ICAO SUMMARY REPORT AUDIT OF THE CIVIL AVIATION AUTHORITY OF NEW ZEALAND

Universal Safety Oversight Audit Programme SUMMARY REPORT AUDIT OF THE CIVIL AVIATION AUTHORITY OF NEW ZEALAND (Lower Hutt, Wellington, Auckland, Christchurch, Hamilton and Palmerston North) 23 to 31 August 1999 INTERNATIONAL CIVIL AVIATION ORGANIZATION

UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME Summary Report of the Safety Oversight Audit Mission to New Zealand Lower Hutt, Wellington, Auckland, Christchurch, Hamilton and Palmerston North 23 to 31 August 1999 1. BACKGROUND 1.1 The Civil Aviation Authority (CAA) of New Zealand was audited from 23 to 31 August 1999 by an safety oversight audit team in accordance with the Memorandum of Understanding (MOU) agreed on 28 March 1999 between New Zealand and and included in Attachment A to the Audit Interim Report forwarded to New Zealand on 24 September 1999. The audit was carried out pursuant to Assembly Resolution A32-11, with the objective of ascertaining the safety oversight capability of the CAA of New Zealand and to ensure that it is in conformity with s and Recommended Practices (SARPs) as contained in Annexes 1, 6 and 8 to the Chicago Convention on International Civil Aviation (hereunder referred as the Chicago Convention ) and related provisions in other Annexes, guidance material, and relevant safety-related practices in general use in the aviation industry as referred to in such material. 1.2 On 16 November 1999, New Zealand submitted an action plan addressing all the findings and recommendations contained in the interim report. The action plan submitted and comments provided were reviewed by the Safety Oversight Audit Unit (SOAU) and found to be satisfactory. 2. AVIATION ACTIVITIES IN NEW ZEALAND At the time of the audit, civil aviation activities in New Zealand included: a) Number of technical staff employed by the organization at Headquarters 46 b) Number of Regional Offices n/a c) Number of technical staff employed at Regional Offices n/a d) Number of active pilot licences 10 099 e) Number of active flight crew licences other than pilot licences 30 f) Number of active licences other than flight crew licences 1 770 g) Number of commercial air transport operators h) Number of air operator certificates (AOCs) issued 311 i) Number of aircraft operations inspectors 12 j) Number of aircraft registered in New Zealand 3 299 Audit Summary Report New Zealand February 2000

-2- k) Number of approved maintenance organizations (AMOs) 48 l) Number of aircraft maintenance workshops n/a m) Number of repair stations n) Number of aircraft manufacturer organizations 1 o) Number of aircraft parts or equipment manufacturer organizations 14 p) Number of type certificate of airworthiness 9 q) Number of aircraft airworthiness inspectors 18 3. SUMMARY OF FINDINGS 3.1 General statement 3.1.1 New Zealand has established a comprehensive regulatory system which allows for the establishment of a civil aviation authority and requires the adoption of civil aviation rules and supporting guidance material. However, a number of differences with s and Recommended Practices were identified during the audit. 3.1.2 The CAA has a clear vision of its objectives and embraced a quality management approach in line with an ISO 9001 certification requirement. It has an adequate level of staffing, appropriate funding resources and comprehensive work procedures to satisfactorily undertake its safety oversight responsibilities. 3.1.3 A comprehensive and efficient system for personnel licensing exists which offers the required level of consistency and integrity. The CAA issues all licences, except the glider and free balloon pilots, flight navigator, flight dispatcher and aeronautical station operators licences. 3.1.4 A system for certification and surveillance of international commercial air transport operators conforming with the requirements contained in Annex 6, Part I, has been established. A similar system has also been established for international general aviation and helicopter activities to comply with the requirements of Annex 6, Parts II and III. 3.1.5 The system established for continuing airworthiness, supervision and control of approved maintenance organizations is satisfactory. Audit Summary Report New Zealand February 2000

-3-3.2 Primary aviation legislation in New Zealand 3.2.1 The primary aviation legislation in New Zealand is the Civil Aviation Act (hereunder referred as the Act ), enacted on 1 September 1990, and it has since been amended on several occasions. Article 14 of the Act defines the function of the Minister which is to promote safety in civil aviation at a reasonable cost and to ensure that New Zealand implements its international obligation. The power for making civil aviation rules is bestowed on the Minister by Article 28 of the Act. The CAA was established by the Act with a principal function to undertake activities to promote safety in civil aviation at a reasonable cost including the establishment of Safety s and to monitor their implementation. The term reasonable cost was defined as a cost where the value of the cost to the nation is exceeded by the value of the resulting benefit to the nation. 3.2.2 Article 72 I of the Act specifies the function of the Director of the CAA to exercise control over entry into the civil aviation system through the granting of aviation documents and to take any action which may be appropriate in the public interest to enforce the provision of the Act and the regulations and rules made under the Act. 3.2.3 The Act is complemented by several other legislation including the Aviation Crimes Act, the Transport Accident Investigation Commission Act and the Carriage by Air Act. 3.2.4 The Civil Aviation Act and the other Acts were adopted by the Parliament and enacted by Royal Assent. The amendment process may take up to two years; however, the CAA does not have any major difficulty in maintaining the Act up to date. 3.3 Civil aviation regulations 3.3.1 Abstract 3.3.1.1 New Zealand has two types of civil aviation legislation: the Civil Aviation Regulations which were made by the Governor General in Council and the Civil Aviation Rules (CARs) which were made by the Minister. There were only two civil aviation regulations in force at the time of the audit: the Civil Aviation Offences Regulations and the Civil Aviation Charges Regulations. The vast majority of the technical aviation legislation is contained in the rules, organized along the lines of the United States Federal Aviation Regulations. 3.3.1.2 Article 33 of the Act stipulates that rules shall not be inconsistent with s and that the Minister shall have regard to a series of criteria which includes the level of risk, the need to maintain aviation safety and the cost associated with the measure. 3.3.1.3 The Director has the Authority to make emergency rules. These rules are valid for up to ninety days and can be extended by an additional thirty days by the Director and 180 days by the Minister. The Act has also empowered the Director to grant an exemption to the Rules established under the Act and Audit Summary Report New Zealand February 2000

-4- set the conditions to be considered before granting an exemption. The rules and regulations are complemented by a large number of advisory circulars and other manuals and pamphlets. In general, the CARs promulgated by New Zealand comply with the provisions of SARPs and other safety oversightrelated regulations. However, several cases in which the rules are not compatible with Annex provisions have been identified. 3.3.1.4 During the course of the audit, one (1) finding relating to primary aviation legislation and civil aviation regulations in New Zealand was identified and one (1) recommendation was made for its rectification. 3.3.2 Corrective action plan proposed/taken by New Zealand With respect to the recommendation forwarded requiring New Zealand to review the requirements contained in its regulations, rules and orders to ensure full implementation of SARPs, New Zealand, in its action plan indicated that it will review current differences with the objective of achieving conformance with the SARPs by amending the rules or advisory circulars, providing for dual standard/requirement (International and domestic New Zealand) and by applying a New Zealand Only endorsement. Target date established is 30 June 2000. New Zealand has also indicated that it will review differences identified by the audit and notify of differences that may still exist in two steps with a final target date of 30 March 2000. New Zealand will by 30 September 2000 develop a rules process for managing and signing-off differences. 3.4 Civil aviation organization 3.4.1 Abstract 3.4.1.1 The Civil Aviation Authority of New Zealand is the regulatory authority responsible for safety oversight on aviation activities in New Zealand. It was established in 1992 as a Crown Entity responsible to the Minister of Transport. The Authority is governed by a Board of five persons who are appointed by the Governor General on the recommendation of the Minister of Transport. 3.4.1.2 The Chief Executive of the CAA is the Director of Civil Aviation who is appointed by the Board. The Director has functions and powers granted by the Act and delegated to him by the Board. 3.4.1.3 The CAA has an oversight responsibility on all civil aviation service providers of New Zealand including Airways Corporation and New Zealand Meteorological Services which are State-owned enterprises providing air traffic control and aviation meteorological services, respectively. The Transport Accident Investigation Commission (TAIC), which investigates major or significant transport accidents, is established as an independent agency reporting directly to the Minister of Transport. 3.4.1.4 The CAA is ISO 9001 compliant and certified as such. As a result, the CAA has developed a complete set of policy and procedures which are appropriately documented and available to the staff. Audit Summary Report New Zealand February 2000

-5-3.4.1.5 The organizational structure of the CAA New Zealand to support its safety oversight activity is fully satisfactory. The CAA has an appropriate authority, adequate personnel and financial resources and an effective and efficient working strategy to support its safety oversight obligations and responsibilities. For this reason, there were no findings and recommendations made with respect to the organization of the civil aviation system in New Zealand. 3.4.2 Corrective action plan proposed/taken by New Zealand forwarded. The system established is adequate and no recommendations requiring an action plan were 3.5 Personnel licensing and training 3.5.1 Abstract 3.5.1.1 The CAA issues all the licences contained in Annex 1 with the exception of the glider and free balloon pilot, flight navigator, flight operations officer/flight dispatcher and aeronautical station operator licences. The CAA has also the authority to issue licences on the basis of licences issued by other Contracting States or to validate such licences. New Zealand s personnel licensing rules, regulations and supporting guidance material are comprehensive and complete but differ from the SARPs on a number of points listed in Appendices 6 and 7 of the audit interim report forwarded to New Zealand on 24 September 1999. 3.5.1.2 The procedures for the issuance of licences and the daily work procedure of the PEL Unit are contained in the Quality Manual - Personnel Licensing Unit which is published under the Authority of the Head of the Unit. Several pamphlets, available to the public on the CAA webpage, contain information on some of the common procedures such as the recognition of licences and ratings issued by other States, requirements for recognizing experience gained in military services or on the implementation of the Trans-Tasman Mutual Recognition Act. 3.5.1.3 The CAA has developed an efficient and effective personnel licensing system with a strong regulatory base, qualified personnel and proper administrative support. Its regulatory provisions, however, contain several differences with Annex 1 SARPs which are detailed in the Appendices of the audit interim report. 3.5.1.4 During the course of the audit, two (2) findings relating to personnel licensing and training in New Zealand were identified and two (2) recommendations were made for their rectification. 3.5.2 Corrective action plan proposed/taken by New Zealand 3.5.2.1 With respect to a recommendation on Annex 1 s which are not implemented by New Zealand and thus impact on the international recognition of New Zealand flight crew licences, the action plan indicated that New Zealand, by 1 July 2000, intends to rectify the differences between those Annex 1 Audit Summary Report New Zealand February 2000

-6- s and the provisions of the national regulations and/or practices. With respect to the need for the endorsement of flight crew licences in accordance with Articles 39 and 40 of the Chicago Convention, it was indicated that software changes and medical manual amendments will be made by 1 July 2000 to include a requirement to annotate on Class 2 Medical Certificates the appropriate validity period. With respect to the age 60 rule, New Zealand indicated that it will maintain a difference and propose an amendment of paragraph 2.1.10.1 of Annex 1 by 30 December 2000. With respect to flight instruction requirements, New Zealand indicated that it will by 1 July 2000 amend Part 61 of the CAR and Advisory Circular 61 to require the minimum instrument experience even when cross-country or night privileges are not sought. 3.5.2.2 With respect to a recommendation requiring New Zealand to amend its rules and regulations to ensure that unlicensed pilots (student, glider, free-balloon) are not authorized to operate overseas on New Zealand registered aircraft, the action plan indicated that New Zealand, by 1 September 2000, will amend its Civil Aviation Rule 61.5 to comply with the Annex requirements. 3.6 Aircraft operations certification and supervision 3.6.1 Abstract 3.6.1.1 The certification and surveillance of aircraft operations are performed by the Operator Certification and by the Safety Audit Sections. Each Section has in-section expertise in the aircraft operations and airworthiness areas. The structure offers a great degree of flexibility in the use of multi-disciplinary expertise for the performance of tasks. Flight examiners and instructors performing functions within certificated operations are designated by the Personnel Licensing Section and monitored bi-annually by the Certification Section. 3.6.1.2 The level of staffing in both the Operator Certification and the Safety Audit Sections is adequate for the implementation of the procedures. However, the air operator re-certification exercise required by the implementation of the new rules results in a significant increase in workload. The flight operations inspectors and safety auditors have a solid background in aviation and generally possess the required qualifications and experience for the performance of their duties. 3.6.1.3 New Zealand issues a Transitional Air Operator Certificate (TAOC) as an interim measure authorizing continued operation while operators are achieving compliance with the re-certification requirements. The transitional provisions authorize the Director to issue TAOC allowing operations to be conducted in accordance with the previous rules under which they were initially authorized. The TAOC is valid only for a limited period of time and under certain conditions. 3.6.1.4 The CAA has developed a philosophy recognizing the responsibility of the operator for the safety of air operations. The CAA has adapted ISO 9001 concepts to establish a new certification structure and to revise the applicable regulations. An applicant for an air operator certificate is required to cover all costs associated with the certification process. The CAA has also developed a Safety Certification Group Manual addressing air operator certification. Audit Summary Report New Zealand February 2000

-7-3.6.1.5 The philosophy recognizing the responsibility of the operator for the safety of air operations adopted by the CAA is also reflected in the surveillance of air operators. The CAA has based its surveillance on a systems audit concept rather than performing end product inspections. The system-based approach relies on the examination of the systems the operator has documented and produced to gain entry into the civil aviation system and with which the operator is required to comply. 3.6.1.6 The CAA has promulgated a CAA Surveillance Policy and a Safety Certification Group Quality Manual addressing surveillance procedures. The purpose of the CAA surveillance activities has been clearly defined in the policy as verifying that participants who have entered the civil aviation system continue to operate in compliance with the requirements and the conditions of their certificates. 3.6.1.7 Surveillance activities consist of planned audits as determined in the annual audit plan, ad hoc spot checks and ramp inspections performed by the Safety Audit Unit. 3.6.1.8 The audit system is supported by properly documented policies and procedures. The surveillance system relies extensively on operator compliance with the applicable standards and with their own documented systems. The structure, systems and procedures in place are generally in accordance with SARPs and with associated guidance material. The audit activities are performed in accordance with the established CAA policies and procedures. 3.6.1.9 During the course of the audit, two (2) findings relating to aircraft operations in New Zealand were identified and two (2) recommendations were made for their rectification. 3.6.2 Corrective action plan proposed/taken by New Zealand 3.6.2.1 With respect to the recommendation on the establishment of an aircraft type training programme to ensure that flight operations inspectors maintain competency and that their training records reflect training received, the CAA will establish a training plan to support the implementation of the CAA Flying Qualifications and Recency Policy by identifying and documenting training requirements (15 December 2000) performing a GAP analysis against current skills (28 February 2000) and formulating a training plan (31 May 2000). New Zealand confirmed that policy and implementation were under review. 3.6.2.2 With respect to the establishment of a detailed structure of requirements to be used as in both the development and the approval of training syllabi appropriate for the intended operation, New Zealand explained in its action plan the system established emphasizing the extensive requirements contained in CAR Parts 121, 125 and 135 regarding both training and crew member competency requirements. It also emphasized the air operator s responsibility for all aspects of training, even when training is carried out by a certificated training organization under contract. In addition, New Zealand indicated that guidance material regarding training syllabi for personnel who are required to be trained but not licensed will be provided, possibly in an advisory circular or circulars associated with CARs 121, 125 Audit Summary Report New Zealand February 2000

-8- and 135. The target date for the proposal on how to address this issue and establish an implementation time frame was set for 1 April 2000. 3.7 Airworthiness of aircraft 3.7.1 Abstract 3.7.1.1 The duties of controlling and supervising airworthiness of aircraft activities in New Zealand are the responsibility of the Safety Certification Group and specifically of the Safety Audit, the Operator Certification and the Aircraft Certification Units. The three units work in synergy with one another through a system of entry, exit and surveillance control whereby the renewal or amendment of a certificate or approval is controlled by monitoring and surveillance. The surveillance and monitoring of the airworthiness activities are conducted through a functional supervision, with the CAA applying a system-based approach to auditing and surveillance. 3.7.1.2 CAA airworthiness inspectors are empowered to perform inspection and oversight duties. Each CAA airworthiness inspector has been provided with an Instrument of Delegation and Authorization specifying the scope of his/her inspection authority. The list of the Instruments of Delegation and Authorization is accessible through the CAA s Intranet system. Records of CAA s inspectors and designated airworthiness representatives and the required renewal process were reviewed and found satisfactory. However, it was noted that the Safety Certification Group training policy was not supported by a formal training plan for inspectors. 3.7.1.3 A sound system of control and supervision of air operators and approved maintenance organizations exists in New Zealand. Through its comprehensive and complete regulatory framework, the CAA ensures that certification and surveillance of international commercial air transport activities conform with the airworthiness requirements contained in Annex 6, Parts I and III. The CAA has also established a similar system for international general aviation activities to comply with the requirements of Annex 6, Part II. In addition, the CAA is actively involved in ensuring a high level of safety in its aircraft operations and airworthiness activities. 3.7.1.4 The Act enables the CAA to adopt airworthiness codes from other contracting States, such as those found in the United States Federal Aviation Regulations (FARs), Joint Aviation Regulations (JARs) and British CARs, applicable to the type of aircraft involved. 3.7.1.5 During the course of the audit, six (6) findings relating to airworthiness of aircraft in New Zealand were identified and six (6) recommendations were made for their rectification. Audit Summary Report New Zealand February 2000

-9-3.7.2 Corrective action plan proposed/taken by New Zealand 3.7.2.1 With respect to the recommendation on aircraft maintenance reliability information, the action plan indicates that procedures will be drafted and incorporated into the Operator Certification Unit Manual relating to Part 119 to ensure that all applications are assessed for a maintenance reliability programme where it is required by January 2000. A review of the requirements, procedures and responsibilities for monitoring maintenance reliability information will also be conducted and procedures documented and incorporated into the Assistant Director Safety Investigation and Analysis Group Manual by February 2000. The action plan also indicates that a review of the procedures and audit modules will be conducted and procedures amended as appropriate to ensure operators manuals are reviewed against requirements for a maintenance reliability programme. 3.7.2.2 On the requirements for establishing formal training for airworthiness inspectors, it is indicated that the Safety Certification Group will implement a policy on qualification and currency for airworthiness inspectors and develop a training plan to support it by June 2000. Training records for personnel will be updated by the Human Resources Unit by February 2000. 3.7.2.3 On the subject of establishing a mass and balance checks, the CAA indicates that it will revise Advisory Circular 43-9 to include a cautionary note on the cumulative effects of negligible modifications, review the need for rule making to include periodic (every five years) aircraft re-weighs and raise a Notice of Proposed Rule Making for any changes recommended for review by June 2000. With respect to the need of CAA guidance on the maintenance programme escalation, the CAA indicates that it will develop a guidance material and implement a policy for the escalation and pro-ration of maintenance programmes. The policy will be included in the Operator Certification Unit Manual by November 2000. 3.7.2.4 With respect to the recommendation concerning the content and procedures of maintenance control manuals, the CAA indicates that it will, by February 2000, review the internal procedures to ensure that all requirements of Part 145 are addressed in the entry control process for applicant organizations. 3.7.2.5 With respect to the recommendation requiring the CAA to examine its procedures for control and supervision of its designees, the CAA indicates that, by June 2000, it will review the process for oversight of Part 146 organizations and delegation holders in association with delegated personnel. In the interim, oversight activity will continue in accordance with CAA surveillance policy and inter-unit technical assistance agreements. 3.7.2.6 On the subject of the need to review the implementation of rules concerning the maintenance of systems with regard to training and validation, the CAA indicates that it will review the content of the FAA Advisory Circulars AC120-28C and 120-29 and incorporate it into CAR Part 91 through a Notice of Proposed Rule Making. The CAA will also review audit procedures for monitoring of air operators adherence to requirements under Parts 119/121 with respect to auto-land requirements of Part 91. Audit Summary Report New Zealand February 2000

-10-4. COMMENTS As was presented in the background information of this report, New Zealand, on 16 November 1999, submitted a corrective action plan addressing all the findings and recommendations contained in the interim report, which were found to be acceptable. The action plan submitted indicated that several of the actions were already taken or were under process. 5. SARPs NOT IMPLEMENTED Several differences existing between Annexes 1, 6 and 8 and the New Zealand regulations were identified and remained not implemented by the time this report was prepared. On the basis of Article 17 of the MOU signed between New Zealand and, the differences contained in the Attachment to this report, will be forwarded to the appropriate Sections of the Air Navigation Bureau for inclusion in the Supplements to the respective Annexes and will also be attached to the Summary Report. 6. ATTACHMENTS Attachment A Attachment B Status of differences to s Status of differences to Recommended Practices Audit Summary Report New Zealand February 2000

ATTACHMENT A STATUS OF DIFFERENCES TO STANDARDS (ANNEX 1 PERSONNEL LICENSING) Note: this list incorporates differences previously notified by New Zealand CAR/AC Reference Differences between the national regulations and s 1.2.5.1.1 Aircraft ratings are entered on the logbook but they may be entered on the licence against the payment of the processing fee. When the aircraft ratings are only entered on the logbook, it is impossible for another State to assess whether the licence is valid for a specific flight as there is no requirement for the logbook to be carried with the licence. 1.2.5.2 (**) CAR 67.11 Duration is 60 months for Class 2 Medical Assessment for applicant under the age 50. 1.2.6.1 In the New Zealand regulation, this is implemented only for licences which require medical certification and, as a consequence, does not apply to the Aircraft Maintenance Engineer. 2.1.5.2 c) Not implemented. 2.1.10.1 (**) Not implemented. 2.2.2.1 CAR 61.5 (b) and 61.105 CAR does not specifically exclude international solo flight. 2.3.1.3.2 and 2.7.1.3.2 AC 61-1.3 There is no requirement for a cross country solo flight totalling not less than 150 NM for aeroplanes or 100 NM for helicopters in the course of which two landings at two different aerodromes shall be made. 2.3.1.4 h) (**) CAR AC 61-1.3 Instrument flight training is required only when night privileges are sought. 2.3.2.1 and 2.7.2.1 CAR 61.155 (c) Private pilots are authorized to act as the pilot of an aircraft operated for hire and reward in some conditions. (**) Indicates a difference which should be endorsed on the licence in application of Article 39 of the Convention on International Civil Aviation

A-2 2.5.1.5 e), 2.5.1.5.1.1 f) and g), 2.9.1.5 d), 2.9.1.5.1.1 f) and g) 2.8.1.3.1.1 c) and 2.8.1.4 h) (**) CAR/AC Reference AC 61-1.7 AC 61-1.5 Differences between the national regulations and s Not implemented. Instrument flight training is required only when night privileges are sought. 2.12 and 2.13 CAR 61.5 (n) Glider and free balloon pilots need not to have a licence when they are not flying for hire or reward. 4.4.2.2.2 Implemented in practice but not in the CARs. 5.1 The following differences exist with the physical specifications of Personnel Licence: a) the name of State to New Zealand lifetime rather than New Zealand; b) the address is not included on the licence; and c) the roman numeral identifiers are not used. 6.3.2.5.1 CAR 67.55 (m) Between age 30 and 40, electrocardiography is required at age 30, 35, 38 and 40 rather than two years interval required by Annex 1. 6.3.4.1 and 6.5.4.1 CAR 67.55 (l) and 67.59 (k) Audiometry is required every four years irrespective of age. (**) Indicates a difference which should be endorsed on the licence in application of Article 39 of the Convention on International Civil Aviation

A-3 STATUS OF DIFFERENCES TO STANDARDS (ANNEX 6 OPERATION OF AIRCRAFT) (PART I International Commercial Air Transport Aeroplanes) Differences between the national regulations of New Zealand and s 4.2.2.2 OPS-4.404 The requirements for the content of the operations manual do not include all of the elements indicated in Appendix 2. 4.2.2.2 OPS-4.405 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.4 Applicable in Part 121 operations only. 4.2.6.1 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.6.2 OPS-4.411 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.6.3 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.6.4 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.7.1 OPS-4.412 Minimum altitudes are mandated by the CAA. There is no requirement for the operator to address these minima in the operations manual. 4.2.7.2 Aerodrome operating minima prescribed by State. 4.2.8 OPS-4.413 Threshold crossing height is mandated at 50 feet by State. 4.2.10.3 OPS-4.416 There is no requirement to record rest periods. 4.3.1 The standard is met; however, there is no requirement for certification. 4.3.3.1 OPS-4.418 Applicable only to Part 121 operations. 4.3.4.2 Applicable with a threshold of 90 minutes for Part 125 and Part 135 operations. 4.3.6.4 Approach and missed approach at destination assumed to be included in trip fuel for which there is no specific definition. 4.3.7.2 Communication between ground and aircraft not required by regulation or procedure.

A-4 Differences between the national regulations of New Zealand and s 4.4.9 There are provisions for noise abatement procedures for specific aerodromes/airports. Furthermore, noise abatement procedures are applied independent of aircraft type. 4.6 OPS-4.421 There are no provisions addressing or requiring for flight operations officers/ dispatchers. 4.7 OPS-4.424 Threshold times for Part 121 operations is 60 minutes while 90 minutes is established for Parts 125 and 135 operations. 5.1.2 Rule does not mention forced landing, only standards to mitigate the risks involved with this activity. 6.1.3 OPS-4.430 The Civil Aviation Rules use the term aircraft flight manual, the carriage of which is mandatory. 6.2.3 Partially implemented in that the requirement concerning the operations manual is incomplete. 6.2.4 Marking of break-in points not prescribed in Civil Aviation Rules. 6.3 Cockpit Voice Recorder and Flight Data Recorder Rules suspended until notified in the New Zealand Gazette. 6.3.3.1 Not implemented. 6.3.3.2 Not implemented. 6.3.4.1 Not implemented. 6.3.4.3 Not implemented. 6.3.5.1 Not implemented. 6.3.6.1 Not implemented. 6.3.7.1 Not implemented. 6.3.10.1 Not implemented. 6.3.10.2 Not implemented. 6.4.2 New Zealand does not distinguish controlled or uncontrolled VFR flights. Additional equipment is required for night operations. 6.5.1 No sound signal requirement prescribed. 6.6 There is no requirement for means of sustaining life. 6.7.5 Applicable only for flights above 30 000 feet.

A-5 Differences between the national regulations of New Zealand and s 6.11 New Zealand requires that each holder of an air operator certificate shall ensure that each of its turbine powered airplane operating under IFR is equipped with a weather radar. 6.12 Not implemented. 6.13 Not implemented. 6.15.3 After 1 January 2000 for Part 121 operations and after 30 June 2000 for Part 125 operations. 6.16.3 Applicable to Part 121 operations only and location not specified. 6.18.1 At the present time there is no requirement, however currently under consideration. 6.18.2 Not implemented. 6.18.4 Not implemented 6.19 Transponder required in designated airspace only. 6.20 OPS-4.434 Partially implemented in that the installation of an intercom is required. However, microphone type and use below transition level is not addressed. 6.21.1 Not implemented. 9.3. OPS-4.436 The requirements do not include all the elements mentioned in the Annex. 9.4.1 OPS-4.439 Partially implemented in that the currency may be renewed in a zero flight time simulator. 9.4.2 Not implemented. 9.4.3.2 OPS-4.439 Partially implemented in that flight crews are required to meet aerodrome and route qualification requirements which are not specified. 9.4.3.3 Partially implemented in that the annual route check is deemed to satisfy the requirement. 9.4.3.5 Partially implemented in that the annual route check is deemed to satisfy the requirement. 10 OPS-4.442 and 4.443 New Zealand does not license flight operations officers or flight dispatchers. 12.5 OPS-4.452 Not governed by CAA requirements. Flight time, flight duty periods and rest periods for cabin crew are limited and determined by industrial agreement. Appendix 2 The detailed requirements do not include all the elements listed in the Appendix.

A-6 STATUS OF DIFFERENCES TO STANDARDS (ANNEX 6 OPERATION OF AIRCRAFT) (PART II International General Aviation Aeroplanes) Differences between the national regulations of New Zealand and s 4.6.3 Not implemented. 4.8.1.1 The requirement is 30 minutes for turbine powered aircraft and 45 minutes for non-turbine aircraft. 4.10 Not implemented. 4.12 Not implemented. 4.13 Not implemented. 4.14 Injury, sickness and requirement to land at nearest suitable aerodrome are not covered. 6.1.3.1 Partially implemented. First-aid kit requirement applicable for aircraft carrying nine seats or more. Minimum age for seat requirement and interception procedures are not addressed. 6.1.4.1 Not implemented. 6.1.4.2 Not implemented. 6.2.1 Partially implemented. Pressure altimeter required for IFR only. 6.3.1 Applicable for aircraft above 5 700 kg only. 6.4 Not implemented. 6.8 Not implemented. 6.9.1 Not implemented. 6.9.3 Not implemented. 6.9.4 Not implemented. 6.10 Flight data recorder and cockpit voice recorder requirements are not implemented. 7.1.2 Not implemented. 7.1.3 Not implemented. 7.1.5 Frequency not required. 9.1 Not implemented.

A-7 STATUS OF DIFFERENCES TO STANDARDS (ANNEX 6 OPERATION OF AIRCRAFT) (PART III International Operations Helicopters) Differences between the national regulations of New Zealand and s Section II 2.2.3.2 Not implemented. 2.2.6 Minimum IFR altitudes over land are mandated by State. There are no minima prescribed for operations over water. 2.2.7.1 Not implemented. 2.2.7.2 Not implemented. 2.2.9.2 Partially implemented. There are no requirements for the recording of rest periods. 2.2.9.3 Partially implemented. There are no requirements for the recording of rest periods. 2.2.11 Not implemented. 2.3.3.1 Not implemented. 2.3.3.2 Not implemented. 2.3.4.1 Partially implemented in that there are no requirements for an operational flight plan and that PNR computation are not required. 2.3.4.3 Alternate requirements do not differentiate between offshore and onshore. 2.3.6.2 For short flights, reserve is allowed to be less than twenty minutes providing it is equal to planned flight time. 2.3.6.3 Two hours at holding speed is not required. 2.3.7 Detailed conditions for refuelling with passengers on board are not addressed by regulations. 2.4.2 Not implemented. 2.4.3 Not required unless considered an incident. 2.4.4.2 Not implemented. 2.4.9 Not implemented. 2.6.1 Not implemented. 2.6.2 Not implemented.

A-8 Differences between the national regulations of New Zealand and s 3.1.2 Not implemented. 3.1.4 Not implemented. 3.2.7.1 Not implemented. 3.2.7.2 Not implemented. 3.2.7.3 Not implemented. 3.3.2 Not required by rules. 4.2.4.1 Not implemented. 4.2.4.2 Not implemented. 4.3 Not implemented. 4.4.2 New Zealand does not distinguish controlled or uncontrolled VFR flights. Additional equipment is required for night operations. 4.5.1 Not implemented. 4.5.2.1 There is no class differentiation between helicopters. 4.5.2.2 There is no class differentiation between helicopters. 4.5.2.3 There is no class differentiation between helicopters. 4.5.2.4 There is no class differentiation between helicopters. 4.5.2.5 There is no requirement for life jackets to be equipped with a means of electric illumination. 4.6 There is no requirement for signalling devices and life-saving equipment, including means of sustaining life. 4.10.2 There is no class differentiation between helicopters. 4.11.1 Two landing lights are not required. 4.13 Not implemented. 4.14.2 Seat location is not defined in rules. 4.15 Transponder required in designated airspace only. 4.16 Partially implemented in that the installation of an intercom is required. However, microphone type and use below transition level is not addressed. 5.1.2 Requirement applicable to IFR operations only. 5.2.1 There is no RNP requirement for helicopters.

A-9 Differences between the national regulations of New Zealand and s 6.2.4 Not implemented. 7.3 Partially implemented. The regulatory requirements do not include all the elements mentioned in the Annex. 7.3.1 Human Factors are not included in the requirements. 7.4.2 Not implemented. 7.4.3.3 Partially implemented in that flight crews are required to meet heliport qualification requirements which are not specified. 7.4.3.5 Partially implemented in that flight crews are required to meet route qualification requirements which are not specified. 7.4.4 Partially implemented in that competency checks are required annually for VFR operations. 8.0 Flight Operations Officer/Dispatcher provisions are not implemented. 9.6 The operator is required to preserve information but is not required to establish a procedure for that purpose. 10.3 Not implemented. 10.4 Not governed by CAA requirements. Limitation is established by industrial agreement. 11.1 There is no specific requirement for a search checklist or procedure. 11.2.1 There are no specific training requirements. 11.2.2 There are no specific training requirements. Appendix to Section II Operations manual content requirements do not include all of the elements indicated in the Appendix. Section III 2.1 Not implemented. 2.4 Partially implemented in that there is no requirement to carry the certificate of registration for New Zealand registered aircraft within New Zealand. 2.6.2 Applicable to commercial operations only. 2.6.2.2 Not implemented. 2.6.3 Not implemented. 2.6.4 Not implemented.

A-10 Differences between the national regulations of New Zealand and s 2.17 Not implemented. 2.19 Not implemented. 3.1 Noise requirements not implemented for helicopters. 3.3 There is no class differentiation between helicopters in New Zealand. 4.1.3 First-aid kits and interception instructions and signals are not required in GA operations. 4.1.4.1 Not implemented. 4.1.4.2 Not implemented. 4.3.2.1 Not implemented. There is no class differentiation between helicopters. 4.3.2.2 Not implemented. There is no class differentiation between helicopters. 4.3.2.3 Not implemented. There is no class differentiation between helicopters. 4.3.2.4 Not implemented. There is no class differentiation between helicopters. 4.3.2.5 Not implemented. There is no class differentiation between helicopters. 4.4 Not implemented. 4.7.1 Partially implemented. There are no requirements for helicopter to be equipped in accordance with 4.6 or to have a landing light or a torch. 4.8 Not implemented. 4.9 Flight data recorder and cockpit voice recorders requirements are not implemented. 4.12 Partially implemented in that the installation of an intercom is required. However, microphone type and use below transition level is not addressed. 5.1.2 Not implemented. 5.1.4 Not implemented. 5.1.5 Not implemented. 5.2.1 Not implemented. 5.2.2 Not implemented. 5.2.3 Not implemented. 6.1.1 Maintenance is the responsibility of the operator. 7.1 Rules do not place the responsibility upon the pilot-in-command.

A-11 STATUS OF DIFFERENCES TO STANDARDS (ANNEX 8 AIRCRAFT AIRWORTHINESS) Part II Differences between the national regulations of New Zealand and s 4..2.1 Partially implemented. New Zealand does not always inform the State of Design when it enters a specific type for which it is not the State of Design on its aircraft register. 6.2.2 and 6.2.3 Not implemented. In the case of damage to an aircraft and permission given by the State of Registry for ferry flight, CAR provides that the New Zealand CAA will not permit flight if it considers that it would be detrimental to the safety of air navigation to do so. Part III 1.5.1 Not implemented. The New Zealand CAA rule incorporates the FAA requirement for service experience and equivalent safety findings to be used as a basis for finding compliance with the appropriate airworthiness requirements. 2.2.3 Not implemented. The provision requires performance data to be scheduled for ranges of gradient of the landing surface for land planes and ranges of water surface conditions, water density and current strength for sea planes. For land planes, New Zealand requires the landing distance to be determined only on a level runway. For seaplanes, New Zealand requires the landing distance on water to be determined only on smooth water. 2.3.4.1 Not implemented. Stall warning and recovery enables the pilot to arrest the development of the stall rather than stopping the action before it occurs. New Zealand rules regarding stall warning do not explicitly refer to alarms with one power-unit inoperative. 9.3.5 Not implemented. There is no provision in CAA rules for aircraft least risk bomb location identification. 9.6.2 Not implemented. Markings and placards or instructions to be provided to ground crew in order to prevent the possibility of mistakes in ground servicing which could go unnoticed and which could jeopardize safety of the aircraft in subsequent flights are not covered in the New Zealand rules.

A-12 Part IV Definitions 2.2.1, 2.2.2, and 2.2.2.1 b) Differences between the national regulations of New Zealand and s Not implemented. For (heavy) Class 1 and Class 2 helicopters, only take-off distance is required to be included in the performance data while take-off distance, path and rejected take-off distance information is required for some helicopters and not for others registered in New Zealand. Not implemented. There is no en-route performance rule based on climb performance for both all-engines operating and for one engine inoperative situations for Class 1, 2 and 3 helicopters on the New Zealand register. 2.2.2.2 b) Not implemented. Sufficient data on the performance of helicopters to be determined and scheduled in the helicopter flight manual to provide operators with total mass of the helicopter on the basis of values peculiar to the flight and relevant operational parameters as necessary is not included in the New Zealand rules. 4.1.6 e) Not implemented. Criteria relative to the fire protection/prevention for interior furnishing materials replaced during major refurbishment is not provided in the New Zealand rules. The fire protection levied is dependent on the original certification basis. 6.7 Not implemented. The New Zealand rules do not outline the means to be provided for restarting an engine at altitudes up to a declared maximum altitude. 6.8 Not implemented. Policy on designated fire zones on the aircraft engine are not outlined and New Zealand has incorporated the FAA rules on this subject. 7.4.2 Not implemented. Minimum acceptable intensities are not prescribed for navigation lights and anti-collision lights.

ATTACHMENT B STATUS OF DIFFERENCES TO RECOMMENDED PRACTICES (ANNEX 1 PERSONNEL LICENSING) Note: The Chicago Convention requires that a Contracting State files differences existing between its regulations and Annex s. However, due to the specific mandate given to for the implementation of the universal safety oversight audit programme, it is necessary to include differences existing between the National Regulations and Annex Recommendations, including definitions to encourage implementation and for inclusion in the summary report. Differences with Annex Recommended Practices will not be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. CAR/AC Reference Differences between the national regulations and s 1.2.5.2.2 (**) CAR 67.11 Private pilots revert to a yearly medical assessment only at age 50 and over. 2.1.10.2 Not implemented. 2.7.1.4.1.1 CAR AC 61-1.3 Instrument flight training is required only when night privileges are sought. 3.3.1.2.1 AC 63 No knowledge of operational aspect of meteorology is required. 6.4.2.8.1 AC 67 Radiography is required at the initial examination but is not repeated periodically thereafter. (**) Indicates a difference which should be endorsed on the licence in application of Article 39 of the Convention on International Civil Aviation.

B-2 STATUS OF DIFFERENCES TO RECOMMENDED PRACTICES (ANNEX 6 OPERATION OF AIRCRAFT) (PART I International Commercial Air Transport Aeroplanes) Note: The Chicago Convention requires that a Contracting State files differences existing between its regulations and Annex s. However, due to the specific mandate given to for the implementation of the universal safety oversight audit programme, it is necessary to include differences existing between the National Regulations and Annex Recommendations, including definitions to encourage implementation and for inclusion in the summary report. Differences with Annex Recommended Practices will not be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. Differences between the national regulations of New Zealand and s 4.7.4 Not implemented. 6.3.1.6 Not implemented. 6.3.3.3 Not implemented. 6.3.4.2 Not implemented. 6.3.5.2 Not implemented. 6.3.6.2 Not implemented. 6.3.7.2 Not implemented. 6.3.8.2 Not implemented. 6.7.6 Applicable only for flights above 30 000 feet. 6.15.6 Not implemented. 6.18.3 Not implemented. 6.21.2 Not implemented. 8.7.2 Recommendation. Partially implemented. Not all the requirements contained in Chapter 8 concerning the operator s maintenance organization s procedure manual, operator s maintenance control manual, maintenance programme, maintenance records and continuing airworthiness information are referred to in the New Zealand Civil Aviation Rules. 10.3 OPS-4.444 Recommendation. Not implemented.

B-3 Differences between the national regulations of New Zealand and s 10.4 Recommendation. Not implemented. 13.5.1 Recommendation. Not implemented. 13.5.2 Recommendation. Partially implemented; requirement applicable to Part 121 operations only.

B-4 STATUS OF DIFFERENCES TO RECOMMENDED PRACTICES (ANNEX 6 OPERATION OF AIRCRAFT) (PART II International General Aviation Aeroplanes) Note: The Chicago Convention requires that a Contracting State files differences existing between its regulations and Annex s. However, due to the specific mandate given to for the implementation of the universal safety oversight audit programme, it is necessary to include differences existing between the National Regulations and Annex Recommendations, including definitions to encourage implementation and for inclusion in the summary report. Differences with Annex Recommended Practices will not be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. Differences between the national regulations of New Zealand and s 4.18.1 Not implemented. 4.18.2 Not implemented. 6.1.3.1.2 Not implemented. 6.2.2 New Zealand does not distinguish controlled or uncontrolled VFR flights. Additional equipment is required for night operations. 6.9.5 Not implemented. 6.14 Partially implemented in that the installation of an intercom is required. However, microphone type and use below transition level is not addressed.

B-5 STATUS OF DIFFERENCES TO RECOMMENDED PRACTICES (ANNEX 6 OPERATION OF AIRCRAFT) (PART III International Operations Helicopters) Note: The Chicago Convention requires that a Contracting State files differences existing between its regulations and Annex s. However, due to the specific mandate given to for the implementation of the universal safety oversight audit programme, it is necessary to include differences existing between the National Regulations and Annex Recommendations, including definitions to encourage implementation and for inclusion in the summary report. Differences with Annex Recommended Practices will not be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. Differences between the national regulations of New Zealand and s Section II 2.2.3.3 Recommendation. The only requirement in the rules is for a helicopter to be operated in accordance with the flight manual. 2.2.7.3 Not implemented. 3.1.3 Not implemented. 3.1.5 Not implemented. 4.2.2 Not implemented. 4.5.2.6 Not implemented. 4.5.2.7 Not implemented. 4.5.2.8 Not implemented. 4.11.2 Not implemented. 4.12 Not implemented. Section III 1.5 Recommendation. There is no requirement to carry the information. 2.18.1 Applicable to commercial operations only. 2.18.2 Applicable to commercial operations only.