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FAA to ensure that our pilots received fair,
unbiased investigations.
The Central Air Safety Committee is working
as well as it ever has. The members are
involved in large numbers of projects. This
commitment will grow with our airline. International
operations are growing and so is the
safety responsibility to the crews that fly to
foreign countries. This is an area of focus for
this year. The effectiveness of the committee
in all of these projects will continue.
While my office will be in the ALPA building
in Herndon, Virginia, I will continue to be
available if needed. The relationship between
the ALPA Executive Air Safety Committee and
the US Airways Central Air Safety Committee
is very close. I expect that this will continue
and expand in the future.
Captain Terry McVenes has been appointed
as the interim Chairman of the Central Air
Safety Committee. Terry’s proven leadership
will serve to make the transition seamless. His
dedication is well established.
Ladies and gentlemen, thank you for the
opportunity of representing you in safety matters
for the last 14 years. I will continue to do
the best I can to improve safety in the aviation
industry for 51,000 airline pilots.
I sincerely appreciate the comments that
many of you have made about my US AIRWAVES
articles. I never claimed to be a writer.
After 10 years of writing articles regularly, I
have learned more about communication than I
ever expected to know.
I look forward to seeing you on the line.
Hopefully, I will get to fly a little more in this
new position.
A Change
“ Safety at our
airline has improved.
This
advancement is
due, in part, to the
work of many of
ALPA’s Central
Air Safety Committee
members.
We are industry
leaders in effective
cooperation
between the
Association, the
Company, and the
FAA. ”
Instrument number CASA EX69/07 Page 1 of 7 pages
Instrument number CASA EX69/07
I, SHANE PATRICK CARMODY, Deputy Chief Executive Officer, Strategy and
Support, a delegate of CASA, make this instrument under regulation 308 of the Civil
Aviation Regulations 1988 (CAR 1988).
[Signed S. Carmody]
Shane Carmody
Deputy Chief Executive
Strategy and Support
21 December 2007
Exemption — from take-off and landing minima inside and outside
Australian territory
1 Revocation
Instrument CASA EX61/06 is revoked.
2 Duration
This instrument:
(a) commences on the day after it is registered; and
(b) stops having effect at the end of 31 October 2009.
3 Application
This instrument applies to Airbus A330 aircraft (the aircraft):
(a) operated by Jetstar Airways Pty Limited, Aviation Reference Number
510654 (the operator); and
(b) in take-off and landing operations inside and outside Australian territory;
and
(c) at aerodromes where air traffic control has advised that low visibility
procedures are in use.
4 Exemption
The aircraft are exempt from compliance with regulation 257 of CAR 1988 in
relation to the standard take-off and landing minima determined by CASA under
subregulation 257 (1) and set out in AIP En-route 1.5, sections 4.3 and 4.4.
Instrument number CASA EX69/07 Page 2 of 7 pages
5 Conditions
The exemption is subject to the minima and the minima requirements mentioned
in Schedule 1 and the conditions mentioned in Schedule 2.
Schedule 1 Take-off and landing minima
The pilot in command of the aircraft must use the minima mentioned in this
Schedule that apply to the type of operation or procedure in which the aircraft is
engaged.
1 Take-off minima
Take-off Runway Visual Range (RVR) minima are:
(a) 125 metres in the Touchdown Zone (TDZ); and
(b) 125 metres in the Mid-point Zone (MID); and
(c) 125 metres in the Stop-end Zone (END).
2 Landing minima
Category II minima:
(a) landing RVR minima are 400 metres TDZ with 200 metres MID or, if MID
not available, 200 metres END;
(b) landing decision height (DH) is 100 feet.
3 RVR requirements
(1) For take-off if the RVR in the TDZ, the MID or the END is less than 200 metres,
the RVR is required for all 3 zones.
(2) For take-off and landing, if the RVR in the TDZ is at least 200 metres but is less
than the standard take-off and landing minima:
(a) a MID RVR is required; or
(b) if a MID RVR is not available— an END RVR is required.
Note If both a MID RVR and an END RVR are available, the END RVR is advisory only.
(3) In this clause:
standard take-off and landing minima means the standard take-off and landing
　
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