Providers of the following Air Navigation Services (ANS) must operate only to the extent approved in the ANSP Certificate (ANSPC) issued by DASA: AMCAMC GMGM
Purpose. (Context) Defence Air Navigation Services (ANS) support the safe operation of Aircraft in Airspace and on the ground at airports. (Hazard) Ineffective ANS provision can compromise Aviation Safety. (Defence) This regulation requires ANSP-AM providing ANS to ensure ANS operations are conducted safely by an Approved Organisation.
The issue of an ANSP Certificate (ANSPC) supplies the basis for the judgement of suitability of an ANS that it will be maintained and operated to approved Standards and Limitations, by competent and authorised individuals who are acting as members of an Approved Organisation.
A DASA issued Letter of Acceptance (LOA) confirms an organisation has demonstrated compliance to a recognised standard (eg RTCA DO-200B or EUROCAE ED-76A) for processing aeronautical data with regards to a specific database. Complying organisations will have defined quality requirements for aeronautical data, detailed processing procedures, and an established and maintained Quality Management System (QMS) associated with the aeronautical data process. This is aimed to ensure data quality has been maintained throughout all phases of the data handling process. Organisations seeking an LOA are to apply to DASA in writing, declaring that their aeronautical data process for a specific database is compliant to a recognised standard. DASA will issue an LOA when satisfied the applicant organisation has met all the requirements.
Air Traffic Service (ATS)
Communication, Navigation, Surveillance (CNS) Services
Aeronautical Information Service (AIS)
Flight Procedure Design (FPD) Service
An ANSP should ensure external organisations, used in support of ANSP activities, operate to standards equivalent to those with which the ANSP is required to comply.
An ANSP that provides Aeronautical Information Service (AIS) must also operate IAW the Letter of Acceptance (LOA) issued by DASA.
An ANSP must use an ANSP Exposition (ANSPE) to apply to DASA for: AMCAMC GMGM
Purpose. (Context) Defence ANS support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective ANS provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP Accountable Manager (ANSP-AM) to ensure sufficient information for DASA to issue or vary an ANSPC or Service Provision Conditions.
DASA will issue an ANSPC when satisfied that the applicant organisation can satisfy the requirements of DASR ANSP.20. The ANSPC authorises the provision of the service. The ANSPC will contain:
ANSP name
ANSP location
reference to Service Provision Conditions (SPC) including the words ‘operations must be conducted in accordance with the attached Service Provision Conditions’
period of validity.
ANSP SPC. Each ANSPC has an attached SPC that records the:
Accountable Manager
Hazard Tracking Authority appointments
services provided and locations at which those services are provided
operating systems utilised by the service
contracts, agreements or other arrangements between the ANSP and supporting third parties
conditions and/or operational limitations (where required, these are prescribed by DASA for a system or sub-system within the ability or maturity of the ANSP, and usually include reference to a plan and timeline to remove the limitation upon DASA review)
signature by The Authority endorsing the SPC.
Initial Issue of an ANSPC and attached SPC. The applicant organisation must submit to DASA an ANSP Exposition (ANSPE), which includes a compliance matrix. DASA will issue a new ANSPC when satisfied the applicant organisation has met all the requirements.
Application for reissue or variation to an ANSPC. The ANSP-AM should amend the extant ANSPE and compliance matrix, and submit these to DASA, highlighting those ANSP items being varied. DASA will issue a new ANSPC when satisfied the applicant organisation has met all the requirements.
Application for variation of ANSPC SPC. The ANSP-AM should amend the extant ANSPE and compliance matrix and submit this to DASA, highlighting those SPC items being varied. DASA, when satisfied, will issue an updated SPC for the ANSP. Application for variation to an SPC is required, at a minimum, when there is:
addition, removal of, or change to an ANS
request to impose or remove specific approvals
request to impose or remove operational limitations
a significant change to the systems used to provide the ANS
a significant change to third party arrangements involved in the provision of or support of ANS.
Addition of a service to the ANSPC SPC. The ANSPE for the addition of a service to an ANSPC SPC addresses whether the ANSP can safely operate and maintain their systems and services. The ANSPE should reference any acquisition documentation and a documented Risk Decision Brief (safety case or equivalent) to demonstrate how the ANSP will safely transition the new capability into service.
Provision of evidence. Organisations should make full use of existing data and documents rather than creating unique documents with no enduring value once the certificate is issued. Where existing documents are used as evidence they should be referenced in the ANSPE and relevant sections may be included in the ANSPE as attachments.
Significant change. A significant change is one that involves a change in technology, procedures or organisation structure that will have an impact on the way in which the ANSP provides ANS or that requires users of the system to make changes in technology, procedures or organisation structure.
The ANSP Exposition (ANSPE) should include a compliance matrix and the following information for the ANSP Certificate (ANSPC):
ANSP name. Force Element Group (FEG) or equivalent
ANSP location. Location of the ANSP headquarters
Declaration. A statement that operations will be in accordance with the attached Service Provision Conditions (SPC).
The ANSPE should include the following information for the ANSPC SPC:
Accountable Manager (AM) listed by command or management position, eg 'CDR SRG'
Hazard Tracking Authority (HTA) within the ANSP
safety manager (per GM DASR.SMS.A.25(b)(1)(1.3))
Air Navigation Services (ANS) provided.
Specific approvals. An ANSP may request a specific approval for a particular service type, a means of providing a service, location at which services are provided, or for all services operated by the ANSP.
Operational limitations. An ANSP may request an operational limitation for a particular service or for all services conducted, to assure safe operations of a system or sub-system within the ability or maturity of the ANSP. An ANSP may have operational limitations imposed, particularly during introduction to service. Operations, operator experience or training, Synthetic Training Device establishment, or capability trials may limit the role or environment in which the ANSP may safely conduct operations until further review of the SPC. Examples of operational limitations could include non-deployability of tactical equipment, or synthetic training device usage for licence endorsement.
The ANSPE should demonstrate how the ANSP will meet these regulations and provide the service safely by reference to relevant Orders, Instructions and Publications (OIP).
The ANSPE should contain details of external organisations involved in the provision of ANS by the ANSP. Those details should include:
the name and functions of the external organisation
the services provided, the contracted period for the provision of the services and the specific dates or times the services are provided by the external organisation
the periods during which those services are provided
the content of formal agreements eg Service Level Agreements (SLA), or other quality and service continuance assurance arrangements.
Accountable Manager attestations and signature. The Accountable Manager should make the following attestations and sign the ANSPE:
I am accountable for [insert organisation] compliance with the Defence Aviation Safety Regulation.
This ANSP Exposition for ANSP Certification and Service Provision Conditions is complete and correct.
I am satisfied that appropriate arrangements are in place to meet the Defence Aviation Safety Regulation and support the scope of operations contained in the Service Provision Conditions.
issue of an ANSPC, or attached Service Provision Conditions (SPC)
variation to an ANSPC, or attached SPC
A certified ANSP must define its organisational structure to include: AMCAMC GMGM
Purpose. (Context) Defence ANS support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective ANS provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP-AM to ensure ANSP operations are conducted as an approved organisation and managed to ensure Aviation Safety.
An ANSP is an organisation that can consist of operational, maintenance, logistics and engineering personnel, usually as part of a Force Element Group (FEG) or equivalent force structure, which provides ANSP services to a defined scope.
An ANSP should list Key Staff (including engineering and maintenance appointments that contribute to the safe operation of an aviation system) in their organisational structure. Where Key Staff are employed in organisations external to the military unit, contractor or tasked organisation, which form the core of the ANSP, then the ANSP must also define the formal relationships with those organisations in which the personnel are employed (other contributors to the service provision that may directly influence the safety of ANS).
ANSP.30(a)3 requires ANSP organisations to define all formal relationships with all contributors to the service provision and define the external inputs that can influence the quality of the services provided. The ANSPE should refer to the formal agreements or MOUs in place.
External contributors to the provision of services may include both Defence organisations and organisations or agencies external to Defence.
An ANSP should ensure their organisational structure includes:
an Accountable Manager (usually FEG commander or equivalent)
an appropriate chain of command
sufficient appropriately qualified personnel
Key Staff with appropriate experience
facilities which are sufficient and suitable for the type of services provided
suitable, documented, policies, processes and procedures
an SMS IAW DASR ANSP.40
a QMS IAW DASR ANSP.50.
the authority, duties and responsibilities of all positions performing ANSP functions, including the management positions responsible for safety and quality management functions
the relationship and reporting lines between these positions and other parts of the organisation
formal relationships with external contributors to the service provision that may directly influence the safety of their services
A certified ANSP must utilise a Safety Management System (SMS) in accordance with DASR.SMS. GMGM
Purpose. (Context) Defence ANS support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective ANS provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP-AM to ensure a Safety Management System (SMS) is utilised by a Certified ANSP.
The ANSP’s SMS should ensure that services or systems provided by external contributors to the service do not erode safety. Controls to prevent the erosion of safety include formal agreements that specify safety requirements.
A certified ANSP must utilise a quality management system (QMS) to achieve consistency, continuity and compliance of safe service provision—through quality planning, quality assurance, quality control and quality improvement. AMCAMC GMGM
Purpose. (Context) An ANSP-AM has regulatory requirements to ensure compliance and conformance. (Hazard) Compromised compliance and conformance of regulatory requirements can adversely affect the safe delivery of capability. (Defence) This regulation requires an ANSP-AM to utilise a QMS to ensure ANS provision is conducted safely by an approved organisation.
ANSPs may use ISO9001 or equivalent certification by an appropriately accredited organisation covering the appropriate scope of service provision. However, there is no specific requirement for external accreditation of the QMS.
ANSPs may integrate their QMS with their other management systems (eg SMS) into a single management system, commensurate with the size and scope of the organisation. However, integrated systems must remain compliant with all relevant DASRs.
The ANSP’s QMS should ensure that the level of safety is not eroded by services or technical systems provided by external contributors to the service. The ANSP should specify the required quality standards through formal arrangements and agreements.
ANSPs should have a QMS that achieves the following purposes:
Quality planning. Quality planning defines the quality policy and approach to meet the safety needs of the ANSP.
Quality assurance. Quality assurance, provided through a quality assurance program, contains procedures to verify all activities are being conducted in accordance with applicable safety requirements.
Quality control. Quality control managed by appointed representatives to monitor regulatory compliance with, and adequacy of procedures and services, to ensure safe operations.
Quality improvement. Quality improvement consists of reviews and remedial action as appropriate, for the continuous improvement of the safety of the services provided.
Services contracted to an external organisation supporting an ANSP. The ANSP-AM may contract or task an organisation to perform services on behalf of the ANSP—forming an integral part of the ANSP's system—hence the contracted or tasked organisation is required to work under the quality system of the ANSP. The contracting or tasking ANSP retains the responsibility for all contracted or tasked services irrespective of who is undertaking them. The ANSP-AM is ultimately responsible and therefore accountable for ensuring ANS provision as an approved organisation and managed to ensure Aviation Safety. To exercise this responsibility the ANSP-AM should be satisfied that the actions taken by contracted or tasked organisations meet the standards required by DASR ANSP. Hence, the contracted or tasked organisation is required to have a quality management system equivalent to that of the ANSP. The ANSP should therefore manage such activities by:
active control through direct involvement
endorsing the recommendations made by the contracted or tasked organisation
ensuring the contract or task documentation includes an obligation on the external organisation to upon request, make all documentation supporting the contracted or tasked organisation’s provision of contracted or tasked services available to Defence, including:
records (which may include any contracts, inspection documents, and accident reporting and incident reporting requirements)
documentation which may include documents provided to the recognised CAA or MAA, operations manuals, maintenance records, individual competency and currency records, safety occurrence reports and investigation reports.
FDP service procedures should include (in addition to the DASR ANSP.50) requirements as per ICAO Doc 8168 – PANS-OPS and ICAO Doc 9906 – Quality Assurance Manual for Flight Procedure Design.
A certified ANSP must utilise authorised OIP that are easily accessible and contain the procedures, instructions and information required for personnel to perform their duties. AMCAMC GMGM
Purpose. (Context) Defence ANS support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) ANS may be compromised when OIP are incorrect or inaccessible to personnel. (Defence) This regulation requires the ANSP-AM to ensure that personnel have access to the information they require to perform their duties, so that the ANS is conducted safely by an approved organisation.
ANSP Orders, Instructions and Publications (OIP) includes all aspects of the ANS (including operations, engineering, maintenance, supply, support, and logistics).
National harmonisation. Defence ANSP provide services to civil aircraft as required and military aircraft often operate in civilian controlled airspace. ANS procedures require harmonisation in order to ensure interoperability in a safe and effective manner. As far as possible, Defence should align ANSP standards and procedures to those used by CASA—and based on ICAO Standards and Recommended Practices (SARPS)—to ensure airspace users receive services to a common standard when flying in Australian airspace.
A standard format for OIP may include:
a compliance statement
an approval page
a structure of manual
a list of effective pages
a record of normal revisions
a record of temporary revisions
revision highlights
a distribution list
a table of contents
chapter numbering
paragraph numbering
page numbering
The ANSP operations OIP management system should ensure the acquisition, production, maintenance and updates of OIP such that:
OIP contain the standards and procedures required by personnel to perform their duties
OIP are complete, current and uniquely identified
OIP are relevant, accurate and unambiguous for their intended use and environment
OIP in electronic form have effective search and navigation functionality
OIP are accessible to the personnel who need them
new issues, reissues, and amendments are made when changes have been approved by a relevant authority
OIP are harmonised with national civil practice and ICAO so far as is reasonably practicable
OIP amendments are promptly released, to ensure the OIP continues to support Aviation Safety
personnel are expeditiously informed of amendments
personnel can easily identify the effect of any amendment by its format or content
hierarchies are established which confirm the precedence of any specific manual
mechanisms used to store, distribute and access OIP do not degrade the content and condition of the OIP
OIP contain their authority for use, document name, date of issue and document amendment status
OIP are provided in a medium satisfying contemporary human machine interface design principles and are compatible with user requirements
OIP with related content are aligned, consistent and have minimal duplication
OIP management records are accessible, accurately maintained, controlled, and traceable
OIP can be reproduced to any previous status
OIP include contingency plans to allow timely and effective response to those emergencies and abnormal events which may significantly degrade or interrupt the provision of ANSP services
personnel are aware of the process for reporting errors or changes in the operational or technical environment which may require changes to OIP.
ANSPs must ensure personnel perform their duties in accordance with those OIP.
OIP should be reviewed:
on a regular basis (at least once every three years)
after major events (eg organisational structure changes)
after technology changes (introduction of new equipment), and
after changes in safety regulations.
OIP should include requirements for the retention of operational data and documents for the purpose of safety investigation.
ANSPs should develop a system to update OIP resulting from changes that originate within the ANSP, including:
changes resulting from the installation of new equipment
changes in response to operating experience
changes in the ANSP policies and procedures
changes in the ANSPC.
ANSPs should establish policy addressing OIP errors, amendments and corrections. The policy should address formal notification to all users.
ANSPs should establish policy to:
manage OIP
define the standard format for OIP.
A certified ANSP providing Air Traffic Control (ATC) must utilise OIP that: AMCAMC GMGM
Defence is committed to CASA to provide to civil aviation an equivalent level of safety to that provided under the CASR (the Subsidiary Agreement for the Transparency of Safety Oversight to the Delivery of Defence Air Traffic Services to Civil Aviation Operations refers). This regulation allows for assurance, and continuing visibility of this commitment to CASA.
ANSPs may utilise shared civil-military documents, such as the Manual of Air Traffic Services (MATS), to enable harmonisation.
Where ICAO separation standards are varied due to operational considerations:
the application of variation to an air traffic separation standard must be authorised by the MAO-AM, Civil Air Operator Chief Pilot, or foreign unit commander responsible for the aircraft to which the reduced standard will be applied
reduction or variations to separation standards must be published in the Defence AIP or OIP
there is no restriction on who may propose a change to separation standards, but consultation should involve the Defence ANSP to ensure any such change will not compromise safety of other flight operations.
The basis for ATC OIP should include:
ICAO Annex 11 – Air Traffic Services
ICAO Doc 4444 – Procedures for Air Navigation Services Air Traffic Management
Australian Airspace Regulations
CASR Part 172 – Air Traffic Services (and associated Manual of Standards)
NATO Standard MPP-02 – Helicopter Operations from Ships other than Aircraft Carriers (HOSTAC)
ANP4312 – Royal Australian Navy Action Information Organisation User Instruction.
ATC personnel fitness for duty requirements must comply with DASR AVFM and DASR MED.
define ATS procedures and ATC separation standards
are harmonised with national civil practice and International Civil Aviation Organisation (ICAO) Standards and Recommended Practices so far as is reasonably practicable
detail the coordination of activities and services, including the exchange of relevant information, with:
Aerodrome Operators
providers of Meteorological Services
AIS providers
CNS providers
other ANSPs
detail contingency arrangements to deal with failures or irregularities in the systems used to provide ATC
define ANSP personnel fitness for duty requirements.
A certified ANSP that provides CNS Services must utilise OIP that define how:AMCAMC GMGM
Purpose. (Context) Communications, Navigation and Surveillance systems (CNS) enable ANS to support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective CNS Services can compromise Aviation Safety. (Defence) This regulation requires the ANSP-AM to ensure technical support for CNS systems used for Defence ANS is provided safely by an approved organisation.
ANSP must communicate CNS system availability and, where applicable, accuracy and integrity to affected organisations through an AIS. CNS providers should establish procedures with AIS providers to ensure expeditious communication of relevant information.
The basis for CNS OIP should include (AUS) CASR Part 171 – Aeronautical telecommunications service and radionavigation service providers.
Distribution of information. Where ANSPs distribute information or Aeronautical Data to users, ANSPs should:
confirm the accuracy, sufficiency, completeness and currency of the information, including the source of such information, before such information is distributed
distribute the information in a suitable format for users
ensure that information is distributed in a timely manner and kept current
use means of communication which ensure the protection of data from interference and corruption
establish procedures with AIS providers to ensure expeditious communication of relevant information.
the availability, continuity, accuracy and integrity of services are ensured
interruptions to provided services are communicated to affected organisations
changes to extant systems are managed.
A certified ANSP that provides an AIS must: AMCAMC GMGM
Purpose. (Context) Defence Aeronautical Information Services (AIS) support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective AIS provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP- AM to ensure AIS personnel have access to the information they require in order to perform their duties.
Aeronautical Information products include:
publications that advise those flight procedures and airspace requirements used to plan and conduct flights nationally and internationally
Aeronautical Data supporting mission planning tools
visual charts used for navigation and planning purposes
publications containing information on departure and approach procedures for each:
certified aerodrome
relevant overseas aerodrome
instrument flight procedures as approved for runways listed in the AIP.
Ensuring data integrity includes error identification, investigation, correction and communication to users.
Approved and trusted sources of data. The AIS provider may consider Aeronautical Data Originators authoritative based on approval by a MAA or CAA or nomination by a Defence agency and advised to the AIS provider. The ANSP must document how they trust an Aeronautical Data Originator.
The basis for AIS OIP should include:
ICAO Annex 2 – Rules of the Air
ICAO Annex 4 – Aeronautical Charts
ICAO Annex 11 – Air Traffic Services
ICAO Annex 15 – Aeronautical Information Services
Australian Airspace regulations
ICAO Doc 10066 – Procedures for Air Navigation Services Aeronautical Information Management
ICAO Doc 9839 – Quality Assurance for Aeronautical Information Services
(AUS) CASR Part 175 – Aeronautical information management. (Defence AIP will follow the 28-day Aeronautical Information Regulation and Control (AIRAC) cycle).
(AUS) CASR Part 173 – Instrument flight procedure design
RTCA DO-200B – Standards for Processing Aeronautical Data
EUROCAE Document ED-76A – Standards for Processing Aeronautical Data
Australian Signals Directorate – Information Security Manual.
The AIS OIP should detail:
how the provider ensures the provision of Aeronautical Data and Aeronautical Information necessary for the safety and efficiency of air navigation
how processes ensure the timely collection, processing, storing, integration, verification, validation, exchange and delivery of quality-assured Aeronautical Information
the range of provided Aeronautical Information products
the data format and quality to ensure the data is suitable for the intended end use
how Data Integrity is ensured
how the provider ensures data used in the process of providing Aeronautical Data and Aeronautical Information are only obtained from trusted or approved sources and a list of those sources
the mechanisms which allow the digital exchange and supply of Aeronautical Data and Aeronautical Information
how information is exchanged with other AIS providers
how the ANSP ensures that information is updated and distributed in a timely manner
the process by which the means of communication of Aeronautical Information are protected from interference and corruption.
utilise OIP that define Aeronautical Information product development and delivery procedures
operate IAW the Letter of Acceptance (LOA) issued by DASA.
A certified ANSP that provides FPD Services must utilise OIP that define how: AMCAMC GMGM
Purpose. (Context) Flight Procedure Design (FPD) Services support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective FPD service provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP-AM to ensure FPD Services personnel have access to the information and software systems necessary to design safe procedures.
The basis for Flight Procedure Design (FPD) Services OIP should include:
ICAO Annex 4 – Aeronautical Charts
ICAO Annex 11 – Air Traffic Services
ICAO Annex 15 – Aeronautical Information Services
ICAO Doc 10066 – Procedures for Air Navigation Services Aeronautical Information Management (PANS/AIM)
ICAO Doc 8168 – Procedures for Air Navigation Services Operations (PANS/OPS)
Vols 1 and 2
ICAO Doc 9906 Volume 1-6 – Quality Assurance Manual for Flight Procedure Design
ICAO Doc 10068 – Manual on the Development of a Regulatory Framework for Instrument Flight Procedure Design Service
(AUS) CASR 173 – Instrument Flight Procedure Design
RTCA DO-200B – Standards for Processing Aeronautical Data.
Procedures. FPD Services OIP should include:
the process of IFP approval for release
IFP design criteria (a statement indicating the ANSP has adopted ICAO PANS- OPS Doc 8168 Volume II (or other approved design criteria)—with a list of deviations from it—is sufficient)
criteria utilised to develop procedures for the establishment of aerodrome operating minima
qualification and competencies for IFP designers
requirements for periodic reviews and continuous maintenance of IFPs
requirements for ground and flight validations of IFPs as detailed in ICAO Doc 9906 – Quality Assurance Manual for Flight Procedure Design Vol 5.
Aeronautical Data for the design of flight procedures is either obtained from authoritative sources or verified and validated by the FPD Services provider
flight procedures are designed, including how design criteria are determined
the integrity of software systems used in the design of flight procedures is assured
changes to software systems used in the design of flight procedures are managed to ensure no detriment to Aviation Safety
flight procedures are published
periodic reviews of published procedures are conducted.
A certified ANSP must ensure that equipment, systems and installations used or intended for use in the provision of ANS:AMCAMC GMGM
Purpose. (Context) Defence ANS support the safe operation of aircraft in airspace and on the ground at airports. (Hazard) Ineffective ANS provision can compromise Aviation Safety. (Defence) This regulation requires the ANSP-AM to ensure equipment, systems and installations are provided safely by an approved organisation.
Operational service. Operational service means use of system in the provision of an Air Navigation Service.
Prescription of design standards. The DASDRM details ATM/CNS equipment design standards and includes requirements for software safety assurance. Where appropriate, DASA will base standards on international best practice and national interoperability requirements. Where necessary, the ANSP may seek advice from DASA on design standards for other ANS equipment. DASA may provide such advice via a Delegate of the Safety Authority (DoSA) with scope to prescribe and interpret design safety standards for specified equipment, systems and installations.
Interfaces with other providers. ANSPs should define interfaces and performance agreements with all other equipment, systems and installations contributors to the service provision, which may directly influence the safety of the ANSP services.
Reasonable level of demand. An ANSP should develop system architecture to provide sufficient capacity and redundancy to ensure continuity of service in all credible scenarios, as identified through safety analysis. This includes increases in demand caused by credible scenarios such as power outages, internet outages and weather events.
System commissioning. Before placing new systems or system components into operational use or returning components (removed from operational service for modification or major repair activity) to operational service, the ANSP should document and review a summary of test procedures and results. Additionally, the ANSP should seek recommendation from technical and operational personnel before returning systems to operational use.
Testing. When conducting testing of systems or system elements prior to introduction to operational service, following modification or changes to data, test and verification schedules and procedures should ensure all potential failure modes and impacts on system safety and effectiveness are tested. This should include Regression Testing to ensure identification and rectification of unintended changes to system performance.
Equipment, systems and installations. Equipment, systems and installations should be designed, manufactured, installed, tested, calibrated, commissioned, maintained and modified to ensure they:
support the provision of services in a safe, efficient, continuous and sustainable manner consistent with any foreseen level of overall demand
are fit for their intended purpose
meet the required operational performance and safety targets for all foreseeable operating conditions and for their whole operational life
meet all applicable safety requirements
meet technical standards as detailed in the DASDRM such that an inverse relationship exists between the probability that any failure can result in a total functional failure and the severity of its effect on ANS
account for limitations related to human capabilities and performance.
Performance monitoring and reporting. An ANSP should monitor and at least annually report the performance of its equipment, systems and installations to users of the service. The ANSP may achieve reporting requirements by publishing performance data on the ANSP website or by including the data in hardcopy or electronic newsletters.
Equipment underperformance. ANSP must identify and so far as reasonably practicable, rectify the causes of, or causal factors resulting, in underperformance of equipment, systems and installations. ANSP must then identify any hazards to aviation safety associated with the underperformance of equipment, systems and installations. ANSP must eliminate or otherwise minimise the associated risk from identified hazards to aviation safety.
Changes to equipment, systems and installations. ANSPs should:
have procedures for managing safety when introducing new systems or modifying existing equipment, systems and installations and their support arrangements
provide evidence showing the risks to health and safety, and to workers and other persons, have been eliminated so far as is reasonably practicable, and if it is not reasonably practicable to eliminate these risks, to show those risks have been minimised so far as is reasonably practicable
manage changes to system configuration and data to ensure system safety levels are retained or enhanced
ensure overall system safety is retained or enhanced when system upgrades are introduced to service
ensure system safety levels are retained or enhanced when they introduce additional elements to the system.
Security threats. ANSPs should ensure:
the physical and cyber security of equipment, systems and installation so as to prevent unlawful interference impacting on the provision of services
they establish a system, including policy and procedures, to ensure physical and cyber security deficiencies and breaches that may interfere with a service do not become causal factors of Aviation Safety hazards.
Release from operations. An ANSP should have systems for:
release from operations—the process of withdrawal from use of a system, equipment or installation from the operational environment
return into operations—the process whereby the system, equipment or installation is checked and restored to operational use, to ensure that it is safe and fit for purpose prior to its release into service.
The release from operations and return into operations procedures should be designed to ensure there is no detriment to system safety.
Provision of technical services. Technical services (design, maintenance, production) for any system, equipment and/or installation intended to be used in the provision of an ANS must:
have documented procedures for the services that are readily available
ensure the necessary calibrated equipment, tools and material are available for use to perform the work required
ensure the working environment is appropriate for the tasks carried out
maintain appropriate records of design, maintenance and production
include test schedules, with Regression Testing, to ensure the integrity of the system, equipment or installation serviceability before delivery for operational use.
An ANSP providing design services for any system, equipment or installation intended to be used in the provision of an ANS must:
establish and maintain a design assurance system for the control and supervision of the design, and any design change
ensure each design, design change or repair solution complies with the applicable design requirements and all safety hazards have been assessed and controlled SFARP
provide effective configuration management in order to maintain effective control of the approved configuration
establish test schedules, that include Regression Testing, to ensure the integrity of the system, equipment or installation serviceability before delivery for operational use.
An ANSP performing maintenance on any system, equipment or installation must:
ensure maintenance is performed in accordance with approved maintenance programs
utilise maintenance policy to ensure that damage is assessed and modifications and repairs are carried out
provide testing appropriate to the type of equipment and its application, including, where necessary:
environmental
regression
ground and
flight checking
establish procedures to detect and rectify maintenance errors that could result in a failure, malfunction, or fault endangering the safe operation of the equipment if not performed properly
ensure the activities do not impact ANS system safety.
An ANSP should protect against cyber threats and means of ensuring this protection should include information from:
ICAO Cybersecurity Policy Guidance https://www.icao.int/aviationcybersecurity/Documents/Cybersecurity%20Policy%20 Guidance.EN.pdf
Australian Signals Directorate – Information Security Manual.
Contracted Activities. An ANSP should address all aspects of DASR ANSP.70 (a) when an ANSP contracts of purchases any part of its:
activities
support systems or
network functions
to external organisations or from external organisations.
Air Traffic Management Network Functions. Air Traffic Management Network Functions are critical to effective ATM services. Physical and cyber threats to Air Traffic Management Network Functions present a hazard to Aviation Safety. Air Traffic Management Network Function protection controls should:
identify critical information and communications technology systems and data used for aviation purposes and, in accordance with a risk assessment, develop and implement measures to protect them from unlawful interference
ensure that the measures implemented protect the confidentiality, integrity and availability of the identified critical systems and data.
include, inter alia, security by design, supply chain security, network separation, and the protection against, or limitation of any remote access capabilities in accordance with the risk assessment.
support the safe and effective provision of the service
are verified and tested to ensure they comply with relevant technical and operational requirements and present no detriment to Aviation Safety and operational capability AMCAMC GMGM
ANSPs may base procedures and processes for commissioning of new systems and verification and testing of systems following modification or maintenance on those used for aircraft and other aviation systems as detailed in DASR.21.A.20.
An ANSP is responsible for demonstrating, through the production of evidence, that the design and construction of the equipment, systems and installations provided, or intended to be provided meet the certification basis. This evidence may consist of reports, drawings, specifications, calculations, analysis etc.
Partial compliance with the certification basis is not permitted. Where the applicant cannot justify meeting a design requirement in the certification basis, the applicant should pursue approval for tailoring of the certification basis as provided in AMC DASA ANSP.70(a)2.c.
DASA may approve any tailoring of the above design requirements, on the basis that:
a safety argument demonstrates an equivalent level of safety that can be achieved through a tailored design requirement, or
compliance with the design requirement would adversely affect Defence capability, and risks to aviation safety can be eliminated or otherwise minimised SFARP through alternate means.
ANSPs must support proposals for tailoring to the certification basis per paragraph c.(ii) with a documented rationale that includes:
confirmation that Defence has a well-defined capability imperative, and that meeting the prescribed design requirements would impede achievement of that capability imperative
a description of the proposed tailoring, including any additional operational procedures that will be employed to eliminate or otherwise minimise risk
confirmation that appropriate consultation, cooperation and coordination has been conducted between all persons with a shared duty to ensure health and safety for aerodrome users
confirmation that the applicant, with assistance from users, has clearly characterised the risk due to the tailored design requirements
confirmation that the relevant aircraft Military Air Operator(s) has agreed that risks have been eliminated or otherwise minimised SFARP, and both the ANSP and MAO(s) have agreed to retain any residual risk.
The applicant should make compliance demonstration evidence available to DASA who may inspect the evidence on a non-exhaustive basis.
are protected against physical and cyber threats from external and internal sources.
A certified ANSP must ensure that personnel are qualified, competent, current and authorised to undertake their assigned duties. AMCAMC GMGM
ANSPs should:
ensure tasks are undertaken by suitably competent and authorised personnel, including contractor personnel
determine staffing requirements for a service consistent with the defined and reasonable level of demand and ensure sufficient qualified, competent and authorised personnel are provided
maintain training, competency assessment and checking programs for their personnel that include the provision of the following training types:
initial
recurrent
recency
differences
on the job training (OJT)
define minimum qualification, experience, recency and currency requirements for each operational role, including those involved in the provision of training and checking, and technical personnel
conduct non-technical skills training (to comply with DASR NTS)
include required authorisations or competencies in OIP.
a. Purpose. (Context) The safe delivery of ANS is supported by knowledge, skills and behaviours benchmarked against contemporary training and learning standards. (Hazard) Undesired ANS personnel knowledge, skills and behaviours can affect the safe delivery of ANS and compromise Aviation Safety. (Defence) This regulation requires an ANSP-AM to establish qualification and competency-based training systems to:
ensure ANSP personnel are adequately trained and authorised to perform their specified duties
provide ANSP personnel with the requisite knowledge and skills to support the desired behaviours for safe ANS provision
actively monitor and correct knowledge, skills and behaviours in ANSP personnel, to ensure that the required standards are maintained.
There will be differing competencies among technical personnel depending on what aspects of the equipment or systems they are responsible for; and the role the equipment or system plays in the safety of the service. Therefore, DASA does not prescribe any single competency or licensing framework for these roles. The ANSP, by the varying nature of the equipment and systems they use or support, has flexibility to select competencies that are appropriate to each specific role. This flexibility enables the ANSP to identify the tasks and skillsets required to hold specific competency, authorisation or qualification.
ANSPs may use CASA, EASA and ICAO standards for technical personnel competency to manage competencies.
A certified ANSP must only provide an Air Traffic Control Service utilising licensed Air Traffic Controllers.AMCAMC GMGM
The basis for the licencing of air traffic controllers should include:
ICAO Annex 1 – Personnel Licensing
(AUS) CASR Part 65 – Personnel Licensing.
A person must not have responsibility for an air traffic control function to be performed in connection with any air traffic service that it provides unless:
the person holds an ATC licence with a rating for the function and an endorsement for the controlled aerodrome for which, or the airspace in relation to which, the person performs the function; or
the person performs the function under the supervision of another person who holds an ATC licence with a rating for the function and an endorsement for the controlled aerodrome for which, or the airspace in relation to which, the person performs the function.
In the interest of national harmonisation, ANSPs may consider the provisions in (AUS) CASR Part 65 – ATS Licensing for inclusion in the ANSP licensing system.
A certified ANSP that provides FPD Services must ensure all personnel who design instrument flight procedures are qualified, competent and current in instrument procedure design.AMCAMC
The basis for flight procedure designer training and currency should include:
ICAO Doc 9906 – Quality Assurance Manual for Flight Procedure Design Vols 1 and 2
(AUS) CASR 173 – Instrument flight procedure design.
A certified ANSP which uses data provided by a Data Services Provider (DSP) or another ANSP must ensure contractual arrangements regarding the supply of data in any form or for use by any operational system include requirements on the DSP to: GMGM
Purpose. (Context) Aeronautical Data comes in many forms. Aeronautical Data is used in all contemporary aviation activities and may originate from numerous sources. (Hazard) Aviation Safety can be compromised if data creation; collation; integration and distribution standards; and processes are not fit for purpose. (Defence) This regulation requires the ANSP-AM to utilise contractual arrangements to ensure that Aeronautical Data from third parties does not compromise Aviation Safety.
Aeronautical databases include databases that support the flight operation of aircraft for the purposes of primary Communication, Navigation and Surveillance (CNS) or supplementing CNS (eg flight management systems, terrain databases, obstacle databases and aerodrome mapping databases).
Aeronautical databases include applications loaded into electronic flight bags but do not include databases having no safety effect eg in-flight entertainment systems.
Aeronautical Data may be sourced from third party organisations which are not subject to DASR ANSP eg Boeing Digital Solutions (Jeppesen) and OzRunways P/L.
provide services only within the scope of a Service Level Agreement or documents issued by the relevant CAA or MAA
comply with the service delivery provisions of the current version of RTCA ‘Standards for Processing Aeronautical Data’
advise the ANSP where the DSP has subsequently identified deficiencies or errors in released aeronautical databases
advise the ANSP where any CAA or MAA has changed the conditions of approval of the DSP as a source of Aeronautical Data.
A certified ANSP that uses data provided by a DSP must advise all MAOs when released aeronautical databases, or updates to any existing aeronautical databases, are identified to have deficiencies or errors.GMGM
Purpose. (Context) Aeronautical Data comes in many forms. It is used in all contemporary aviation activities and may originate from numerous sources. (Hazard) Aviation Safety can be compromised if data creation, collation, integration and distribution standards, and processes are not fit for purpose. (Defence) This regulation requires the ANSP-AM to ensure that Aeronautical Data does not compromise Aviation Safety.