Nz Caa Ame Aviation Legislation cheat sheet

The Civil Aviation Act 1990 establishes the CAA and the Minister; the Civil Aviation Rules (CARs) are secondary legislation made under that Act and are binding law, not guidance.

CAR Part 1 contains definitions used across all Parts; where a Part uses a defined term, the Part 1 definition prevails over ordinary usage.

Rules are structured by Part number: Parts 1-19 cover general, personnel and operating rules; Parts 21, 43, 66, 91, 121, 125, 135, 145 and 147 cover certification, maintenance, licensing and operations.

Advisory Circulars (ACs) and acceptable means of compliance explain how to meet a rule but do not themselves create obligations; only the rule text is enforceable.

Where a rule prescribes a specific outcome (e.g. a time limit or a required inspection), an alternative method needs CAA acceptance or exemption under Part 11.

Exemptions and approvals are issued under Part 11; an exemption is time-limited, conditions-bound and does not amend the underlying rule.

A rule change is signalled by a Notice of Proposed Rulemaking (NPRM); until the amendment is signed into law, the existing rule remains in force.

Part 66 licences are category-based (e.g. B1 mechanical, B2 avionics, A, and category-specific ratings); the licence authorises only the tasks covered by the categories and type ratings held.

A type rating is endorsed on the licence after meeting the Part 66 requirements for that type; without the endorsement the AME may not certify release for that aircraft type.

The licence holder must keep the licence and ratings current; recency and continuation requirements are defined in Part 66 and must be met before exercising privileges.

Certification privileges are personal: an AME may only certify work they have personally performed or directly supervised and inspected.

An AME must not certify work affected by a known defect, damage, or unapproved part unless the applicable maintenance data and approved procedures have been complied with.

The AME is responsible for ensuring the maintenance data used is current and applicable to the aircraft, component and configuration being worked on.

Part 66 sets experience, knowledge and examination requirements; Part 147 organisations deliver the training that supports those requirements.

Part 43 governs maintenance of aircraft and components; Part 145 governs the organisations approved to perform that maintenance, including their quality and personnel requirements.

A maintenance release certifies that the maintenance recorded has been performed in accordance with approved data and that the aircraft or component is airworthy in respect of that work.

Only an appropriately rated AME (or an approved Part 145 organisation acting through authorised personnel) may issue a maintenance release.

Maintenance must be carried out using current approved data: manufacturer manuals, service instructions accepted by the CAA, or CAA-approved data.

Any part fitted must be approved and traceable; unapproved parts or parts with incomplete history cannot be released to service.

Work that disturbs a system requires an operational or functional check before release, per the maintenance data and Part 43/145 procedures.

Defects found during maintenance must be recorded and either rectified or deferred only where the applicable minimum equipment list or approved deferral permits.

Continuing airworthiness is the set of processes ensuring an aircraft remains compliant with its type design and airworthiness requirements throughout its life.

Airworthiness Directives are mandatory; compliance is required within the stated time and must be recorded in the aircraft records.

Defects and occurrences must be reported to the CAA under the applicable rules (e.g. Part 12 occurrence reporting) within the prescribed timeframes.

The operator or continuing airworthiness management organisation is responsible for tracking ADs, service bulletins and life-limited parts.

Aircraft must be maintained under an approved maintenance programme; deviations require approval unless permitted by the programme.

A known defect that affects airworthiness must be rectified before further flight unless an approved deferral applies.

Records demonstrating compliance with ADs and maintenance must be retained for the periods specified in the rules and made available to the CAA on request.

Aircraft logbooks record airframe, engine and propeller times, and all maintenance, inspections and defect rectifications carried out.

Every maintenance release must be supported by a record identifying the work done, the approved data used, the date, and the person certifying.

Component records must allow traceability from installation back to the approved source and any life-limited status.

Records must be legible, permanent and corrected only by a single-line strike-through with initials and date; erasure or overwriting is not permitted.

The aircraft technical log records defects, deferred items and daily or pre-flight certifications as required by the operating rules.

Records must be retained for the periods specified in the rules and must be produced to the CAA on request.

Where maintenance is carried out by a Part 145 organisation, the organisation's records and the aircraft records must be consistent and cross-referenced.

Part 91 applies to general aviation operations; Parts 121, 125 and 135 apply to air transport operations with increasing size and complexity thresholds.

Part 121 covers large aeroplanes and high-capacity operations; Part 125 covers medium aeroplanes; Part 135 covers smaller air transport operations.

Each operating Part prescribes its own maintenance programme, crew licensing, duty limits and record-keeping requirements.

An operator must hold the appropriate air operator certificate and comply with the Part under which it operates; operating outside that scope is not permitted.

The operator is responsible for ensuring the aircraft is maintained in accordance with the approved maintenance programme and that defects are managed.

Maintenance control and reliability requirements differ between Parts; the operator must document how the programme is controlled.

Occurrence and defect reporting obligations apply to all operators and are not limited to air transport operations.

Part 21 governs design and production approval, including type certificates, supplemental type certificates, parts manufacture and modifications.

Any modification to an aircraft must be approved under Part 21 or covered by approved data; unapproved modifications render the aircraft non-compliant.

Parts 145 and 147 approvals require an acceptable organisation, quality system, facilities and personnel meeting the rule requirements.

A Part 145 organisation must have a maintenance procedure manual and a quality system that ensures compliance and continuous improvement.

A Part 147 organisation provides training and examination for Part 66 licensing; its approval covers the courses, facilities and instructors.

Approval holders must notify the CAA of changes affecting compliance, and the CAA may vary, suspend or revoke approvals.

The organisation's scope of approval defines the aircraft types, components and work it may certify; work outside scope is not permitted.

An AME certifying a maintenance release accepts personal responsibility for the accuracy of the certification and the airworthiness of the work.

Falsifying records or certifying work not performed is a serious breach that can lead to licence suspension or revocation and prosecution.

An AME must report known or suspected unapproved parts and any airworthiness concern to the CAA and the operator.

Where an AME is unsure whether a task is within their privilege, they must not certify; the matter is referred to the appropriate authorised person or the CAA.

Continuing professional development and currency are obligations of the licence holder, not optional extras.

The AME must cooperate with CAA audits and investigations and produce records on request.

Pressure to certify non-compliant work must be refused; the licence, not the employer, is the source of the privilege.

Occurrence reporting under Part 12 requires reporting of accidents, serious incidents and specified occurrences to the CAA within prescribed timeframes.

A defect that affects airworthiness must be recorded and reported; deferral is only permitted under an approved minimum equipment list or deferral procedure.

Safety management systems require hazard identification, risk assessment and corrective action tracking; reporting is a key input.

Confidential reporting channels exist to encourage reporting without fear of reprisal, but mandatory reports are still required.

The CAA may investigate occurrences and issue safety recommendations; failure to report can itself be an offence.

Operators and maintenance organisations must maintain a process for reviewing reports and implementing corrective actions.

Records of reports and corrective actions must be retained and available for audit.

The aircraft logbook must record all maintenance, inspections, AD compliance and defect rectifications with dates and certifying personnel.

Component logbooks or records must show total time, cycles, and any life-limited or overhaul status.

Maintenance records must identify the approved data used, including manual revision status.

Records must be retained for the periods specified in the rules; the CAA may request them at any time.

Corrections must be made by single-line strike-through with initials and date; erasure or correction fluid is not permitted.

The technical log records defects, deferred items and pre-flight certifications as required by the operating rules.

Records must be legible, permanent and traceable to the person certifying the work.

Airworthiness Directives are mandatory and must be complied with within the stated time; compliance must be recorded.

Service bulletins are not automatically mandatory; they become mandatory when referenced by an AD or the approved maintenance programme.

Continuing airworthiness management includes tracking ADs, life-limited parts, and maintenance programme compliance.

The operator or CAMO is responsible for ensuring the aircraft remains compliant with its type design and airworthiness requirements.

Deviations from the approved maintenance programme require approval unless permitted by the programme.

Records demonstrating AD compliance must be retained and produced to the CAA on request.

A known airworthiness defect must be rectified before further flight unless an approved deferral applies.

Part 66 licences are category-based; the licence authorises only tasks covered by the categories and type ratings held.

A type rating must be endorsed before the AME may certify release for that aircraft type.

Recency and continuation requirements must be met before exercising privileges.

Certification privileges are personal; the AME may only certify work personally performed or directly supervised and inspected.

An AME must not certify work affected by a known defect, damage or unapproved part unless the approved data and procedures have been complied with.

The AME must ensure the maintenance data used is current and applicable to the aircraft, component and configuration.

Part 147 organisations deliver training supporting Part 66 requirements.

A maintenance release certifies that the recorded maintenance has been performed in accordance with approved data and that the aircraft or component is airworthy in respect of that work.

Only an appropriately rated AME or approved Part 145 organisation may issue a maintenance release.

Maintenance must use current approved data: manufacturer manuals, accepted service instructions or CAA-approved data.

Parts fitted must be approved and traceable; unapproved parts cannot be released to service.

Work disturbing a system requires an operational or functional check before release.

Defects must be recorded and rectified or deferred only where the MEL or approved deferral permits.

Part 43 governs maintenance; Part 145 governs approved maintenance organisations.

The Civil Aviation Act 1990 establishes the CAA and Minister; the CARs are secondary legislation made under the Act and are binding.

Part 1 definitions prevail over ordinary usage where a defined term is used.

Parts 1-19 cover general, personnel and operating rules; Parts 21, 43, 66, 91, 121, 125, 135, 145 and 147 cover certification, maintenance, licensing and operations.

Advisory Circulars explain how to meet a rule but do not create obligations; only the rule text is enforceable.

Where a rule prescribes a specific outcome, an alternative method needs CAA acceptance or exemption under Part 11.

Exemptions are time-limited, conditions-bound and do not amend the underlying rule.

A rule change is signalled by an NPRM; until the amendment is signed into law, the existing rule remains in force.

The CAA may audit, inspect and investigate operators, maintenance organisations and licence holders.

Approvals may be varied, suspended or revoked for non-compliance.

Falsifying records or certifying work not performed can lead to licence suspension or revocation and prosecution.

The AME must cooperate with CAA audits and investigations and produce records on request.

Pressure to certify non-compliant work must be refused; the licence is the source of the privilege.

Known or suspected unapproved parts and airworthiness concerns must be reported to the CAA and the operator.

Continuing professional development and currency are obligations of the licence holder.

Occurrence reporting under Part 12 requires reporting of accidents, serious incidents and specified occurrences within prescribed timeframes.

A defect affecting airworthiness must be recorded and reported; deferral only under an approved MEL or deferral procedure.

Safety management systems require hazard identification, risk assessment and corrective action tracking.

Confidential reporting channels encourage reporting, but mandatory reports are still required.

The CAA may investigate and issue safety recommendations; failure to report can be an offence.

Operators and maintenance organisations must review reports and implement corrective actions.

Records of reports and corrective actions must be retained and available for audit.

Aircraft logbooks record airframe, engine and propeller times, maintenance, inspections and defect rectifications.

Every maintenance release must be supported by a record identifying the work, approved data, date and certifying person.

Component records must allow traceability to the approved source and life-limited status.

Corrections must be by single-line strike-through with initials and date; erasure or correction fluid is not permitted.

The technical log records defects, deferred items and pre-flight certifications.

Records must be retained for the periods specified in the rules and produced to the CAA on request.

Part 145 organisation records and aircraft records must be consistent and cross-referenced.

Part 91 applies to general aviation; Parts 121, 125 and 135 apply to air transport with increasing size and complexity thresholds.

Part 121 covers large aeroplanes and high-capacity operations; Part 125 medium aeroplanes; Part 135 smaller air transport operations.

Each operating Part prescribes its own maintenance programme, crew licensing, duty limits and record-keeping.

An operator must hold the appropriate air operator certificate and comply with the Part under which it operates.

The operator is responsible for ensuring the aircraft is maintained under the approved programme and defects are managed.

Maintenance control and reliability requirements differ between Parts; the operator must document how the programme is controlled.

Occurrence and defect reporting obligations apply to all operators.

Part 21 governs design and production approval, including type certificates, supplemental type certificates, parts manufacture and modifications.

Any modification must be approved under Part 21 or covered by approved data; unapproved modifications render the aircraft non-compliant.

Parts 145 and 147 approvals require an acceptable organisation, quality system, facilities and personnel.

A Part 145 organisation must have a maintenance procedure manual and a quality system ensuring compliance and continuous improvement.

A Part 147 organisation provides training and examination for Part 66 licensing; approval covers courses, facilities and instructors.

Approval holders must notify the CAA of changes affecting compliance; the CAA may vary, suspend or revoke approvals.

The organisation's scope of approval defines the aircraft types, components and work it may certify.