PNG CASA CPL Air Law cheat sheet

The PNG Civil Aviation Act establishes CASA PNG as the safety regulator; the Director (Chief Executive Officer) exercises delegated statutory powers including certificate issue, suspension and variation.

Ministerial powers: the Minister responsible for civil aviation may give written directions of a general nature to CASA PNG; such directions must be tabled in Parliament and cannot direct individual certification decisions.

Rule-making: PNG Civil Aviation Rules are made by the Minister on the recommendation of the Director, and must be consistent with the Chicago Convention and ICAO Annexes; rules are disallowable instruments subject to parliamentary scrutiny.

CASA PNG functions include licensing of personnel, registration of aircraft, issue of airworthiness certificates, oversight of operators, and promotion of aviation safety through education and enforcement.

Enforcement hierarchy: administrative action (variation, suspension, revocation) is separate from prosecution for offences; show-cause notice and an opportunity to respond precede adverse certificate action.

Delegation: the Director may delegate powers in writing to CASA PNG officers (e.g. inspectors) but remains accountable; delegations must be recorded and within the scope of the Act.

The Act provides for entry, search and seizure powers for inspectors, and for the Director to require production of documents and records from certificate holders.

Appeals against CASA PNG decisions lie to a designated review body or the courts as set out in the Act; time limits for lodging appeals are strict.

PNG CARs follow ICAO Annex numbering logic: Part 1 (definitions and abbreviations), Part 21 (certification), Parts 43/145 (maintenance), Parts 61/91/121/135 (personnel and operations), Part 139 (aerodromes), Part 175 (CNS).

Part 1 definitions bind all other Parts: terms such as 'aircraft', 'commercial air transport', 'pilot in command', 'night' and 'VFR' take their Part 1 meanings unless a Part states otherwise.

Applicability clauses determine whether a rule applies by operation type, aircraft category, weight, seating or nationality of registration; a rule does not apply merely because it is convenient to follow.

Compliance is mandatory: 'shall' or 'must' indicates a binding requirement; 'should' or 'may' indicates guidance or an option, and advisory circulars are not law but acceptable means of compliance.

Equivalent level of safety: CASA PNG may approve an alternative that achieves an equivalent level of safety, but only on written application and formal approval before use.

Operators must hold the correct certificate and operate within the privileges and limitations on that certificate; operations outside the certificate's scope are non-compliant even if safe.

Rule structure typically includes applicability, requirements, equipment, records and transition provisions; transition provisions specify dates by which existing operators must comply.

Where a CAR is silent, ICAO Annex Standards and Recommended Practices are the reference; differences from ICAO Standards are published in the PNG AIP.

CPL eligibility requires minimum age 18, the prescribed aeronautical experience, a pass in the CPL written examinations, and a flight test to the licence standard.

CPL privileges: act as pilot in command of aircraft engaged in non-airline commercial operations, and as co-pilot in airline operations; the licence does not authorise instructional or airline captain duties without further qualification.

Ratings are endorsed on the licence: aircraft type ratings, instrument rating, instructor rating and night rating each have separate eligibility, training and testing requirements.

Recency: a pilot may not carry passengers unless within the preceding 90 days they have made three take-offs and three landings in the same type; night recency requires the landings to be at night.

Instrument rating recency requires instrument approach and holding procedures within the preceding 90 days; currency can be regained by a proficiency check with an approved examiner.

Medical standards: a Class 1 medical is required to exercise CPL privileges; the certificate states any limitation (e.g. corrective lenses, safety pilot) that must be observed.

Logbooks: pilots must record all flight time, including dual, solo, pilot in command, night and instrument time; certified true entries support licence and rating applications.

Licence validity and renewal: administrative validity and recency are separate; an unexpired licence does not authorise flight if recency or medical currency has lapsed.

Registration: PNG-registered aircraft receive a 'P2-' nationality mark followed by the registration; a certificate of registration is evidence of nationality, not of airworthiness.

Change of ownership, deregistration or export requires notification to the aircraft registry; registration marks must be displayed on the aircraft in the prescribed manner.

A certificate of airworthiness is issued when the aircraft conforms to an approved type design and is in a condition for safe operation; it remains valid only while maintenance and inspections are current.

Maintenance is performed under an approved maintenance programme by appropriately rated personnel or an approved maintenance organisation (AMO); maintenance records must be retained and made available to CASA PNG.

Airworthiness Directives are mandatory; the operator must show compliance by the stated date and record the action in the maintenance records.

Defect and unserviceability reporting: significant defects must be recorded and reported; an aircraft with a known unserviceable item affecting safety may not be flown except under an approved ferry or special flight permit.

Mass and balance and performance data in the approved flight manual are part of airworthiness; operating outside the approved envelope is a breach of the rules.

Pre-flight inspection: the pilot in command is responsible for confirming the aircraft is airworthy and that all required documents (C of A, C of R, radio licence, maintenance release) are on board.

Pilot in command: the PIC has final authority and responsibility for the operation and safety of the aircraft, and may deviate from rules to the extent necessary in an emergency, reporting the deviation on request.

Required documents on board typically include certificate of registration, certificate of airworthiness, crew licences, radio station licence, operations manual where applicable, and the maintenance release.

Fuel planning: the aircraft must carry trip fuel, contingency fuel, alternate fuel where an alternate is required, final reserve fuel, and any additional fuel; the flight must not depart if the required fuel cannot be carried.

Final reserve fuel is not available for normal planning and must remain on landing; a pilot who lands below final reserve must report the occurrence.

Performance: take-off and landing distances must be within the available runway for the actual mass, altitude, temperature, wind and runway condition, using approved flight manual data.

Equipment by operation: VFR day, VFR night, IFR and over-water operations each carry different equipment lists (e.g. landing lights at night, attitude and heading indicators for IFR, life jackets and rafts over water).

Carriage of passengers: passenger briefing, seat belts, smoking rules, and securing of carry-on baggage are mandatory; the PIC ensures compliance before take-off and landing.

Flight and duty time limits and rest requirements apply to commercial operations; records of flight time, duty and rest must be kept and produced on request.

Controlled airspace is classified by ICAO classes A to G; the class determines whether ATC clearance is required, whether IFR and VFR are permitted, and the separation provided.

Class A: IFR only, all aircraft separated. Class C: IFR and VFR, IFR separated from all, VFR separated from IFR. Class D: IFR separated from IFR; VFR receives traffic information. Class G: uncontrolled.

IFR flight in controlled airspace requires an ATC clearance and compliance with the cleared route, level and speed; a clearance is not authority to deviate from the rules.

Read-back is mandatory for clearances and instructions involving route, level, heading, speed and runway; a clearance that is not correctly read back is not confirmed.

Position reporting and SSR transponder requirements apply in designated airspace; Mode C altitude reporting is required where mandated.

VFR minima depend on airspace class and altitude: visibility and distance-from-cloud criteria must be met, and special VFR applies only when authorised by ATC within a control zone.

Lost communication procedures: squawk 7600, follow the last acknowledged clearance or the filed route, and land at the nearest suitable aerodrome while maintaining VMC if possible.

Emergency: distress (MAYDAY) and urgency (PAN PAN) calls have priority; ATC provides separation and assistance, and the pilot must report the emergency and subsequent actions.

Aerodrome certification: aerodromes used for commercial air transport must be certified by CASA PNG and operated to an aerodrome manual including obstacle limitation surfaces and rescue and fire fighting category.

Runway markings: threshold markings, runway designation numbers (magnetic heading to the nearest 10 degrees), centreline, aiming point and touchdown zone markings; displaced thresholds are marked with chevrons or arrows.

Lighting: runway edge lights, threshold lights (green approach, red departure), PAPI or VASI glidepath guidance, and taxiway lights; pilots must not use a PAPI below the published obstacle clearance path.

Wind direction indicators, aerodrome beacon and apron markings assist ground movement; a pilot must hold short of a runway at the marked holding position unless cleared to enter.

Ground operations: taxi clearance is required where ATC is in operation; the pilot must maintain a listening watch and give way as instructed; runway incursion prevention is a shared responsibility.

Aerodrome emergency plan: the operator coordinates with local emergency services; pilots must follow aerodrome emergency procedures and report accidents and incidents on the movement area.

Bird and wildlife hazard management is an aerodrome operator responsibility; pilots report bird strikes and hazardous wildlife to ATC and the aerodrome operator.

Aerodrome data (declared distances, PCN, elevation, coordinates) are published in the AIP; the pilot must verify the data is current before use.

Two-way radio is required for controlled flights; the pilot must maintain a continuous listening watch on the assigned frequency and monitor the emergency frequency 121.5 MHz where equipped.

Phraseology: standard ICAO phraseology reduces misunderstanding; non-standard phrases must be clarified, and 'roger', 'wilco' and 'affirm' have distinct meanings.

Transponder codes: 7700 emergency, 7600 radio failure, 7500 unlawful interference; Mode C altitude reporting is required in designated airspace.

Navigation performance: RNP/RNAV specifications define the accuracy, integrity and containment required; an aircraft must be approved and the crew qualified before flying an RNP procedure.

GNSS is the primary navigation source for many PNG operations; RAIM prediction and database currency must be checked before relying on GNSS for an approach.

Surveillance: radar and ADS-B provide ATC surveillance; ADS-B Out requirements apply where mandated, and the transponder must be serviceable before flight in that airspace.

Communication failure in IMC: follow the published lost communication procedure, squawk 7600, and comply with the last clearance limit and expected approach time.

Serviceability: an unserviceable required radio or navigation equipment may render the aircraft non-compliant for the planned operation; a ferry or special approval may be needed.

The PNG Accident Investigation Commission (AIC) is the independent investigator of accidents and serious incidents; it is separate from CASA PNG, which is the regulator.

The pilot in command or operator must notify an accident or serious incident to the AIC and ATC as soon as practicable, using the fastest available means, and must not delay notification to complete other reports.

Notification content includes aircraft type and registration, owner/operator, crew and passenger numbers, injuries, damage, location, time and nature of the occurrence.

The AIC Act protects accident investigation records and statements from disclosure for purposes other than safety investigation; the sole objective is prevention, not blame.

Preservation of evidence: the operator must preserve the wreckage, records, CVR and FDR data, and must not move the wreckage except to save life, prevent further damage or with AIC authority.

Occurrence reporting systems capture incidents that are not accidents; reporting is mandatory for specified occurrences and voluntary for safety concerns.

CASA PNG and the AIC have separate roles: CASA PNG may take certificate action based on its own investigation, while the AIC publishes safety recommendations.

Safety recommendations from the AIC are addressed to the regulator or operator; responses and corrective actions are tracked, and failure to act is a safety risk, not automatically an offence.

The Chicago Convention (1944) establishes ICAO, the sovereignty of states over their airspace, and the principle that aircraft of one state may not fly over another without permission.

Article 5 (non-scheduled flights) and Article 6 (scheduled air services) govern the right to fly into and over PNG; scheduled services require specific authorisation.

ICAO Annexes 1 to 19 set Standards and Recommended Practices; PNG adopts them through the Civil Aviation Act and CARs and publishes differences in the AIP.

Annex 1 (Personnel Licensing), Annex 2 (Rules of the Air), Annex 6 (Operation of Aircraft), Annex 8 (Airworthiness) and Annex 14 (Aerodromes) are the core references for CPL-level knowledge.

The Warsaw/Montreal Convention regime governs carrier liability for passenger death, injury, delay and baggage; the Montreal Convention 1999 is the modern basis for international carriage.

The Tokyo Convention addresses offences on board aircraft and the powers of the aircraft commander; the Hague and Montreal Conventions address unlawful seizure and sabotage.

Article 32 of the Chicago Convention requires crew licences issued or rendered valid by the state of registry; a PNG CPL is validated for PNG-registered aircraft operations.

Customs, immigration and health formalities at international aerodromes are governed by the Convention and PNG law; the PIC is responsible for ensuring clearance before departure and after arrival.

Dangerous goods carriage by air is governed by ICAO Technical Instructions, reproduced in the IATA Dangerous Goods Regulations; PNG CARs give them legal effect for commercial operations.

Shippers and operators must classify, pack, mark, label and document dangerous goods correctly; the pilot in command must be given a written dangerous goods transport document and accept the consignment.

Forbidden items may not be carried; hidden dangerous goods (e.g. in baggage or cargo) must be identified and declared; passengers must be briefed on prohibited items.

Dangerous goods incidents must be reported to CASA PNG and the operator's dangerous goods coordinator; the aircraft must be inspected before further flight.

Security: the aircraft operator must prevent unlawful interference, control access to the aircraft and cockpit, screen passengers and baggage where required, and comply with the aerodrome security programme.

Cockpit door and access control, search procedures for concealed weapons, and reporting of suspicious behaviour are operator and aerodrome responsibilities.

Environmental: aircraft noise certification is required for the aircraft type; operations must comply with noise abatement procedures published for the aerodrome.

Fuel and oil discharge, engine emissions and waste handling are regulated; dumping fuel is permitted only in an emergency and under prescribed conditions.

Before flight, the PIC must be satisfied that the aircraft is airworthy, the crew are qualified and current, the weather and NOTAMs are reviewed, and the required fuel and performance are available.

A flight plan must be filed for IFR flights and for flights crossing international boundaries; a submitted flight plan must be activated and closed, and failure to close triggers alerting services.

Weather minima: the PIC may not commence an approach below the published minima unless authorised; alternate aerodrome requirements depend on forecast weather and available approaches.

Operational control in commercial operations requires a flight dispatch or operations officer function; the PIC retains final authority for the flight.

NOTAMs and AIP supplements contain temporary changes to aerodromes, navaids and airspace; a briefing that omits current NOTAMs is incomplete.

Records: the operator must retain flight records, load sheets, maintenance releases and crew duty records for the prescribed period and produce them to CASA PNG on request.

Search and rescue: the operator must have procedures for alerting SAR, and the PIC must report overdue or missing aircraft to ATC immediately.

Emergency procedures: the operator's manual must contain checklists for engine failure, fire, depressurisation, ditching and evacuation, and crew must be trained and checked on them.

Licence issue requires verified identity, age, medical certificate, knowledge test results, experience records and a passed flight test with an approved examiner.

Flight tests are conducted to published standards; a failed item may be re-tested after further training, and the examiner files a report with CASA PNG.

Experience credit: hours must be logged and certified; simulator time counts only to the extent permitted by the rules for the licence or rating sought.

Ratings and endorsements are added by application with evidence of training and testing; the licence document must reflect the current ratings before privileges are exercised.

Records retention: training organisations and examiners must retain training and test records for the prescribed period and make them available to CASA PNG.

Medical certificates are issued by approved medical examiners; a limitation on the certificate is binding, and a change in medical condition must be notified.

Foreign licence validation requires application and evidence of the foreign licence, medical and experience; validation is time-limited and does not convert to a PNG licence automatically.

Revocation, suspension or variation of a licence must be in writing with reasons; the holder may respond before the decision takes effect except where immediate suspension is required for safety.

PNG airspace includes control areas and control zones around major aerodromes, plus advisory and uncontrolled airspace; the AIP charts show the classification and boundaries.

ATC separation is provided in controlled airspace according to the class; in Class G airspace, traffic information may be given but separation is not provided.

Clearances may be amended at any time; the pilot must read back the amended clearance and comply unless an emergency requires deviation.

Holding, approach and departure procedures are published in the AIP; RNAV and conventional procedures each have their own minima and equipment requirements.

Speed control, level restrictions and crossing restrictions in clearances must be complied with; if unable, the pilot must advise ATC before accepting.

Special VFR may be authorised in a control zone when weather is below VFR minima; it requires an ATC clearance and compliance with the stated conditions.

Air traffic flow and slot requirements may apply at busy aerodromes; the operator must obtain and comply with any slot allocation.

Emergency and urgency communications have priority; ATC may declare an emergency on behalf of the pilot and initiate SAR action.

Movement area vs apron: ATC controls the manoeuvring area (runways and taxiways); apron management may be delegated to the aerodrome operator.

Runway holding positions are marked with signs and markings; an aircraft must not cross a holding position without an explicit clearance.

Vehicle and pedestrian access to the manoeuvring area is controlled; a pilot must report any unauthorised person or vehicle on the runway.

Foreign object debris (FOD) is a shared hazard; pilots should inspect the runway and report debris to ATC.

Aerodrome rescue and fire fighting category determines the aircraft size permitted for commercial operations; a downgrade may restrict operations.

Apron safety: engine start, taxi and parking procedures follow the aerodrome manual and local instructions; jet blast and prop wash must be considered.

Emergency access roads and assembly points are marked; crew must know the aerodrome emergency plan and evacuation routes.

Aerodrome works and temporary obstacles are notified by NOTAM; the pilot must check current NOTAMs before operating at an aerodrome.

Radio equipment must be approved and serviceable; the operator must ensure the correct frequencies and emergency frequencies are available for the route.

Navigation databases must be current and the correct cycle loaded; an expired database invalidates RNAV/RNP procedures that rely on it.

RNAV/RNP approach minima depend on the navigation specification and the aircraft's approval; the crew must confirm the required performance before commencing the approach.

ADS-B Out: the transponder must transmit the correct aircraft identification and altitude; a failure must be reported to ATC and may require leaving the airspace.

GNSS interference and RAIM outages must be managed by reversion to conventional navigation; the pilot must advise ATC if navigation capability is degraded.

Emergency locator transmitter (ELT) must be serviceable and registered; accidental activation must be reported to ATC and the SAR authority.

Data link and CPDLC, where used, require a serviceable connection; a lost link must be managed by reversion to voice communication.

Radio failure in VMC: continue VFR, land at the nearest suitable aerodrome, and report to ATC as soon as possible.

Safety Management Systems require hazard identification, risk assessment, safety assurance and promotion; operators must have a functioning SMS proportionate to the operation.

Just culture: honest errors should be reported without fear of punishment, while wilful violations and gross negligence remain subject to enforcement.

Mandatory occurrence reports go to CASA PNG and, for accidents and serious incidents, to the AIC; the two reports serve different purposes and both may be required.

Confidential reporting systems allow individuals to report safety concerns without identification; the information is used for prevention, not enforcement.

Investigation reports are published with findings and safety recommendations; operators must consider and respond to recommendations relevant to their operation.

Accident site protection: the PIC or operator must secure the site, preserve evidence and cooperate with the AIC investigator in charge.

CASA PNG surveillance includes audits, ramp inspections and spot checks; findings require a corrective action plan with timelines.

Safety performance indicators and targets are monitored by the regulator; persistent non-compliance can lead to certificate action.

PNG, as a Chicago Convention state, must ensure its regulations meet or exceed ICAO Standards; differences are notified to ICAO and published.

Annex 2 Rules of the Air: right-of-way rules, lights to be displayed, and signals for interception are binding on all flights in PNG airspace.

Annex 6 Part I applies to international commercial air transport; Part II to international general aviation; Part III to helicopters; PNG CARs mirror these structures.

Annex 8 Airworthiness: state of registry is responsible for airworthiness; state of design and state of manufacture provide type certificates and continued airworthiness information.

Annex 13 governs accident investigation; it requires an independent investigation authority and cooperation between states in an investigation.

Annex 17 Security: each state must have a national civil aviation security programme; operators must have a security programme accepted by the regulator.

Annex 18 Dangerous Goods: each state must adopt the Technical Instructions and establish inspection and reporting systems.

Annex 19 Safety Management: each state must establish a State Safety Programme with safety performance indicators and targets.

Dangerous goods classes 1 to 9 include explosives, gases, flammable liquids, flammable solids, oxidisers, toxic and infectious substances, radioactive material, corrosives and miscellaneous.

Packing instructions specify the UN specification packaging; the shipper is responsible for correct classification, packing and documentation, and the operator must verify acceptance.

Passenger baggage: lithium batteries, aerosols and certain medicines are restricted; spare lithium batteries must be in carry-on baggage, not checked baggage.

Security screening: passengers and carry-on baggage must be screened at international and designated domestic aerodromes; the operator must not carry unscreened items.

Unruly passengers and unlawful interference must be reported to ATC and the authorities; the PIC may take reasonable measures to restrain a person endangering the aircraft.

Noise: the aircraft must have a valid noise certificate; operations must follow noise abatement procedures and any curfew at the aerodrome.

Emissions and fuel efficiency are managed through flight planning and engine maintenance; environmental requirements are increasingly reflected in operator manuals.

Environmental incidents such as fuel spills must be reported to the aerodrome operator and the regulator and contained promptly.

VFR flight requires compliance with visibility and cloud distance minima; VFR is not permitted in Class A airspace, and at night VFR requires an approved night rating.

IFR flight requires the aircraft and crew to be equipped and qualified; the pilot must comply with the cleared level and route and report reaching each level.

Clearance read-back covers route, level, heading, speed and runway; if a clearance is not understood, the pilot must ask for clarification before acting.

Emergency authority: the PIC may deviate from rules to the extent necessary to meet the emergency and must report the deviation when requested.

Distress and urgency: MAYDAY for grave and imminent danger, PAN PAN for urgency; both have priority and ATC will provide assistance and alert SAR.

Interception: if intercepted, the pilot must follow the intercepting aircraft's signals, attempt radio contact on 121.5 MHz, and comply with instructions unless unsafe.

Ground/air signals and light signals from ATC have prescribed meanings; a steady red light means give way or stop, and a flashing red means return to the aerodrome.

Accident/incident reporting: the PIC reports to ATC immediately and files the written report within the prescribed time to CASA PNG and the AIC.

The operations manual contains procedures, limitations, routes and emergency checklists; the crew must operate in accordance with it and the manual must be approved where required.

The technical log records defects and maintenance actions; a defect affecting airworthiness must be rectified or deferred under an approved minimum equipment list before flight.

Load sheets and mass and balance records must be retained and available; the PIC must confirm the aircraft is within mass and balance limits before departure.

Flight time and duty records are legal records; falsification is a serious offence and may lead to licence action.

Journey log and aircraft records support maintenance planning and airworthiness; entries must be made promptly and be legible and permanent.

Document retention periods vary by record type; the operator must know the applicable period and produce records on request.

Electronic records are acceptable where the system ensures integrity and access; backups and access controls are part of compliance.

Records must be protected from alteration; corrections must be made by strikethrough and initial, not by overwriting.

PNG has challenging terrain and limited infrastructure; operations often rely on GNSS, short runways and remote aerodromes, which raises the importance of performance and fuel planning.

AIP PNG publishes aerodrome data, airspace, navaids and differences from ICAO Standards; it is the primary source for operational planning in PNG.

CASA PNG is the safety regulator; the AIC is the independent investigator; the Minister sets policy and the Department administers the Act.

PNG applies the Chicago Convention and ICAO Annexes; where a CAR differs, the difference is published and the CAR prevails for operations in PNG.

Remote aerodrome operations require careful assessment of runway condition, obstacles, weather and rescue and fire fighting availability.

Operators must have a security programme and dangerous goods procedures accepted by the regulator, proportionate to the operation.

The regulator may conduct ramp inspections of foreign and domestic aircraft; findings can lead to restrictions on the operation.

Safety information is shared through notices, AIP supplements and safety bulletins; operators must monitor and act on them.