated islands/helidecks.

2.4.4.3 CAR 254 CAR 254 only requires one pilot to have seatbelt fastened.

2.4.7 Not addressed in Papua New Guinea legislation.

3.1; 3.1.4;3.2.1; 3.2.2;3.2.7.1 to3.3.2

Papua New Guinea does not prescribe a detailed performance code forhelicopters comparable to the aeroplane performance code (CAO 20.7series).

4.3.1.2 Papua New Guinea legislation does not provide for such a specific type ofFDR.

A-10


Papua NewGuinea’s

regulationreference



4.4.2 Papua New Guinea legislation does not address this category of operationand hence does not require VFR helicopters to be fitted with IFRequipment.

4.13 Papua New Guinea does not issue helicopter (or aeroplane) noisecertificate, hence this Standard is not pertinent for domestic operations.

5.2.2 CAO 20.8 Papua New Guinea legislation does not provide for such a requirement,although CAO 20.8 addresses this issue to some extent.

5.3 CAO 20.8 Papua New Guinea legislation does not provide for such a requirement,although CAO 20.8 addresses this issue to some extent.

7.4.2 Papua New Guinea legislation does not provide for such a requirement,only for the pilot-in-command.

Section III

2.7.2 Papua New Guinea legislation does not address off-shore heliports andalternates.

2.8.3.3 Papua New Guinea legislation does not provide for this option - pertinentfor long range off-shore operations to remote islands/helidecks.

2.15.3 CAR 254 CAR 254 only requires one pilot to have seatbelt fastened.

3.3 Papua New Guinea does not prescribe a detailed performance code forhelicopters.

4.8 Papua New Guinea does not issue helicopter (or aeroplane) noisecertificate, hence this standard is not pertinent for domestic operations.

4.9.1.2 Papua New Guinea legislation does not provide for a specific type of FDR.



The following Annex 6, Part III, Standards are not implemented in Papua New Guinea:

Section II, 1.6, 2.1.3, 2.4.3, 4.2.4.1, 4.2.4.2, 4.3.1.2, 4.3.1.5, 4.3.1.5.1, 6.2.4, 6.4, 6.6, 9.5

Section III, 4.9.1.5, 4.9.1.5.1 and 6.3.3.

A-11


A-12



(ANNEX 8 — AIRWORTHINESS OF AIRCRAFT)


Papua NewGuinea’s

regulationreference


Part II

4.2.1 Not implemented- Papua New Guinea does not advise State of Designthat an aircraft type is being placed on the Papua New Guinea register.

4.2.2 Not applicable as Papua New Guinea is not a State of Design.

4.2.3 Although in practice this is in place, it is not formally implemented.

4.2.4 Not implemented- Papua New Guinea does not provide information tothe State of Design.

4.2.5 Although mandatory defect reporting system is in place, Papua NewGuinea does not give information to the organization responsible forthe type design.



4.2.8 Procedures for reporting this information is not established in PapuaNew Guinea.


8.4.1 Papua New Guinea allows the use of either flashing aviation red oraviation white anti-collision lights for flights at night.

— — — — — — — —


APPENDIX B

STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCESFROM THE ICAO RECOMMENDED PRACTICES

(ANNEX 1 — PERSONNEL LICENSING)

Note. — The Chicago Convention requires that a Contracting State file differences existingbetween its regulations and ICAO Annex Standards. However, due to the specific mandategiven to ICAO for the implementation of the ICAO Universal Safety Oversight AuditProgramme, it is necessary to include differences existing between the national regulationsand ICAO Annex Recommended Practices including Annex definitions, to encourageimplementation and for inclusion in the summary report.

ICAORec. Practice

reference

Papua NewGuinea’s

regulationreference

Differences between the national regulations ofPapua New Guinea and ICAO Recommended Practices

1.2.2.2 CAR 67 Papua New Guinea issues a certificate of validation which validates theoverseas licence. However this is not mentioned in the AIP.

1.2.5.2.2 CAR 53 Papua New Guinea maintains the intervals specified in 1.2.5.2 and doesnot reduce the interval as recommended.

2.1.3.1.1 None Papua New Guinea has not established a class rating for helicopterscertificated for single-pilot operations.

6.3.3.4.1 CAO 47paragraph1.4.1

Papua New Guinea does not provide other alternative methods as itcomplies with 6.5.4.1.

B-2



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART I — International Commercial Air Transport — Aeroplanes)


ICAORec. Practice

reference

Papua NewGuinea’s

regulationreference


4.2.7.3 Papua New Guinea legislation does not provide for such a requirement.

4.4.9.2 There are no operators specified in noise abatement procedures inPapua New Guinea, nor legislation addressing this issue.

5.1.3 Performance requirements for aeroplanes above and below 5 700 kg.maximum take-off weight (MTOW) (MOTM) engaged in variousclasses of operations are contained in CAO 20.7. These Orders do notrecommend operating in high performance category than is required byweight or class of operation category.

5.2.7 d) Papua New Guinea does not issue an aeroplane noise certificate, hencethis Standard is not pertinent for domestic operations.

6.3.1.6 Papua New Guinea legislation does not address this alternative.

6.15.6 The current GPWS requirement is limited to aeroplanes over 15 000 kgor authorized to carry more than thirty passengers.

6.18.3 Not necessarily a positive cost/benefit outcome in Papua New Guinea

6.21.2 Papua New Guinea legislation does not provide for such a requirement.

13.5.1 Papua New Guinea legislation does not provide for such a requirement.The exact meaning of this Standard is not clear.

B-3



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART II — International General Aviation — Aeroplanes)


ICAORec. Practice

reference

Papua NewGuinea’s

regulationreference


6.1.3.1.3 CAR 254 CAR 254 only requires a seatbelt or safety harness.

6.2.2 Papua New Guinea legislation does address this category of operation andhence does not require VFR aircraft to be fitted with IFR equipment.

6.95 The current GPWS requirements is limited to aeroplanes over 15 000 kgor authorized to carry more than thirty passengers.

B-4



(ANNEX 6 — OPERATION OF AIRCRAFT)(PART III — International Operations — Helicopters)


ICAORec. Practice

reference

Papua NewGuinea’s

regulationreference


Section II

2.3.4.3 Papua New Guinea legislation does not address off-shore heliports oralternates.

2.3.7 CAO 20.9 Papua New Guinea legislation does not specifically address helicopteroperations. As in 2.3.6.3 above, such a requirement may be relevant whenengine shut-down on an off-shore helideck is not possible or desirable.

2.4.9 Papua New Guinea legislation does not provide for such a requirement.Such noise abatement procedures as are prescribed in the AIP have beendeveloped by the regulatory authority rather than operators.

3.1.2, 3.1.3and 3.1.5

Papua New Guinea does not prescribe a detailed performance code forhelicopters comparable to the aeroplane performance code (CAO 20.7series).

4.3.6.2 CAO 20.18 Only requires thirty minutes.

Section III

2.7.3 Papua New Guinea legislation does not address off-shore heliports andalternates.

2.18.2 CAO 20.9 Such a requirement is not provided for in CAO 20.9.

3.4 Papua New Guinea does not prescribe a detailed performance code forhelicopters.

4.1.3.3 CAR 254 CAR 254 only requires a seatbelt or safety harness.

B-5

ICAORec. Practice

reference

Papua NewGuinea’s

regulationreference



4.2.2 Papua New Guinea legislation does not address this category of operationand hence does not require VFR helicopters to be fitted with IFRequipment.

4.3.2.6,4.3.2.7, and4.3.2.8

Papua New Guinea legislation does not provide for such a requirement.

4.9.4.2 CAO 20.8 CAO 20.8 only requires CVR for aircraft above 5 700 kg.

4.9.5.2 CAO 20.18 CAO 20.18 only requires thirty minutes.

The following Annex 6, Part III, Recommended Practices are not implemented:

Section II, 2.2.7.3, 4.3.1.6, 4.5.2.6, 4.5.2.7, 4.5.2.8 and 4.11.2;

Section III, 2.13, 4.3.2.6, 4.3.2.7, 4.3.2.8, 4.7.2 and 4.9.1.6.

— END —

Documents

AUDIT SUMMARY REPORT OF THE CIVIL AVIATION AUTHORITY …cfapp.icao.int/fsix/AuditReps/initial/papua_new_guinea_2001_en.pdf · OF THE CIVIL AVIATION AUTHORITY OF PAPUA NEW GUINEA