Manual of Standards Part 65 - Standards Applicable to Air Traffic Services Licensing and Training Requirements
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Commonwealth
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legislative instrument
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Part 65 of the Manual of Standards sets who may work as an air traffic controller in Australia and what training, licences, ratings, endorsements and qualifications they must hold. It affects aspiring controllers, air traffic service providers and training organisations, aligns with ICAO standards (while remaining subordinate to the CASRs), and is a disallowable instrument Parliament can veto.
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Current sections
Direct links to the current provisions in Manual of Standards Part 65 - Standards Applicable to Air Traffic Services Licensing and Training Requirements.
413
Chapter 1: Introduction
Chapter 1: Introduction
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1
General
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.1 Background
1.1.1 Background
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.1.1 The Air Traffic Services (ATS) l
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2 Document Set
1.1.2 Document Set
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.1 The document hierarchy consists
1.1.2.1 The document hierarchy consists of:
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(a) the Civil Aviation Act 1988 (the Act
(a) the Civil Aviation Act 1988 (the Act); and
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(b) the Civil Aviation Safety Regulation
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(c) the Manual of Standards (MOS); and
(c) the Manual of Standards (MOS); and
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(d) Advisory Circulars (ACs).
(d) Advisory Circulars (ACs).
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.2 The Act establishes the Civil Av
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.3 CASRs establish the regulatory f
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.4 The MOS comprises specifications
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.5 Readers should understand that i
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.6 Service providers must document
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.2.7 ACs are intended to provide reco
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.3 Differences between ICAO Standards
1.1.3 Differences between ICAO Standards and those in MOS
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.3.1 Notwithstanding the above, where
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.3.2 To meet the ICAO convention, the
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(a) the issue of a Licence for that purp
(a) the issue of a Licence for that purpose; and
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(b) the issue of a Rating under the Lice
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.4 ICAO Rating Categories
1.1.4 ICAO Rating Categories
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.4.1 The operational rating categorie
1.1.4.1 The operational rating categories defined by ICAO are:
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(a) Aerodrome Control Rating;
(a) Aerodrome Control Rating;
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
(b) Approach Control Rating;
(b) Approach Control Rating;
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
More sections below
Source text: opening excerpt
Sourced from the Federal Register of Legislation (legislation.gov.au), CC BY 4.0.
Chapter 1: Introduction Chapter 1: Introduction
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1 General
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets contemporary Australian requirements.
1.1.6 Differences Published in AIP
1.1.6.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.7 MOS Documentation Change Management
1.1.7.1 Responsibility for the technical content in this MOS resides with the relevant technical area within the Aviation Safety Standards Division.
1.1.7.2 This MOS is issued and amended under the authority of the CEO and Director of Aviation Safety.
1.1.7.3 Suggested changes to this MOS must be directed to the Head, Standards Administration & Support Branch, Aviation Safety Standards Division.
1.1.7.4 Requests for any change to the content of the MOS may be initiated from:
(a) technical areas within CASA; or
(b) aviation industry Service Providers or operators; or
(c) individuals or authorisation holders.
1.1.7.5 The need to change standards in the MOS may be generated by a number of causes. These may be:
(a) to ensure safety; or
(b) to ensure standardisation; or
(c) to respond to changed CASA standards; or
(d) to respond to ICAO prescription; or
(e) to accommodate new initiatives or technologies.
1.1.8 Related Documents
1.1.8.1 These standards should be read in conjunction with:
(a) ICAO Training Manual (Doc 7192 Part D-2);
(b) ICAO Annex 1 (Personnel Licensing);
(c) ICAO Annex 11 (Air Traffic Services).
1.1.1 Background 1.1.1 Background
Chapter 1: Introduction
Section 1.1: General
1.1.1 Background
1.1.1.1 The Air Traffic Services (ATS) licensing structure expanded in this document is established by Civil Aviation Safety Regulations and reflects Australia’s commitment to the International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs).
1.1.2 Document Set
1.1.2.1 The document hierarchy consists of:
(a) the Civil Aviation Act 1988 (the Act); and
(b) the Civil Aviation Safety Regulations 1998 (CASRs); and
(c) the Manual of Standards (MOS); and
(d) Advisory Circulars (ACs).
1.1.2.2 The Act establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation, and for related purposes.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated. The MOS is a disallowable instrument. This means that it is a legislative instrument that becomes effective following registration on the Federal Register of Legislative Instruments and it must be tabled in both Houses of Parliament within six sitting days from when it was registered and is subject to scrutiny and disallowance by Parliament.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations. Where there is any inconsistency between the regulations and the MOS, the regulations prevail.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3 Differences between ICAO Standards and those in MOS
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the Manual of Standards (MOS), the MOS standard shall prevail.
1.1.3.2 To meet the ICAO convention, the hierarchy for an authority to act in a licensed ATS operational function (i.e. Air Traffic Control or Flight Service) is based on:
(a) the issue of a Licence for that purpose; and
(b) the issue of a Rating under the Licence, defining the generic functions in terms of the ICAO operational categories.
1.1.4 ICAO Rating Categories
1.1.4.1 The operational rating categories defined by ICAO are:
(a) Aerodrome Control Rating;
(b) Approach Control Rating;
(c) Approach Radar Control Rating;
(d) Approach Precision Radar Control Rating;
(e) Area Control Rating; and
(f) Area Radar Control Rating.
Note: The Approach Precision Radar Control Rating is not relevant in the Australian context.
1.1.5 Australian Requirements
1.1.5.1 To meet Australian operational needs, the hierarchy for an authority to act in a licensed ATS operational function has been identified as:
(a) meeting the ICAO requirement for a Licence; and
(b) meeting the ICAO requirement for Ratings; and
(c) the issue of an Endorsement or Endorsements under one or more Ratings held, to perform activities within specific portions of airspace, or relating to specific operating positions or discrete functions; and
(d) the issue of ATS-specific Qualifications to authorise other particular responsibilities (as necessary and appropriate).
1.1.5.2 This document establishes and defines a firm hierarchy of licence/rating/ endorsement/qualification which meets cont
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