PNG CASA ATPL Air Law cheat sheet

The Civil Aviation Act 2000 establishes the PNG Civil Aviation Safety Authority (CASA PNG) as the safety regulator and the Minister as the policy and rule-making authority; CASA PNG is funded partly by levies and charges rather than general taxation.

CASA PNG's statutory functions include developing civil aviation rules, issuing licences and certificates, conducting surveillance, and investigating contraventions; it is separate from the Accident Investigation Commission.

The Minister may make Civil Aviation Rules by notice in the National Gazette; rules are disallowable instruments and take effect on a date stated in the notice.

The Director of Civil Aviation heads CASA PNG and holds delegated powers to issue, suspend, vary, or revoke aviation documents.

Offences under the Act carry penalties including fines and imprisonment; CASA PNG may also take administrative action such as suspension or variation of a certificate without prosecution.

Section 9-type provisions empower authorised persons (inspectors) to enter premises, inspect aircraft and records, and require production of documents.

PNG is a contracting state to the Chicago Convention; where a PNG rule is silent, ICAO Annex Standards inform acceptable means of compliance but do not automatically have domestic legal force.

Emergency powers allow the Minister or Director to issue directions, prohibit flight, or close airspace in the interests of safety or national security.

Part 1 contains definitions and abbreviations; terms such as 'aircraft', 'commercial transport operation', 'crew member', 'pilot in command' and 'serious incident' are defined here and control the meaning of all later Parts.

Part 11 governs the issue, suspension, revocation, and renewal of aviation documents and the procedures for certificates of airworthiness, operator certificates, and licences.

Part 12 covers accident and incident notification and reporting obligations to CASA PNG; Part 13 covers the investigation process and the relationship with the Accident Investigation Commission.

Part 14 addresses medical standards and the certification of aviation medical examiners; Part 15 covers air traffic services and the designation of ATS providers.

Part 16 addresses the certification of aerodromes and aerodrome operators; Part 17 covers the certification of air traffic service organisations and Part 18 covers the certification of aviation training organisations.

Part 19 establishes the general framework for transition, exemptions, and the relationship between rule Parts; exemptions are granted by the Director in writing and are subject to conditions.

Where two Parts conflict, the more specific Part prevails over the general Part; the Director may grant exemptions from any rule on written application where safety is not adversely affected.

Definitions in Part 1 are legally binding; for example, 'commercial transport operation' triggers the applicability of Parts 121, 125, and 135 rather than Part 91.

Part 61 sets out pilot licences (student, private, commercial, airline transport), ratings (type, class, instrument, instructor), and the privileges and limitations of each.

An ATPL applicant must normally hold a CPL, have completed the required flight time (typically 1,500 hours total time for aeroplanes), and pass the ATPL examinations and a type rating check.

A CPL holder may act as PIC of an aircraft engaged in commercial transport operations only if the operation is authorised under the operator's certificate and the pilot meets recency requirements.

Recency: a pilot may not carry passengers unless they have completed at least three take-offs and landings within the preceding 90 days in the same type or class.

Medical certificates are issued under Part 14: Class 1 for commercial operations, Class 2 for private operations, and Class 3 for air traffic controllers; validity periods vary with age.

Instrument rating privileges require the holder to have completed the required instrument time and a proficiency check within the preceding 12 months.

Flight instructor ratings require a current instructor rating, a logbook of instructional experience, and standardisation checks; the rating lapses if not renewed within the specified period.

Logbook entries must be made for each flight and retained for the period specified in the rules; falsification is an offence under the Act.

Part 91 contains general operating rules applicable to all aircraft; Parts 121, 125, and 135 contain additional rules for commercial transport operations by large aeroplanes, medium aeroplanes, and small aeroplanes/helicopters respectively.

An air operator certificate (AOC) is issued under Part 119 (or the equivalent certification Part) and requires an exposition, a safety management system, and demonstrated compliance with the applicable operating Part.

Part 121 applies to aeroplanes with a passenger seating configuration of more than 30 or a maximum take-off weight above 15,000 kg; Part 125 applies to medium aeroplanes; Part 135 applies to small aeroplanes and helicopters.

Operators must maintain an operations manual and a minimum equipment list (MEL) approved by CASA PNG; flight crew must comply with the MEL before dispatch.

Crew duty, flight time, and rest limitations are set by the applicable operating Part; the operator must publish a scheme and monitor compliance.

Fuel policy must ensure landing with final reserve fuel; the operator's fuel policy must be approved and must account for weather, traffic, and diversion.

Passenger briefing, carriage of documents (certificate of registration, certificate of airworthiness, crew licences, journey log), and emergency equipment requirements are specified in Part 91 and the applicable operating Part.

Safety management systems are required for operators under Parts 121, 125, and 135 and include hazard identification, risk assessment, and occurrence reporting.

Part 21 covers certification of aircraft, engines, propellers, and parts, including type certificates, supplemental type certificates, and parts manufacturer approvals.

Part 39 covers airworthiness directives (ADs); ADs are mandatory and must be complied with within the stated time unless an alternative means of compliance is approved by CASA PNG.

Part 43 covers maintenance, preventive maintenance, and alterations; maintenance must be performed by appropriately rated persons or approved organisations and recorded in the maintenance records.

Part 45 covers identification and registration marking of aircraft and parts; Part 47 covers aircraft registration and the certificate of registration.

Part 91 Subpart E covers continuing airworthiness and maintenance for aircraft operating under Part 91, including maintenance programmes, MEL, and defect reporting.

A certificate of airworthiness remains valid only while the aircraft is maintained in accordance with its approved maintenance programme and all ADs are complied with.

Maintenance records must be retained for the period specified (typically at least one year after the work, or longer for major alterations) and made available to CASA PNG on request.

Major repairs and alterations require approved data; a Form 337-equivalent or CASA PNG approval is required before return to service.

PNG airspace is divided into controlled and uncontrolled airspace; classes A to G apply, with class G being uncontrolled and class C/D typical around major aerodromes.

Right-of-way rules: converging aircraft of the same category give way to the one on the right; an aircraft landing or on final approach has right-of-way over aircraft on the ground or in the traffic pattern.

VMC minima depend on airspace class and altitude; in class G below 3,000 ft AMSL, flight visibility of 5 km and clear of cloud with surface in sight apply for aircraft at or below 140 kt.

IFR flights require an ATC clearance; position reports must be made at compulsory reporting points and when requested by ATC.

Semi-circular rule: for IFR flights, track 000-179 degrees uses odd flight levels, 180-359 degrees uses even flight levels; altitudes are separated by 1,000 ft below FL290 and 2,000 ft above.

Squawk codes, SSR, and radio communication failure procedures are specified in the AIP and the rules; the pilot must follow the published lost-communication procedure.

ATS is provided by an approved ATS provider under Part 15/17; separation standards and clearances are governed by the provider's manual and ICAO Doc 4444.

Aerodrome certification under Part 16 requires an aerodrome manual, a safety management system, and compliance with obstacle limitation surfaces and runway strip standards.

Runway markings, lighting, and signs follow ICAO Annex 14; displaced thresholds, runway end safety areas, and declared distances must be published in the AIP.

Ground movement of aircraft on an aerodrome is subject to the aerodrome operator's rules and, at controlled aerodromes, ATC clearances.

Vehicle drivers on the manoeuvring area must hold an airside driving permit and comply with radio and escort requirements.

Apron safety includes FOD control, refuelling precautions, and prohibition of smoking within the specified distance of an aircraft.

Aerodrome emergency planning requires an emergency plan coordinated with local emergency services and tested by exercise at intervals specified by the rules.

Wildlife hazard management is an aerodrome operator responsibility; bird strikes must be reported to CASA PNG and the ATS provider.

PNG's Accident Investigation Commission (AIC) conducts independent investigations under the Civil Aviation Act and the accident investigation rules; CASA PNG does not investigate accidents.

The pilot in command must notify the nearest ATS unit and CASA PNG as soon as practicable after an accident or serious incident; notification is not an admission of liability.

The operator must preserve evidence, including the aircraft, flight recorders, and documents, and must not move wreckage except to save lives or prevent further damage.

The AIC may take custody of flight recorders and the aircraft; the operator must provide access to maintenance records and crew records on request.

Reports are classified as preliminary, interim, and final; the final report contains findings, causes, and safety recommendations, which are not binding on the regulator.

ICAO Annex 13 governs the investigation framework; the state of registry, state of operator, state of design, and state of manufacture may participate as accredited representatives.

The sole objective of an investigation is the prevention of accidents and incidents, not the apportionment of blame or liability.

The Aviation Security rules implement the ICAO Annex 17 framework; operators must have a security programme approved by CASA PNG and comply with screening and access control requirements.

Dangerous goods carriage is governed by the ICAO Technical Instructions (TI) as adopted by PNG; the operator must hold an approval or comply with the limited quantities provisions.

Shippers must provide a dangerous goods transport document and use UN-specification packaging; the operator must ensure acceptance checks and loading restrictions are met.

Passengers must be briefed on prohibited dangerous goods; the operator must have procedures for handling undeclared dangerous goods discovered in baggage or cargo.

Security restricted areas, screening of passengers and carry-on baggage, and background checks for airside personnel are mandatory at certified aerodromes.

Dangerous goods incidents must be reported to CASA PNG and the appropriate authority; the operator must retain records for the period specified in the rules.

The carriage of weapons, munitions, and other prohibited items requires specific approval and is subject to security screening and notification to the pilot in command.

The Chicago Convention (1944) establishes the ICAO framework; Article 1 recognises complete and exclusive sovereignty of each state over the airspace above its territory.

Annex 1 (Personnel Licensing), Annex 2 (Rules of the Air), Annex 6 (Operation of Aircraft), Annex 8 (Airworthiness), Annex 13 (Accident Investigation), Annex 14 (Aerodromes), and Annex 17 (Security) are the core Annexes for ATPL study.

Article 5 (non-scheduled flights) and Article 6 (scheduled air services) govern the right to fly over or into another state's territory; scheduled services require special permission or a bilateral agreement.

Article 12 requires each contracting state to ensure that aircraft under its jurisdiction comply with the rules of the air; Article 20 requires aircraft to carry nationality and registration marks.

The Warsaw Convention and the Montreal Convention 1999 govern carrier liability for passenger death, injury, delay, and baggage; the Montreal Convention uses a two-tier liability system.

A Standards and Recommended Practices (SARPs) distinction: Standards are mandatory for contracting states unless a difference is filed; Recommended Practices are desirable but not mandatory.

A contracting state must notify ICAO of any differences between its national regulations and the Annex Standards; the AIP and the ICAO State Letter system publish these differences.

CASA PNG is the safety regulator; the Accident Investigation Commission is independent and investigates accidents.

The Minister makes rules by Gazette notice; rules are disallowable instruments.

The Director of Civil Aviation holds delegated power to issue, suspend, and revoke aviation documents.

Authorised inspectors may enter premises, inspect aircraft, and require production of records.

PNG is a Chicago Convention contracting state; ICAO Standards inform but do not automatically bind domestically.

Emergency powers allow flight prohibition, airspace closure, and directions in the interests of safety or security.

Offences carry fines and imprisonment; administrative action may proceed without prosecution.

Part 1 definitions control the meaning of later Parts, including 'commercial transport operation'.

Part 11 governs issue, suspension, revocation, and renewal of aviation documents.

Part 12 covers accident and incident notification; Part 13 covers the investigation process.

Part 14 covers medical standards; Part 15 covers ATS; Part 16 covers aerodrome certification.

Part 17 covers ATS organisation certification; Part 18 covers aviation training organisation certification.

Part 19 provides the framework for exemptions and transition; exemptions are granted in writing by the Director.

Where Parts conflict, the more specific Part prevails over the general Part.

ATPL requires a CPL, the prescribed flight time (typically 1,500 hours for aeroplanes), examinations, and a type rating check.

Recency: three take-offs and landings in the preceding 90 days in the same type or class before carrying passengers.

Class 1 medical for commercial operations, Class 2 for private operations, Class 3 for air traffic controllers.

Instrument rating privileges require a proficiency check within the preceding 12 months.

Flight instructor ratings require standardisation checks and lapse if not renewed within the specified period.

Logbook entries must be made for each flight and retained as specified; falsification is an offence.

A CPL holder may act as PIC in commercial transport only within the operator's certificate and recency requirements.

Part 91 general operating rules apply to all aircraft; Parts 121, 125, and 135 add commercial transport requirements.

Part 121 applies to aeroplanes above 30 passenger seats or 15,000 kg MTOW; Part 125 to medium aeroplanes; Part 135 to small aeroplanes and helicopters.

An AOC requires an exposition, a safety management system, and demonstrated compliance with the applicable operating Part.

The MEL must be approved by CASA PNG and complied with before dispatch.

Crew duty, flight time, and rest limitations are set by the operating Part and monitored by the operator.

Fuel policy must ensure landing with final reserve fuel and must be approved by CASA PNG.

Carriage of documents and emergency equipment is specified in Part 91 and the applicable operating Part.

Part 21 covers type certificates, supplemental type certificates, and parts manufacturer approvals.

Part 39 airworthiness directives are mandatory and must be complied with within the stated time unless an alternative is approved.

Part 43 covers maintenance, preventive maintenance, and alterations; work must be recorded in the maintenance records.

Part 45 covers identification and registration marking; Part 47 covers aircraft registration.

Part 91 Subpart E covers continuing airworthiness, maintenance programmes, MEL, and defect reporting.

A certificate of airworthiness remains valid only while the approved maintenance programme and all ADs are complied with.

Major repairs and alterations require approved data and CASA PNG approval before return to service.

Converging aircraft of the same category: the aircraft on the right has right-of-way; landing aircraft have priority over ground traffic.

Class G is uncontrolled; class C and D are typical around major PNG aerodromes.

VMC minima depend on airspace class and altitude; below 3,000 ft AMSL in class G, 5 km visibility and clear of cloud apply at or below 140 kt.

IFR flights require an ATC clearance and position reports at compulsory reporting points.

Semi-circular rule: tracks 000-179 use odd levels, 180-359 use even levels; 1,000 ft separation below FL290.

Lost-communication procedures are published in the AIP and must be followed by the pilot.

Separation standards are governed by the ATS provider's manual and ICAO Doc 4444.

Aerodrome certification under Part 16 requires an aerodrome manual, SMS, and compliance with obstacle limitation surfaces.

Declared distances and displaced thresholds must be published in the AIP.

Ground movement at controlled aerodromes requires an ATC clearance; the aerodrome operator's rules apply elsewhere.

Airside vehicle drivers must hold a permit and comply with radio and escort requirements.

Apron safety includes FOD control, refuelling precautions, and smoking prohibitions near aircraft.

Aerodrome emergency plans must be coordinated with local services and tested by exercise.

Bird strikes must be reported to CASA PNG and the ATS provider.

The Accident Investigation Commission conducts independent investigations; CASA PNG does not investigate accidents.

The PIC must notify the nearest ATS unit and CASA PNG as soon as practicable after an accident or serious incident.

Evidence, including wreckage and flight recorders, must be preserved; wreckage may be moved only to save lives or prevent further damage.

The AIC may take custody of recorders and the aircraft; records must be provided on request.

Reports are preliminary, interim, and final; safety recommendations are not binding on the regulator.

ICAO Annex 13 governs the investigation; accredited representatives may come from the states of registry, operator, design, and manufacture.

The sole objective is prevention of accidents and incidents, not apportionment of blame.

Aviation security rules implement ICAO Annex 17; operators must have an approved security programme.

Dangerous goods carriage follows the ICAO Technical Instructions as adopted by PNG; an approval may be required.

Shippers must provide a transport document and use UN-specification packaging; the operator must perform acceptance checks.

Passengers must be briefed on prohibited dangerous goods; procedures for undeclared goods must exist.

Screening of passengers and carry-on baggage and background checks for airside personnel are mandatory at certified aerodromes.

Dangerous goods incidents must be reported to CASA PNG and records retained.

Carriage of weapons and munitions requires specific approval and notification to the PIC.

Article 1 of the Chicago Convention recognises complete and exclusive sovereignty of each state over its airspace.

Article 5 covers non-scheduled flights; Article 6 covers scheduled air services, which require special permission or a bilateral agreement.

Article 12 requires compliance with the rules of the air; Article 20 requires nationality and registration marks.

Annex 1 (Licensing), Annex 2 (Rules of the Air), Annex 6 (Operations), Annex 8 (Airworthiness), Annex 13 (Investigation), Annex 14 (Aerodromes), and Annex 17 (Security) are core ATPL Annexes.

Standards are mandatory unless a difference is filed; Recommended Practices are desirable but not mandatory.

Contracting states must notify ICAO of differences between national regulations and Annex Standards.

The Montreal Convention 1999 governs carrier liability using a two-tier system.