command instrument rating cao extract extract.pdf · (c) aircraft engine power augmentation fluid;...

COMMAND INSTRUMENT RATING

CAO EXTRACT

The use of these ‘selected extracts’ in CASA PEXO exams is subject to the following conditions:

1. The ‘selected extracts’ must be as provided without any additional pages, training notes, cross references or indexes added to them.

2. Candidates may choose to take into their exams either:

· These ‘selected extracts’ of CAOs, CARs and Part 61 documents; or· The normal set of CAOs, CARs and Part 61 documents, but NOT both.

3. Should a candidate, as a result of using ‘selected extracts’, find that they cannot answer a question(s) or choose an incorrect answer(s), are not permitted to use this to request a re-marking of their exam.

4. Candidates may only take ‘selected extracts’ into those exams where each of those documents (CAOs, CARs and CASR Part 61) are part of the ‘permitted materials’ for that subject.

5. A divider page, used to separate the different sections, i.e. separating CAOs from CARs and from the Part 61 portions of ‘selected extracts’, is approved.

6. As per the normal CASA requirements stated on page https://www.casa.gov.au/standard-page/permitted-material-under-part-61 of the CASA web site, no tagging of these pages is permitted, however candidates may choose to underline or highlight sections of the text if they wish (also as stated on that same page of the CASA web site).

IMPORTANT INFORMATION

EXTRACTS FROM

CIVIL AVIATION ORDERS [CAO]

1

Civil Aviation Order 20.9 (as amended)

made under subregulation 235 (7) of the Civil Aviation Regulations 1988.

This compilation was prepared on 11 November 2011 taking into account

amendments up to Civil Aviation Order 20.9 Amendment Instrument 2011 (No. 2).

Prepared by the Legislative Drafting Branch, Legal Services Division, Civil Aviation

Safety Authority, Canberra.

Contents

Section 20.9 (Air service operations — precautions in refuelling, engine and ground radar operations)

Page 2 ....... Application ....................................................................................................................... 1 3 ....... Fuel and oils ..................................................................................................................... 2 4 ....... Fuelling of aircraft ............................................................................................................ 2 5 ....... Starting and ground operations of engines ...................................................................... 7 6 ....... Ground operation of aircraft radar equipment ................................................................. 8 Appendix I ...................................................................................................................... 10 Notes to Civil Aviation Order 20.9 .................................................................................. 13

Section 20.9

Air service operations — precautions in refuelling, engine and ground radar operations

2 Application

2.1 Subject to paragraph 2.2, this section applies to:

(a) all Australian aircraft operating on aerodromes in Australian territory;

and

(b) as far as practicable — all Australian aircraft operating outside Australian

territory.

2.2 This section does not apply to an aircraft that is being refuelled in accordance

with:

(a) section 20.10, except as set out in subparagraph 1A.1 (a) of section 20.10;

and

(b) section 20.10.1, except as set out in subparagraph 2.2 (a) of section

20.10.1.

Federal Register of Legislative Instruments F2011C00881

Civil Aviation Order 20.9

2

3 Fuel and oils

3.1 The pilot in command of an aircraft shall ensure that the aircraft is not flown

unless the aviation fuel, aircraft engine lubricating oil, aircraft engine power

augmentation fluid and aircraft hydraulic system fluid used in connection with

the servicing or operation of the aircraft complies with the specification and

grade required or approved for the purpose by CASA.

Note 1 In respect of aircraft engine power augmentation fluid and aircraft hydraulic system

fluid the specification and grade specified for a particular purpose in a manual or manuals

promulgated by the aircraft or aircraft engine manufacturer may be considered as having been

approved by CASA.

Note 2 The pilot in command may assume that:

(a) aviation fuel; and

(b) aircraft engine lubricating oil; and

(c) aircraft engine power augmentation fluid; and

(d) aircraft hydraulic system fluid in the aircraft, other than that which he has caused to be

delivered into the aircraft, complies with the required specification and grade.

3.3 All ground fuel stock shall be carefully checked for the presence of

undissolved water before the fuelling operation is commenced.

Note 1 This precaution is particularly important when handling fuel from drum stocks.

Note 2 Attention is drawn to the necessity of using a positive method, such as suitable

water-detecting paste or paper, in testing for the presence of free water since sensory

perceptions of colour and smell, if used alone, can be quite misleading.

Note 3 In the case of turbine fuels, attention is also drawn to the necessity of watching for

signs of cloudiness or other indication of the presence of suspended water droplets which will

not necessarily be detected by the means mentioned in Note 2.

3.4 All fuel shall be strained or filtered for the removal of free or suspended water

and other contaminating matter before entering the aircraft tanks.

Note Attention is drawn to the special standards of filtration which may be specified by the

manufacturers of certain types of engines. e.g. turbine engines and direct-injection piston

engines.

4 Fuelling of aircraft

4.1 Location of aircraft

4.1.1 During fuelling operations, the aircraft and ground fuelling equipment shall be

so located that no fuel tank filling points or vent outlets lie:

(a) within 5 metres (17 ft) of any sealed building; and

(b) within 6 metres (20 ft) of other stationary aircraft; and

(c) within 15 metres (50 ft) of any exposed public area; and

(d) within 15 metres (50 ft) of any unsealed building in the case of aircraft

with a maximum take-off weight in excess of 5 700 kg (12 566 lb) and

(e) within 9 metres (30 ft) of any unsealed building in the case of aircraft

with a maximum take-off weight not exceeding 5 700 kg (12 566 lb).



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4.1.1.1 Notwithstanding the contents of paragraph 4.1.1 limited fuelling operations

for maintenance purposes may be carried out in certain hangars under the

following conditions:

(a) refuelling or defuelling of gasoline or wide-cut gasoline type turbine fuel

is not permitted;

(b) overwing fuelling is not permitted;

(c) these operations shall not be permitted in hangars occupied by 2 or more

tenants;

(d) the operator shall obtain approval from CASA for the detailed procedures

under which these operations may be performed. These procedures shall

be described in the maintenance manual and shall include the

circumstances under which refuelling or defuelling in hangars or

maintenance area is permitted, and the maximum volume of fuel

involved.

4.1.1.2 For the purpose of this Order, a sealed building is one which all the external

part within 15 metres (50 ft) of an aircraft‟s fuel tank filling points or vent

outlets or ground fuelling equipment is of non-flammable materials and has no

openings or all openings are closed.

4.1.2 Where the fuelling equipment is not mobile, the aircraft shall be so placed that

it can be rapidly moved to a place of safety, and a means of ensuring that this

can be done shall be readily available.

Note The following operations are not deemed to constitute fuelling operations:

(a) the drainage of a small quantity of fuel from a fuel system drain point;

(b) the transfer of fuel from tank to tank within an aircraft making use exclusively of lines

and equipment permanently installed in the aircraft.

4.2 Fuelling with passengers on board

4.2.1 The operator of an aircraft must ensure that avgas is not loaded onto an

aircraft while passengers are on board, or entering or leaving, the aircraft.

4.2.2 The operator of an aircraft that has an underwing fuelling system must ensure

that fuel is not loaded onto the aircraft using this system while passengers are

on board, or entering or leaving, the aircraft unless the fuel is aviation grade

turbine fuel that contains anti-static additive or is loaded in the USA and

meets the ASTM D 1655 standard and the following conditions are satisfied:

(a) before the fuel is loaded, all persons who may be on board, or entering or

leaving, the aircraft while the fuel is loaded are told that:

(i) fuel is to be loaded; and

(ii) their seat-belts must not be fastened while the fuel is loaded; and

(iii) they must not smoke, use any electrical equipment (other than

medical equipment used for treating a patient, the operation of which

will not affect the safety of any person on board the aircraft) or do

anything else that might cause fuel vapours to ignite during the

loading;

(b) all persons on board, or entering or leaving, the aircraft obey the

instructions given under sub-subparagraphs (a) (ii) and (iii);



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(c) a cabin crew or flight crew member is appointed to perform the following

tasks while the fuel is loaded:

(i) ensure the safety of the passengers;

(ii) maintain discipline inside the aircraft;

(iii) supervise any necessary evacuation of the aircraft;

(d) while the fuel is loaded:

(i) the aircraft‟s “fasten seat belt” signs are turned off; and

(ii) the aircraft‟s “no smoking” signs are turned on; and

(iii) the aircraft‟s emergency lights (if any) are armed;

(e) while the fuel is loaded, there is at least 1 cabin crew or flight crew

member on duty in the aircraft:

(i) for every 72 passengers on board the aircraft; or

(ii) for every passenger zone in the aircraft in which there are passengers;

whichever is more;

(f) while the fuel is loaded, there is at least 1 cabin crew or flight crew

member on duty by at least 1 exit door of each of the aircraft‟s passenger

zones in which there are passengers;

(g) all cabin crew or flight crew members who are on duty in the aircraft

while the fuel is loaded:

(i) are prepared for an immediate evacuation; and

(ii) supervise the passengers during the loading; and

(iii) ensure that the aisles and exits are unobstructed during the loading;

(h) the areas outside the aircraft that would be used if the aircraft were

evacuated are kept clear while the fuel is loaded;

(k) if the aircraft‟s engine is running — a member of the aircraft‟s flight crew

is on duty on its flight deck;

(l) the operator‟s operations manual sets out:

(i) the responsibilities of members of the operating crew who are on duty

in the aircraft while fuel is loaded; and

(ii) procedures for complying with the requirements of this paragraph.

Note An underwing fuelling system is any system that forms part of the aircraft and that

allows delivery of fuel to the aircraft without exposing the fuel to the atmosphere during

delivery.

4.2.3 Subject to paragraph 4.2.4, the operator of an aircraft without an underwing

fuelling system must ensure that fuel is not loaded on to the aircraft while

passengers are on board, or entering or leaving, the aircraft.

4.2.4 The operator of an aircraft that cannot be underwing fuelled may allow fuel to

be loaded onto the aircraft while a passenger is on board if:

(a) the passenger‟s medical condition is such that he or she cannot leave the

aircraft without assistance; and

(b) the aircraft‟s cabin door is open; and

(c) the equipment used for loading or unloading passengers (if any) is in

position at the door; and

(d) the requirements and conditions set out in paragraph 4.2.2 are satisfied.



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4.2.5 If:

(a) fuel is being loaded onto an aircraft in accordance with paragraph 4.2.2 or

4.2.4; and

(b) either:

(i) fuel vapour is found inside the aircraft; or

(ii) for any other reason it is not safe to continue loading the fuel;

the aircraft‟s operator must ensure that the loading of the fuel stops

immediately.

4.3 Aircraft safety precautions during fuelling operations

4.3.1 All engines in the aircraft, including any auxiliary power units, must be shut

down, except where CASA is satisfied that the operation of such an engine or

auxiliary power unit will not present a hazard and where a statement to that

effect, together with any special conditions for operation, is included in the

operator‟s operations manual if such a manual is required.

Note For this paragraph, CASA is satisfied if the aircraft flight manual permits operation of such an

engine or auxiliary power unit.

4.3.2 When an external electrical supply is used, the connections between that

supply and the aircraft electrical system shall be made and securely locked

before the fuelling operation is connected and shall not be disconnected until

the operation has been completed, except that connectors, which provide

control to ensure effective engagement before external power can be supplied

to the aircraft, need not be locked.

4.3.3 A person shall not, and the pilot in command and the operator shall take

reasonable steps to ensure that a person does not, during fuelling operations:

(a) operate or perform maintenance work on the aircraft‟s radar equipment

except that where the fuel is kerosene, operation or maintenance may be

carried out provided the radar transmitter is de-activated; or

(b) except where the fuel involved is kerosene, carry out maintenance on any

electrical, electronic or radio systems within the aircraft or operate such

equipment other than the aircraft‟s interior lighting or electrical apparatus

necessary for the fuelling process.

4.3.4 For fuelling an aircraft, the following requirements apply:

(a) before a fuel tank cap is removed, the aircraft and all fuelling equipment

must be bonded;

(b) if bonding is lost, fuel transfer must be stopped immediately and not

resumed until the bond is restored.

Note Care must be taken before reconnecting the bonding wire to allow for dissipation of

static electricity that may have built up.

4.3.4A For paragraph 4.3.4:

bonded means the aircraft and the fuelling equipment have the same electrical

potential.

fuelling includes refuelling and defuelling.

fuelling equipment includes mobile fuel tankers, in-ground refuel ports, fuel

bowsers, hand pumps, drums, funnels and other loose items of equipment if

these are used in the fuelling operation.



6

4.3.5 All footwear worn by aircraft servicing personnel and persons operating

fuelling equipment shall be of a non-sparking type and such persons shall not

carry any matches, cigarette lighters or other objects which could represent an

ignition hazard.

4.3.6 Except where automatic shut-off devices limit the capacity of an aircraft fuel

tank, the operator and the pilot in command shall ensure that sufficient

airspace remains in each fuel tank to allow for anticipated fuel expansion.

4.3.7 When a fuelling operation on an aircraft has been completed, the pilot in

command and the operator of the aircraft shall ensure that all fuel and oil tank

caps are securely refitted.

4.3.8 Aircraft oil tanks shall not be drained or filled when the aircraft is inside a

hangar or other building unless the oiling equipment used complies with the

provisions of Appendix I to this Order.

4.4 Safety precautions external to an aircraft during fuelling operations

4.4.1 The area in which fuelling operations are carried out shall be clearly placarded

as a „No Smoking‟ area and the limits of this area shall be a sealed building or

at least 15 metres (50 ft) from the aircraft or ground fuelling equipment.

4.4.2 Where mobile fuelling equipment is used, the equipment shall be so placed

that it can be rapidly moved in the event of fire.

4.4.3 A person shall not, and the pilot in command and the operator shall take

reasonable steps to ensure that a person does not, during fuelling operations:

(a) smoke or use a naked flame within 15 metres (50 ft) of the aircraft and

ground fuelling equipment; or

(b) except in the case of aircraft, operate an internal combustion engine or

any electrical switch, battery, generator, motor or other electrical

apparatus within 15 metres (50 ft) of the aircraft‟s fuel tank filling points

or vent outlets, and ground fuelling equipment unless the engine, switch,

generator, motor or apparatus complies with the provisions of Appendix I

to this Order and has been inspected.

4.4.4 At least 2 fire extinguishers of approved type and capacity must be positioned:

(a) within 15 metres, but not less than 6 metres, from the aircraft and the

fuelling equipment; or

(b) carried on the fuelling equipment.

4.4.5 If the fire extinguishers are carried on the fuelling equipment, they must:

(a) be fitted with quick release brackets; and

(b) be readily available from either side of the equipment; and

(c) be located as far as practicable from the vehicle fuel tanks and fuelling

points.

4.4.6 For paragraph 4.4.4 and 4.4.5, the fire extinguishers may be:

(a) 60B dry powder fire extinguishers; or

(b) an 80B dry powder fire extinguisher and a 20B foam extinguisher; or

(c) other fire extinguishers approved by CASA.

Note The use of 2 carbon dioxide extinguishers, each with a minimum capacity of 4.5 kg

(10 lb), is acceptable for this purpose. Extinguishers of other types and capacities may be

approved on application to CASA.



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4.5 Action in the event of a fire hazard

4.5.1 A fuelling operation shall be suspended and the Airport Fire Service notified

when any fuel of a quantity likely to create a fire hazard is spilled on or within

15 metres (50 feet) of the aircraft or ground fuelling equipment, including the

bilge of a fuelling barge, and the operation shall not recommence until the fire

hazard is removed.

4.5.2 A fuelling operation shall be stopped as soon as it becomes apparent that an

infringement exists of any of the relevant requirements of this Order.

4.5.3 When any fuel of a quantity likely to create a fire hazard is spilled on or

within 15 metres (50 ft) of the aircraft or ground fuelling equipment, the pilot

in command or, in his absence, the operator shall ensure that:

(a) passengers remaining on board or in the process of embarking or

disembarking are removed to a point at least 15 metres (50 ft) from the

spilled fuel; and

(b) mobile power units, vehicles and power operated loading devices

operating within 15 metres (50 ft) of the spilled fuel are shut down; and

(c) maintenance work of any nature on or within the aircraft is suspended and

not recommenced until the spilled fuel has been removed.

4.7 In this subsection:

cabin crew member means a person who:

(a) is a member of the operating crew, but not the flight crew, of an aircraft;

and

(b) may be assigned to emergency duties in the aircraft under subsection 12

of section 20.11 of the Civil Aviation Orders.

passenger zone in relation to an aircraft, means an area within the aircraft

which has:

(a) seats for 72 or less passengers; and

(b) an exit.

5 Starting and ground operations of engines

5.1 The pilot in command or in his absence any other person responsible for

starting or ground operation of an aircraft shall ensure that:

5.1.1 In the case of land aircraft, passenger loading equipment to permit rapid

evacuation of passengers and crew is kept immediately available during the

starting of engines.

5.1.2 In the case of seaplanes, water transport of a capacity sufficient to enable rapid

evacuation of passengers and crew is immediately available during the starting

of engines.

5.1.3 Where any fuel or other flammable material is spilled within 15 metres (50 ft)

of an aircraft, the aircraft engines shall not be started or operated until the fire

hazard has been removed.

5.1.4 An aircraft engine shall not be started or operated:

(a) within 5 metres (17 ft) of any sealed building; or

(b) within 8 metres (25 ft) of other aircraft; or



8

(c) within 15 metres (50 ft) of any exposed public area; or

(d) within 15 metres (50 ft) of any unsealed building in the case of an aircraft

with a maximum take-off weight exceeding 5 700 kg (12 566 lb); or

(e) within 8 metres (25 ft) of any unsealed building in the case of an aircraft

with a maximum take-off weight not exceeding 5 700 kg (12 566 lb);

and turbine engines, in addition, shall not be operated within the appropriate

distance specified below of any other aircraft, fuelling equipment or exposed

public areas which lie to the rear of and within a 15 degree arc either side of

the exhaust outlet axis of that engine:

Engine type Power condition Minimum distance

metres

Turbo-prop At or below normal slow taxiing

power

15 (50 ft)

At power used to initiate

movement of a stationary aircraft

23 (75 ft)

Turbo-jet At or below normal slow taxiing

thrust

30 (100 ft)

At thrust used to initiate

movement of a stationary aircraft

46 (150 ft)

Note Fuelling equipment does not include equipment and outlet points of an installation

located below ground level when the equipment is stowed and covering hatches are in place.

5.2 The operator of an aircraft shall ensure that all persons who may be required

to start the engine of the aircraft are familiar with the method of operation of

any installed engine nacelle fire extinguishing equipment.

5.3 The pilot in command and the operator shall ensure that passengers do not

embark or disembark or that freight is not loaded or unloaded from the aircraft

whilst an engine of the aircraft is operating unless the passengers and/or the

loading personnel have been given instruction and guidance to protect them

from injury as a consequence of engine operation.

6 Ground operation of aircraft radar equipment

6.1 The requirement of this subsection shall apply to all radar equipment with a

nominal peak power output rating in excess of 25 kW.

6.2 During all ground operation, including testing and maintenance of aircraft

radar equipment, the operator and person in charge of such equipment shall

ensure that:

6.2.1 The equipment is not energised in its normal mode (antenna rotating) unless

the sector area scanned by the radar beam is clear of the following objects to a

distance of 37 metres (120 ft) from the antenna:

(a) aircraft being refuelled or defuelled;

(b) fuel tankers, fuel tanks or fuel storage areas;

(c) persons or cargo;

(d) any other aircraft or aircraft hangar.



9

Note For each radar installation the sector area should be defined in terms of readily

distinguishable dimensions preferably related to some feature of the aircraft and should appear

in the Aircraft Maintenance Manual.

6.2.2 The equipment is not energised with the antenna stationary and the beam

directed towards any of the objects specified in paragraph 6.2.1 unless the

distance separating them from the antenna is in excess of 60 metres (200 ft).

6.2.3 The distance specified in paragraphs 6.2.1 and 6.2.2 may be reduced by

75 per cent when an approved beam attenuating device is used between the

antenna and any object specified in paragraph 6.2.1.

6.2.4 The equipment is not energised in any radiating mode of operation when the

aircraft in which the equipment is fitted is in a hangar or other enclosure

unless a suitable microwave energy absorbing shield is fitted over the antenna.

6.2.5 The equipment is not to be operated in any aircraft which is being refuelled or

defuelled.

Note During all testing of aircraft radar equipment the beam should, whenever possible, be

directed with maximum upward tilt toward a clear area.



10

Appendix I

Fire safety requirements to be met by mechanical and electrical equipment within 15 metres (50 ft) of an aircraft's fuel tank filling points and vent outlets during fuelling operations

1 Application

1.1 The requirements of this Appendix are applicable to all mechanical and

electrical equipment used within 15 metres (50 ft) of an aircraft‟s fuel tank

filling points and vent outlets during fuelling operations.

1.2 Compliance with these requirements is the responsibility of the operator of the

equipment.

2 Vehicles and plant

Note Because a higher standard of safety can be more readily achieved on diesel engines

than petrol engines, it is recommended that diesel engines be used on all vehicles, pumping

plants, etc., used within 15 metres (50 ft) of an aircraft‟s fuel tank filling points and outlet

vents during fuelling operations.

2.1 All equipment shall be of good automotive design, and shall receive proper

maintenance to ensure that it is kept in good state of repair. All reasonable

means shall be taken to limit the hazard from fire. Particular attention shall be

given to possible sources of ignition such as:

(a) incandescent carbon or naked flame which could be emitted from the

engine or associated equipment; and

(b) arcing between metallic parts of electrical circuits and components

caused by:

(i) operation of switch contacts; and

(ii) faulty cable terminations; and

(iii) breakdown of electrical insulation; and

(iv) moving contacts or rotary electrical equipment; and

(v) accidental short circuiting or open circuiting; and

(c) exposure of hot parts to combustible matter; and

(d) overheating of working parts to the ignition temperature of any

combustible matter in the vicinity of the engines.

2.2 Parts of the equipment requiring attention are:

(a) fuel system; and

(b) exhaust system; and

(c) electrical system.

2.2.1 Fuel system

The carburettor air intake shall be fitted with a flame arrestor, such as a

backfire non-return valve, or an efficient baffled and screened air cleaner.

The fuel tank shall be securely mounted, and the tank and its filler shall be

positioned so that fuel cannot be inadvertently spilled on the engine, its

exhaust, electrical and ignition system.

Fuel tank filling openings shall be fitted with well fitting caps.



11

Liquefied petroleum gas systems shall comply with Australian Standard 1425

and Australian Standard CB20, but excess flow valves and non-return valves

shall be fitted irrespective of size of tank.

2.2.2 Exhaust System

The exhaust system shall be provided with means to prevent hazardous

emission of incandescent carbon or naked flame. Baffled standard vehicle

mufflers, of good automotive design, and in good condition are acceptable.

2.2.3 Electrical System

Standard vehicle wiring shall be maintained in good condition. All additional

equipment such as obstruction lights, shall have wires and cables well

supported, with insulating grommets fitted wherever they pass through metal

panels. Equipment shall be suitably insulated and mechanically protected to

prevent breakdown during use.

Batteries shall be suitably covered to prevent accidental shorting of cells and

shall be provided with adequate means of natural ventilation.

3 Fuelling vehicles and plant

Aircraft fuelling vehicles and plant shall comply with the following:

(a) be fitted with an isolation switch between the battery and electrical

services;

(b) the engine exhaust outlet to be remote from the fuelling equipment;

(c) all electrical wiring to the rear of the vehicle cab shall be mechanically

protected;

(d) exposed electrical terminals shall be protected by insulating boots or

covers;

(e) generators, motors, switches and relays shall be of a type which will

prevent emission of hazardous sparks.

4 Electrical equipment

4.1 Equipment above ground level

All fixed and portable electrical equipment (other than vehicular) shall be of

the same requirements as the SAA requirements as for equipment operated in

Class 1, Division 2 locations, as specified in the SAA Wiring Rules, Part 1,

except that arc-producing devices such as switches, contactors, etc., which are

not operated during fuelling or defuelling operations need not to conform to

the requirements for this class of equipment. The controls of all arc-producing

devices which do not meet the requirements for Class 1, Division 2 locations

shall be clearly labelled so that there is no doubt that they are not to be

operated during fuelling operations.

4.2 Equipment below ground level

Electrical equipment located below the general ground level of the apron

(such as apron power outlets, pump control switches, etc.) shall comply with

the SAA requirements for equipment operated in Class 1, Division 1 locations.



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4.3 Cables

(a) All cables carrying electrical current at potentials up to 250 volts with

respect to earth shall be required to have 250 volt grade insulation and

shall be protected by a plastic sheath resistant to attack by fuel and oil.

(b) All cables situated in areas traversed by vehicles, hand-carts and the like

shall be suitably protected against mechanical damage. In no case shall

this protection be of a lower standard than that provided by hardwood

troughing with the dimensions by 2W and 3D where W and D are

respectively width and depth of the cable space where W is not less than

D.

(c) Where the use of trailing cables is permitted as a temporary measure, The

appropriate placement of wooden or other suitable portable barriers may

be used as an alternative to wooden troughing described in paragraph

4.3 (b) to guard against damage by vehicles and to ensure the safety of

pedestrians.

4.4 Protective devices

All fuses and overload protective devices shall be hermetically sealed and

protected by a general purpose enclosure.

4.5 Batteries

All batteries shall be suitably covered to prevent accidental shorting of cells

and shall be provided with adequate means of natural ventilation.

4.6 Protection from breakdown in service

(a) All electrical equipment shall be suitably insulated and mechanically

protected to prevent breakdown whilst in use.

(b) All connections shall be secured with spring or lock washers to prevent

accidental loosening of connections whilst in use.



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Notes to Civil Aviation Order 20.9

Note 1

The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this

compilation comprises Civil Aviation Order 20.9 amended as indicated in the Tables below.

Table of Orders

Year and number

Date of notification in Gazette/ registration on FRLI

Date of commencement

Application, saving or transitional provisions

CAO 2004 No. R10

8 December 2004 (see F2005B00787)

8 December 2004 (see s. 2)

CAO 20.9 2005 No. 1

FRLI 6 January 2006 (see F2006L00094)

7 January 2006 (see s. 2)

CAO 20.9 2010 No. 1

FRLI 2 March 2010 (see F2010L00542)

3 March 2010 (see s. 2)

CAO 20.9 2011 No. 1

FRLI 15 July 2011 (see F2011L01503)

16 July 2011 (see s. 2)

CAO 20.9 2011 No. 2

FRLI 9 November 2011 (see F2011L02289)

10 November 2011 (see s. 2)

Table of Amendments

ad. = added or inserted am. = amended rep.= repealed rs. = repealed and substituted

Provision affected How affected

s. 20.9 rs. 2004 No. R10

subs. 3 am. CAO 20.9 2011 No. 2

subs. 4 am. CAO 20.09 2005 No. 1; CAO 20.9 2010 No. 1; CAO 20.9 2011 No. 1


1

Civil Aviation Order 20.18 (Aircraft equipment — basic operational requirements) Instrument 2014 (as amended)

under regulations 207 and 232A of the Civil Aviation Regulations 1988 and subsection 33 (3)

of the Acts Interpretation Act 1901.

This compilation was prepared on 1 April 2015 taking into account amendments up to Civil

Aviation Order 20.18 Amendment Instrument 2015 (No. 1).

Prepared by the Legislative Drafting Section, Legal Branch, Legal Services Division, Civil

Aviation Safety Authority, Canberra.

1A Name of instrument

1A.1 This instrument is the Civil Aviation Order 20.18 (Aircraft equipment — basic

operational requirements) Instrument 2014.

1A.2 This instrument may be cited as Civil Aviation Order 20.18.

1A.3 A reference in an instrument to section 20.18 of the Civil Aviation Orders is taken to

be a reference to this instrument.

1B Commencement

This instrument commences on the day of registration.

1C Repeal

Civil Aviation Amendment Order (No. R19) 2004, also known by its FRLI reference

F2005B00800, including section 20.18 of the Civil Aviation Orders as set out in

Schedule 1 of that instrument, as amended, is repealed.

1 Application

This Order applies to all Australian registered aircraft.

Note Particular attention is drawn to the fact that this Order does not include requirements for oxygen

equipment, radio apparatus or emergency equipment which are specified in Civil Aviation Orders 20.4

and 20.11, respectively.

2 Definitions

2.1 In this Order, unless a contrary intention appears:

aerial work includes flight training conducted by a Part 141 operator or a Part 142

operator.

CAR 1988 means the Civil Aviation Regulations 1988.

CASR 1998 means the Civil Aviation Safety Regulations 1998.

minimum equipment list means a list that provides for the operation of aircraft with

permissible unserviceabilities, subject to compliance with such conditions, if any, as

CASA directs under subregulation 37 (2) of CAR 1988.

permissible unserviceability means any defect or damage that CASA has approved

under subregulation 37 (1) of CAR 1988 as a permissible unserviceability.



2

TAWS-B+ system means a terrain awareness and warning system that is equipped

with a visual display and complies with the requirements for Class B equipment

expressed in (E)TSO-C151, (E)TSO-C151a or (E)TSO-C151b.

2.2 In this Order, a reference to an (E)TSO, a TSO or an ETSO, as defined in

subsections 9B and 9D, with an empty bracket at the end of the reference, includes the

(E)TSO, TSO or ETSO in a version that contains a number within the bracket.

3 Instrumentation for flight under the Visual Flight Rules (the V.F.R.)

RPT aeroplanes and large charter aeroplanes

3.1 An aeroplane engaged in:

(a) a regular public transport (RPT) operation; or

(b) a charter operation that has maximum take-off weight exceeding 5 700 kg — a

charter operation;

may only be operated under the V.F.R. if it is equipped with the following:

(c) the instruments specified in Appendix II;

(d) any other instruments and indicators specified in the aeroplane’s flight manual.

Note V.F.R. and flight manual are defined in subregulation 2 (1) of CAR 1988.

Helicopters

3.2 Subject to paragraph 3A.1, a helicopter may only be operated under the V.F.R. if it is

equipped with the following:

(a) the instruments specified in Appendix VI;

(b) any other instruments and indicators specified in the helicopter’s flight manual.

Hot air balloons and hot air airships

3.3 Subject to paragraph 3A.2, a hot air balloon and a hot air airship may only be operated

under the V.F.R. if the balloon or airship is equipped with the following:

(a) the instruments specified in Appendix X;

(b) any other instruments and indicators specified in the flight manual of the balloon

or airship.

Other aircraft in private, aerial work or charter operations

3.4 Subject to paragraph 3A.3, an aircraft:

(a) engaged in a private, aerial work or charter operation; and

(b) not mentioned in paragraphs 3.1 to 3.3;

may only be operated under the V.F.R. if it is equipped with the following:

(c) the instruments specified in Appendix I;

(d) any other instruments and indicators specified in the aircraft’s flight manual.

3A Operations to which flight and navigation equipment requirements do not apply

3A.1 Paragraph 3.2 does not apply to a helicopter that operates under the V.F.R., and for

which an experimental certificate has been issued under paragraph 21.191 (g) or (h) of

CASR 1998, if equipment is carried that provides a pilot with the same information that

would be obtained by compliance with the requirements of Appendix VI for operations

by day, or Appendix VIII if approved for operations by night.



3

3A.2 Paragraph 3.3 does not apply to a balloon that operates by day under the V.F.R.:

(a) being an aircraft for which a current certificate of airworthiness as a light sport

aircraft (LSA) has been issued; or

(b) being an aircraft for which an experimental certificate has been issued under

paragraph 21.191 (g), (h) or (j), or an LSA for which an experimental certificate

has been issued under paragraph 21.191 (k), of CASR 1998;

if equipment is carried that provides a pilot with the same information that would be

obtained by compliance with the requirements of Appendix X.

3A.3 Paragraph 3.4 does not apply to any other aircraft that operates under the V.F.R.:

(a) being an aircraft for which a current certificate of airworthiness as an LSA has

been issued; or

(b) being an aircraft for which an experimental certificate has been issued under

paragraph 21.191 (g), (h) or (j) or an LSA for which an experimental certificate has

been issued under paragraph 21.191 (k), of CASR 1998;

if equipment is carried that provides a pilot with the same information that would be

obtained by compliance with the requirements of Appendix I for operations by day, or

Appendix IV if approved for operations by night.

3A.4 An aircraft referred to in paragraphs 3A.1 to 3A.3 that is approved to operate at night

and is equipped with an Electronic Flight Information System (EFIS), or other means

of electronically displaying the required information, must be provided with a

battery-powered back-up, or another form of instrumentation independent of the

aircraft electrical system, that is approved by an authorised person as suitable, in the

case of a failure of the aircraft electrical system, for the purpose of enabling the pilot

to divert to and use a safe landing site.

3A.5 If an aircraft equipped as required under paragraph 3A.4 has a battery-powered

back-up to an EFIS, the back-up must be of sufficient capacity to power the EFIS

panel or other display for 90 minutes and must be fully charged before the

commencement of a flight at night.

3A.6 Subject to paragraph 3A.7, an Australian registered aircraft may be operated without

compliance with the flight and navigation equipment requirements in subsections 3

and 4 of this Order if it can show compliance with an equivalent level of safety, as

determined by the type certificating authority for the aircraft, taking into consideration

its intended operation.

3A.7 The type certificating authority for the aircraft must be a recognised authority.

3A.8 In paragraph 3A.7:

recognised authority means an authority of a country listed in regulation 21.012 of

CASR 1998.

4 Equipment for flight under the Instrument Flight Rules (the I.F.R.)

4.1 Subject to subsection 3A, an aeroplane must not be operated under the I.F.R. unless it

is equipped with:

(a) the flight and navigation instruments specified in Appendixes II, III and IV to this

Order, as applicable; and

(b) any other instruments or indicators specified in the aeroplane flight manual; and

(c) the minimum lighting equipment specified in Appendix V to this Order; and



4

(e) in the case of single pilot RPT operations, earphones for the pilot with boom or

throat microphone and a press to transmit control on the control column. The

earphones and microphone must be compatible with the radio installation in the

aeroplane and must be used by the pilot during flight.

4.1A Subject to paragraphs 4.1B and 4.1C, an aeroplane engaged:

(a) in RPT operations; or

(b) in charter operations; or

(c) in aerial work operations as an air ambulance or for a flying doctor service;

must not be operated under the I.F.R. unless it is equipped with a serviceable

automatic pilot approved by CASA that has the following capabilities:

(d) a capability of operating the flight controls to maintain flight and manoeuvre the

aeroplane about the roll and pitch axis;

(e) an automatic heading capability;

(f) an altitude hold capability.

Note For the purpose of meeting the requirements of subparagraph 4.1A (d), an automatic pilot is

taken to have the capability of manoeuvring the aeroplane about the pitch axis if it does so solely to

restore the selected altitude after a disturbance.

4.1B In spite of paragraph 4.1A, an aeroplane referred to in that paragraph that is not

equipped with an automatic pilot in accordance with that paragraph may be operated

under the I.F.R., if the aeroplane:

(a) is equipped with fully functioning dual controls; and

(b) has 2 control seats, with 1 control seat occupied by the pilot in command of the

aeroplane and the other by a pilot who is authorised under Part 61 of CASR 1998

to conduct the flight.

4.1C If the automatic pilot fitted to an aeroplane engaged:

(a) in charter operations; or

(b) in aerial work operations as an air ambulance or for a flying doctor service;

loses a capability referred to in paragraph 4.1A, the aeroplane may, if the pilot is

satisfied that it is safe to do so, be operated under the I.F.R. by a single pilot at any

time within the period of 3 days commencing on the day on which the automatic pilot

loses the capability.

4.1D Paragraphs 4.1A, 4.1B and 4.1C apply in addition to, and not in derogation of,

paragraph 4.1.

4.2 Subject to subsection 3A, a helicopter must not be operated under the I.F.R. unless it

is equipped with:

(a) the flight and navigation instruments specified in Appendixes VII, VIII or IX to

this Order, as applicable; and

(b) any other instruments, indicators or equipment specified in the helicopter flight

manual; and

(c) the minimum lighting equipment specified in Appendix V to this section; and

(d) an approved automatic pilot, or automatic stabilisation system, for other than

night V.F.R. flights except that in the case of such flight which will involve more

than 30 minutes’ flight over water or over land areas where the helicopter’s

altitude cannot be maintained by reference to ground lighting, an approved

autostabilisation system or a 2 pilot crew must be carried.



5

Note Because of considerable variation in the individual stability characteristics of different helicopter

types and in the associated automatic pilot and automatic stabilisation systems approved by the

certification authority in the country of certification, it is not possible to detail precise specifications for

this equipment. This consideration also applies to the flight crew complement. Accordingly, each

application for approval to conduct I.F.R. category operations will be individually assessed on the basis

of the specific helicopter type and its associated automatic pilot or autostabilisation equipment and the

proposed operating environment.

5 Windshield clear vision equipment

5.1 An aircraft with a flight compartment windshield may only be operated under the

V.F.R. or the I.F.R. if it has a means of clearing heavy outside precipitation from the

windshield at a rate which ensures an unobstructed view for each pilot.

Note I.F.R. is defined in subregulation 2 (1) of CAR 1988.

5.2 Paragraph 5.1 does not apply for:

(a) an aeroplane with an MTOW less than 5 700 kg; or

(b) a helicopter with an MTOW less than 2 750 kg maximum;

if the windshield design satisfies CASA that moderate rain will not impair the pilot’s

view for take-off, landing or normal flight.

6 Recording equipment

6.1 An aircraft of maximum take-off weight:

(a) in excess of 5 700 kg and which is:

(i) turbine-powered; or

(ii) of a type first certificated in its country of manufacture on or after

1 July 1965;

must not be flown (except in agricultural operations) unless it is equipped with an

approved flight data recorder and an approved cockpit voice recorder system;

(b) less than, or equal to, 5 700 kg and which is:

(i) pressurised; and

(ii) turbine-powered by more than 1 engine; and

(iii) of a type certificated in its country of manufacture for operation with more

than 11 places; and

(iv) issued with its initial Australian Certificate of airworthiness after

1 January 1988;

must not be flown unless it is equipped with an approved cockpit voice recorder

system.

6.1A Paragraph 6.1 does not apply to an aircraft for which there is in force an airworthiness

certificate in the agricultural category or the restricted category.

6.2 The flight data recorder and cockpit voice recorder systems installed in an aircraft

under this Order:

(a) must comply with the requirements of Civil Aviation Orders 103.19 and 103.20,

respectively; and

(b) will be considered for approval when CASA has equipment available allowing

replay of the recordings.



6

6.3 Where an aircraft is required to be so equipped by this Order, the flight data recorder

system must be operated continuously from the moment when the aircraft commences

to taxi under its own power for the purpose of flight until the conclusion of taxiing

after landing.

6.4 Where an aircraft is required to be so equipped by this Order, the cockpit voice

recorder system must be operated continuously from the start of the use of the check

list before starting engines for the purpose of flight until completion of the final check

list at the termination of the flight.

6.5 Where an aircraft is required to be so equipped by this Order, the operator must ensure

that:

(a) the flight data recorder retains its last 25 hours of recording; and

(b) the cockpit voice recorder retains its last 30 minutes of recording; and

(c) data from the last 2 occasions on which the flight data recorder system was

calibrated from which the accuracy of the system can be determined are

preserved.

6.6 The operator of an aircraft which is required by this Order to be equipped with

recorders must take action to ensure that during ground maintenance periods the

recorders are not activated unless the maintenance is associated with the flight data

recording equipment or with the aircraft engines.

6.7 An aircraft required to be fitted with a flight data recorder system and/or a cockpit

voice recorder system may operate with an unserviceable recorder system for a period

of 21 days commencing on the day on which the system was determined to be

unserviceable providing that:

(a) the aircraft does not depart from an aerodrome where staff and equipment are

available to replace the unserviceable units; and

(b) where the aircraft is required to be fitted with both a flight data recorder and

cockpit voice recorder system, 1 system is serviceable; and

(c) the aircraft is not operating training or test flights.

7 Assigned altitude indicator and altitude alerting system

7.1 Piston-engined aircraft and unpressurised turbine-engined aircraft operating above

15 000 feet in controlled airspace under the I.F.R. (except night V.M.C.) must be

equipped with an altitude alerting system.

7.2 Pressurised turbine-engined aircraft operating in controlled airspace under the I.F.R.

(except night V.M.C.) must be equipped with an altitude alerting system.

7.3 Unless equipped with an altitude alerting system, an aircraft operating in controlled

airspace under the I.F.R. (except night V.M.C.) must be equipped with an assigned

altitude indicator.

7.4 An altitude alerting system or an assigned altitude indicator must be so designed and

located that:

(a) it can be readily adjusted for setting from each pilot seat; and

(b) the assigned altitude/flight level display is clearly discernible by day and night to

all operating flight crew members whose duties involve altitude/flight level

assignment monitoring; and

(c) altitude/flight levels may be pre-selected unambiguously in increments

commensurate with levels at which the aircraft may be operated.



7

7.5 The assigned altitude indicator must be demonstrated to the satisfaction of CASA.

7.6 The altitude alerting system must be demonstrated to the satisfaction of CASA and be

capable of:

(a) alerting the pilot upon approaching or departing from a pre-selected level in both

climb and descent by aural and/or visual signals in sufficient time to establish

level flight at the pre-selected level, except that altitude alerting systems in

aircraft first registered in Australia before 1 January 1983 need not alert the pilot

when departing from a pre-selected altitude; and

(b) providing the required signals from sea level to the highest operating altitude

approved for the aircraft in which it is installed; and

(c) being tested without separate equipment to determine proper operation of the

alerting signals; and

(d) accepting necessary barometric pressure settings in millibars if the system or

device operates on barometric pressure.

8 Radiation indicator

All aeroplanes intended to be operated above 49 000 feet must carry equipment to

measure and indicate continuously the dose rate of total cosmic radiation being

received (i.e. the total of ionizing and neutron radiation of galactic and solar origin)

and the cumulative dose on each flight. The display unit must be readily visible to a

flight crew member.

9 Ground proximity warning system

9.1 Subject to paragraphs 9.1A and 9.1C, a turbine-engined aeroplane that:

(a) has a maximum take-off weight of more than 15 000 kg or is carrying 10 or more

passengers; and

(b) is engaged in RPT, or charter, operations;

must not be operated under the I.F.R. unless it is fitted with a ground proximity

warning system (GPWS) that meets the requirements of Civil Aviation Order 108.36.

9.1A Paragraph 9.1 does not apply to an aeroplane if:

(a) at any time before the aeroplane is operated under the I.F.R. in RPT, or charter,

operations, the person who was, at that time, the holder of the Air Operator’s

Certificate (AOC) authorising the operation of the aeroplane has given to CASA

an undertaking in an approved form that the aeroplane will, on or before

1 January 2001, be fitted with an approved GPWS that has a predictive terrain

hazard warning function; and

(b) the operations manual provided by the holder of the AOC authorising the

operation of the aeroplane sets out the details of a course of training in awareness

of controlled flight into terrain; and

(c) the pilot in command of the aeroplane, and (if applicable) any other pilot

occupying a control seat in the aeroplane, have completed the course of training.

9.1B Paragraphs 9.1 and 9.1A cease to have effect at the end of 31 December 2000.

9.1C A turbine-engined aeroplane that:

(a) has a maximum take-off weight of more than 15 000 kg or is carrying 10 or more

passengers; and

(b) is engaged in RPT, or charter, operations;



8

must not be operated under the I.F.R. unless it is fitted with:

(c) an approved GPWS that has a predictive terrain hazard warning function; or

(d) if paragraph 9.1CA applies — a GPWS that meets the requirements of Civil

Aviation Order 108.36 (a CAO 108.36 GPWS); or

(e) if the aeroplane has a maximum take-off weight of 5 700 kg or less, but is

carrying 10 or more passengers — a TAWS-B+ system.

9.1CA Up to the end of June 2005, an aeroplane may be fitted with a CAO 108.36 GPWS:

(a) if, immediately before 1 January 2001, paragraph 9.1 applied to the aeroplane; or

(b) if the aeroplane first becomes an Australian aeroplane on or after 1 January 2001

(unless it is an aircraft in respect of which an undertaking has been given under

paragraph 5.3 of Civil Aviation Order 82.1 or paragraph 10.3 of Civil Aviation

Order 82.3 or 82.5, as in force immediately before 1 January 2001); or

(c) if:

(i) immediately before 1 January 2001, paragraph 9.1 did not apply to the

aeroplane because of paragraph 9.1A; and

(ii) the holder of the AOC authorising the operation of the aeroplane (the AOC

holder) provides satisfactory evidence to CASA, in accordance with

paragraph 9.1CB, that it is not possible to fit the aeroplane with an approved

GPWS that has a predictive terrain hazard warning function.

9.1CB For the purposes of sub-subparagraph 9.1CA (c) (ii), evidence is taken to be

satisfactory only if it is:

(a) a statement, in writing, to the AOC holder from the manufacturer of an approved

GPWS that has a predictive terrain hazard warning function; or

(b) a statutory declaration by the AOC holder;

to the effect that the FAA’s list of supplemental type certificates does not include any

reference to a supplemental type certificate relating to the fitting of an aeroplane of the

same type with an approved GPWS that has that function.

9.1D For the purposes of this subsection:

(a) a GPWS has a predictive terrain hazard warning function if it employs an

aircraft navigation system and a terrain database to compute a display of terrain

along, and in the vicinity of, the flight path of an airborne aeroplane in order to

provide the flight crew of the aeroplane with a warning of any terrain that may

endanger the aeroplane if its flight path were to remain unchanged; and

(b) the GPWS is taken to be approved only if it meets:

(i) the requirements set out in FAA notice N 8110.64 as in force on

15 August 1999; or

(ii) the standard for the Class A Terrain Awareness Warning System specified

in TSO C-151, TSO C-151a or TSO C-151b.

9.2 A GPWS must be demonstrated to the satisfaction of CASA to be capable of

providing automatically a timely and distinctive warning to the flight crew when the

aeroplane is in potentially hazardous proximity to the earth’s surface.

9.3 Except as provided in paragraph 9.4, an aeroplane required to be fitted with a GPWS

must not commence a flight with that equipment unserviceable.



9

9.4 An aeroplane required to be fitted with a GPWS must not depart with that equipment

unserviceable from an aerodrome where facilities are available to repair or replace the

GPWS and in no case must an aeroplane be operated with its GPWS unserviceable for

a period exceeding 24 hours from the time the equipment was determined to be

unserviceable.

9B Directions relating to carriage and use of automatic dependent surveillance – broadcast equipment

9B.1 This subsection applies to aircraft engaged in private, aerial work, charter or RPT

operations in Australian territory.

9B.2 In subsections 9B and 9C, and Appendix XI:

ADS-B means automatic dependent surveillance – broadcast.

ADS-B test flight means a flight to prove ADS-B transmitting equipment that is newly

installed on the aircraft undertaking the flight.

aircraft address means a unique code of 24 binary bits assigned to an aircraft by:

(a) CASA when the aircraft is registered on the Australian Civil Aircraft Register; or

(b) the relevant RAAO for the aircraft when the aircraft is placed on its aircraft

register.

approved equipment configuration means an equipment configuration that:

(a) meets the conditions for approval set out in Appendix XI; or

(b) is approved in writing by CASA.

Note Equipment configurations approved by CASA are published in Appendix D of Advisory Circular

21-45.

ATC means air traffic control.

ATSO means Australian Technical Standard Order of CASA.

EASA means the European Aviation Safety Agency.

EASA AMC 20-24 means EASA document AMC 20-24 titled Certification

Considerations for Enhanced ATS in Non-Radar Areas using ADS-B Surveillance

(ADS-B-NRA) via 1090 MHZ Extended Squitter, dated 2 May 2008.

EHS DAPs means enhanced surveillance downlink of aircraft parameters.

(E)TSO means FAA Technical Standard Order and/or European Technical Standard

Order.

ETSO means European Technical Standard Order of the EASA.

FAA means the Federal Aviation Administration of the United States.

FDE means Fault Detection and Exclusion, a feature of a GNSS receiver that

excludes faulty satellites from position computation.

FL 290 means flight level 290.

Note Flight level 290 is defined in subregulation 2 (1) of CAR 1988.

GNSS means the Global Navigation Satellite System installed in an aircraft to

continually compute the position of the aircraft by use of the GPS.

GPS means the Global Positioning System.

HPL means the Horizontal Protection Level of the GNSS position of an aircraft as an

output of the GNSS receiver or system.



10

Mode A is a transponder function that transmits a 4-digit octal identification code for

an aircraft when interrogated by an SSR, the code having been assigned to the aircraft

by ATC for the relevant flight sector.

Mode A code is the 4-digit octal identification code transmitted by a Mode A

transponder function.

Mode C is a transponder function that transmits a 4-digit octal code for an aircraft’s

pressure altitude when interrogated by an SSR.

Mode C code is the 4-digit octal identification code transmitted by a Mode C

transponder function.

Mode S is a monopulse radar interrogation technique that improves the accuracy of

the azimuth and range information of an aircraft, and uses a unique aircraft address to

selectively call individual aircraft.

NAA has the same meaning as in regulation 1.4 of CASR 1998.

Note “NAA, for a country other than Australia, means:

(a) the national airworthiness authority of the country; or

(b) EASA, in relation to any function or task that EASA carries out on behalf of the country.”.

NIC means Navigation Integrity Category as specified in paragraph 2.2.3.2.7.2.6 of

RTCA/DO-260A.

NUCp means Navigation Uncertainty Category – Position as specified in

paragraph 2.2.8.1.5 of RTCA/DO-260.

RAAO means a recreational aviation administration organisation that is recognised by

CASA.

RTCA/DO-229D means document RTCA/DO-229D titled Minimum Operational

Performance Standards for Global Positioning System/Wide Area Augmentation

System Airborne Equipment, dated 13 December 2006, of the RTCA Inc. of

Washington D.C. USA (RTCA Inc.).

RTCA/DO-260 means RTCA Inc. document RTCA/DO-260 titled Minimum

Operational Performance Standards for 1090 MHz Automatic Dependent Surveillance

– Broadcast, dated 13 September 2000.

RTCA/DO-260A means RTCA Inc. document RTCA/DO-260A titled Minimum

Operational Performance Standards for 1090 MHz Automatic Dependent

Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast

(TIS-B), dated 10 April 2003.

SA means Selective Availability, and is a function of the GPS that has the effect of

degrading the accuracy of the computed GPS position of a GNSS-equipped aircraft.

SSR means a secondary surveillance radar system that is used by ATC to detect an

aircraft equipped with a radar transponder.

TSO means Technical Standard Order of the FAA.

9B.3 If an aircraft carries ADS-B transmitting equipment for operational use in Australian

territory, the equipment must comply with an approved equipment configuration.

9B.4 If an aircraft carries serviceable ADS-B transmitting equipment for operational use in

Australian territory, the equipment must transmit:

(a) a flight identification that corresponds exactly to the aircraft identification

mentioned on the flight notification filed with ATC for the flight; or

(b) if no flight notification is filed for the flight — a flight identification that is:



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(i) for an aircraft registered on the Australian Civil Aircraft Register and

operating wholly within Australian territory — the aircraft’s registration

mark; or

(ii) for an Australian aircraft registered by a RAAO — in accordance with the

organisation’s operations manual; or

(c) another flight identification directed or approved by ATC.

9B.5 If an aircraft carries serviceable ADS-B transmitting equipment that complies with an

approved equipment configuration, the equipment must be operated continuously

during the flight in all airspace at all altitudes unless the pilot is directed or approved

otherwise by ATC.

9B.6 If an aircraft carries ADS-B transmitting equipment which does not comply with an

approved equipment configuration, the aircraft must not fly in Australian territory

unless the equipment is:

(a) deactivated; or

(b) set to transmit only a value of zero for the NUCp or NIC.

Note It is considered equivalent to deactivation if NUCp or NIC is set to continually transmit only a

value of zero.

9B.7 However, the equipment need not be deactivated as mentioned in paragraph 9B.6 if

the aircraft is undertaking an ADS-B test flight in V.M.C. in airspace below FL 290.

9B.8 On and after 12 December 2013, any aircraft that is operated at or above FL 290 must

carry serviceable ADS-B transmitting equipment that complies with an approved

equipment configuration by meeting the conditions for approval set out in

Appendix XI.

9B.9 An aircraft:

(a) that is first registered on or after 6 February 2014; and

(b) that is operated under the I.F.R.;

must carry serviceable ADS-B transmitting equipment that complies with an approved


Appendix XI.

9B.10 On and after 2 February 2017, an aircraft:

(a) that is first registered before 6 February 2014; and

(b) that is operated under the I.F.R.;



Appendix XI.

9B.11 On and after 4 February 2016, an aircraft that is operated under the I.F.R. in airspace:

(a) that is Class A, B, C or E; and

(b) that is within the arc of a circle that starts 500 NM true north from Perth

aerodrome and finishes 500 NM true east from Perth aerodrome;



Appendix XI.

9B.12 Paragraphs 9B.8 to 9B.11 do not apply to an aircraft if:



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(a) the aircraft owner, operator or pilot has written authorisation from CASA, based

on a safety case, for the operation of the aircraft without the ADS-B transmitting

equipment; or

(b) the equipment is unserviceable for a flight, and each of the following applies:

(i) the flight takes place within 3 days of the discovery of the unserviceability;

(ii) at least 1 of the following applies for the flight:

(A) flight with unserviceable equipment has been approved by CASA, in

writing, subject to such conditions as CASA specifies;

(B) the unserviceability is a permissible unserviceability set out in the

minimum equipment list for the aircraft and any applicable conditions

under subregulation 37 (2) of CAR 1988 have been complied with;

(iii) ATC clears the flight before it commences despite the unserviceability.

9C Standards for Mode S transponder equipment

9C.1 This subsection applies to an aircraft engaged in private, aerial work, charter or RPT

operations.

9C.2 If the aircraft carries Mode S transponder equipment (the equipment), the equipment

must meet the standards set out in this subsection.

9C.3 The equipment must be of a type that is authorised by:

(a) the FAA, in accordance with TSO-C112( ) as in force on 5 February 1986, or a

later version as in force from time to time; or

(b) EASA, in accordance with ETSO-C112a as in force on 24 October 2003, or a

later version as in force from time to time; or

(c) CASA, in accordance with an instrument of approval of the type.

Note 1 CASA Advisory Circular 21-46 provides guidelines on Mode S transponder equipment.

Note 2 If Mode S transponder equipment incorporates ADS-B functionality, the standards set out in

subsection 9B for ADS-B transmitting equipment will also apply to the Mode S transponder equipment.

9C.4 The aircraft address entered into the equipment must exactly correspond to the aircraft

address assigned to the aircraft by CASA or the relevant RAAO.

9C.5 The equipment must transmit each of the following when interrogated on the

manoeuvring area of an aerodrome or in flight:

(a) the aircraft address;

(b) the Mode A code;

(c) the Mode C code;

(d) subject to paragraph 9C.7, the aircraft flight identification in accordance with

paragraph 9C.6.

9C.6 The aircraft flight identification must:

(a) if a flight notification is filed with ATC for the flight — correspond exactly with

the aircraft identification mentioned on the flight notification; or

(b) if no flight notification is filed with ATC for the flight:

(i) for an aircraft registered on the Australian Civil Aircraft Register — be the

aircraft registration mark; or

(ii) for an Australian aircraft registered by a RAAO — be in accordance with the

RAAO’s operations manual; or

(c) be another flight identification directed or approved for use by ATC.



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9C.7 Mode S transponder transmission of the aircraft flight identification is optional for any

aircraft that was first registered in Australia before 9 February 2012 (an older

aircraft). However, if an older aircraft is equipped to transmit, and transmits, an

aircraft flight identification then that aircraft flight identification must be in

accordance with paragraph 9C.6.

9C.8 If the equipment transmits any Mode S EHS DAPs, the transmitted DAPs must

comply with the standards set out in paragraph 3.1.2.10.5.2.3 and Table 3-10 of

Volume IV, Surveillance and Collision Avoidance Systems, of Annex 10 of the

Chicago Convention.

Note 1 Paragraph 3.1.2.10.5.2.3 includes 3.1.2.10.5.2.3.1, 3.1.2.10.5.2.3.2 and 3.1.2.10.5.2.3.3.

Note 2 Australian Mode S SSR are EHS DAPs-capable, and operational use of EHS DAPs is to be

introduced in Australia. Implementation of Mode S EHS DAPs transmissions that are not in accordance

with the ICAO standards may be misleading to ATC. Operators need to ensure that correct parameters

are being transmitted.

9C.9 If the equipment is carried in an aircraft first registered in Australia on or after

9 February 2012:

(a) having a certificated maximum take-off weight above 5 700 kg; or

(b) that is capable of normal operation at a maximum cruising true air speed above

250 knots;

the equipment’s receiving and transmitting antennae must:

(c) be located in the upper and lower fuselage; and

(d) operate in diversity, as specified in paragraphs 3.1.2.10.4 to 3.1.2.10.4.5

(inclusive) of Volume IV, Surveillance and Collision Avoidance Systems, of

Annex 10 of the Chicago Convention.

Note Paragraph 3.1.2.10.4.2.1 is recommendatory only.

9D Directions for mandatory GNSS equipment for I.F.R. flight

Note This subsection provides for minimum equipage for GNSS navigation. Some operations under

RNP may require additional equipment under CAO 20.91.

Definitions

9D.1 In this subsection:

ADF equipment means automatic direction finding equipment.

CAO means Civil Aviation Order.

EASA means the European Aviation Safety Agency.

(E)TSO means FAA Technical Standard Order and/or European Technical Standard

Order.

ETSO means European Technical Standard Order of EASA.

FAA means the Federal Aviation Administration of the United States of America.

GNSS means the Global Navigation Satellite System.

paragraph 9D.9 standards means the standard set out in paragraph 9D.9 for GNSS

navigation equipment.

paragraph 9D.10 standards means the standard set out in paragraph 9D.10 for GNSS


paragraph 9D.11 standards means the standard set out in paragraph 9.11 for GNSS




14

paragraph 9D.12 standards means the standard set out in paragraph 9D.12 for ADF

and VOR equipment.

recognised country means a country listed in the Table in Appendix 1 of

CAO 100.16.

registered, for an aircraft, means entered on the Australian Civil Aircraft Register.

RNP means required navigation performance.

TSO means Technical Standard Order of the FAA.

VOR navigation receiver means very high frequency (VHF) omni-range navigation

receiver.

9D.2 Subject to paragraph 9D.1, in this subsection words and phrases have the same

meaning as in subsection 9B.

GNSS navigation for RPT operations and charter operations under the I.F.R.

9D.3 An aircraft:


(b) that is engaged in RPT operations or charter operations under the I.F.R.;

must carry at least all of the serviceable equipment mentioned in 1 of the following

subparagraphs:

(c) at least 2 independent GNSS navigation equipments that meet paragraph 9D.9

standards;

(d) at least:

(i) a single GNSS equipment that meets paragraph 9D.9 standards; and

(ii) an ADF or a VOR navigation receiver that meets paragraph 9D.12 standards;

(e) a multi-sensor navigation system that includes GNSS and inertial integration and

is approved by CASA as providing an alternate means of compliance to the

requirements of paragraph 9D.9.

9D.4 An aircraft:



must carry at least all of the serviceable equipment mentioned in

subparagraph 9D.3 (c), (d) or (e) if GNSS equipment is installed on the aircraft on or

after 6 February 2014.

9D.5 On and after 4 February 2016, an aircraft:




subparagraphs:

(c) at least 2 independent GNSS navigation equipments that meet paragraph 9D.9

standards;

(d) at least:





15




GNSS navigation for aerial work operations and private operations under the I.F.R.

9D.6 An aircraft:


(b) that is engaged in aerial work operations or private operations under the I.F.R.;

must carry at least 1 serviceable GNSS navigation equipment that meets

paragraph 9D.9 standards.

9D.7 An aircraft:



must carry at least 1 serviceable GNSS navigation equipment that meets paragraph

9D.9 standards, if GNSS equipment is installed on the aircraft on or after 6 February

2014.

9D.8 On and after 4 February 2016, an aircraft:




subparagraphs:

(c) at least 1 serviceable GNSS navigation equipment that meets paragraph 9D.9

standards;

(d) at least:






Standards for GNSS navigation equipment, and ADF and VOR equipment

Paragraph 9D.9 standards

9D.9 For the paragraph 9D.9 standards, GNSS equipment must be of a type that is

authorised in accordance with 1 of the following (E)TSOs, or a later version of the

(E)TSO as in force from time to time:

(a) (E)TSO-C145( );

(b) (E)TSO-C146( );

(c) (E)TSO-C196a.



authorised in accordance with 1 of the following (E)TSOs, or a later version of the

(E)TSO as in force from time to time:

(a) (E)TSO-C129( );

(b) (E)TSO-C145( );



16

(c) (E)TSO-C146( );

(d) (E)TSO-C196a.

Note 1 GNSS equipment in accordance with (E)TSO-C129( ) is unlikely to support ADS-B position

source equipment requirements.

Note 2 If GNSS equipment in accordance with (E)TSO-C129( ) is used, the requirement for navigation

to an alternate aerodrome must be met by using ADF or VOR navigation.



authorised in accordance with (E)TSO-C129( ), or a later version of the (E)TSO as in

force from time to time.

Note 1 GNSS equipment in accordance with (E)TSO-C129( ) is unlikely to support ADS-B position

source equipment requirements.

Note 2 If GNSS equipment in accordance with (E)TSO-C129( ) is used, the requirement for navigation

to an alternate aerodrome must be met by using ADF or VOR navigation.


9D.12 For the paragraph 9D.12 standards, ADF equipment and VOR navigation receivers

must be of a type that is certified by 1 of the following:

(a) the FAA;

(b) EASA;

(c) NAA of a recognised country.

9E Carriage of Mode S transponder equipment

9E.1 This subsection applies to an aircraft engaged in private, aerial work, charter or RPT

operations.

9E.2 Subject to paragraph 9E.3, an aircraft:

(a) that is:

(i) first registered on or after 6 February 2014; or

(ii) modified by having its transponder installation replaced on or after

6 February 2014; and

(b) that is operated:

(i) in Class A, B, C or E airspace; or

(ii) above 10 000 feet above mean sea level in Class G airspace;

must carry a serviceable Mode S transponder that meets the standards:

(c) for Mode S transponder equipment — in subsection 9C; and

(d) for ADS-B transmission — in a clause or clauses of Appendix XI as follows:

(i) clauses 2 and 5 of Part B; or

(ii) clause 7 of Part C; or

(iii) clause 8 of Part C.

Note The requirement is for aircraft to be fitted with a Mode S transponder with ADS-B OUT

capability. That does not mean that ADS-B OUT transmission is also required under this paragraph. It

means that, with the later connection of compatible GNSS position source equipment, ADS-B OUT can

be transmitted as well as Mode S SSR responses.

9E.3 Paragraph 9E.2 does not apply to an aircraft:

(a) operating in Class E airspace; or

(b) operating above 10 000 feet above mean sea level in Class G airspace;



17

if the aircraft does not have:

(c) an engine; or

(d) sufficient engine-driven electrical power generation capacity to power a Mode S

transponder.

9E.4 On and after 4 February 2016, an aircraft operating at Brisbane, Sydney, Melbourne or

Perth aerodrome must carry a serviceable Mode S transponder that meets the

standards of:

(a) subsection 9C; and

(b) the following clause or clauses of Appendix XI:

(i) clauses 2 and 5 of Part B; or

(ii) clause 7 of Part C; or

(iii) clause 8 of Part C.

Note 1 A Mode A/C transponder does not meet this requirement.

Note 2 ADS-B OUT transmission is not mandatory but the Mode S transponder must be ADS-B

capable.

9E.5 Paragraphs 9E.2 and 9E.4 do not apply to an aircraft for a flight if the Mode S

transponder equipment is unserviceable for the flight, and each of the following

applies:

(a) the flight takes place within 3 days of the discovery of the unserviceability;

(b) at least 1 of the following applies for the flight:

(i) flight with unserviceable equipment has been approved by CASA, in writing,

subject to such conditions as CASA specifies;

(ii) the unserviceability is a permissible unserviceability set out in the minimum

equipment list for the aircraft, and any applicable conditions under

subregulation 37 (2) of CAR 1988 have been complied with;

(c) ATC clears the flight despite the unserviceability.

10 Serviceability

10.1 In the case of a charter or RPT aircraft, all instruments and equipment that it carries,

or is fitted with, under subregulation 207 (2) of CAR 1988 must be serviceable before

take-off, unless:

(a) flight with unserviceable instruments or equipment has been approved by CASA,

subject to such conditions as CASA specifies; or

(b) the unserviceability is a permissible unserviceability set out in the minimum

equipment list for the aircraft and any applicable conditions under

subregulation 37 (2) of CAR 1988 have been complied with; or

(c) CASA has approved the flight with the unserviceable instrument or equipment

and any applicable conditions that CASA has specified, in writing, have been

complied with; or

(d) the unserviceable instrument or equipment is a passenger convenience item only

and does not affect the airworthiness of the aircraft.

Note Equipment referred to in paragraph 10.1 includes oxygen and protective breathing equipment,

emergency lifesaving equipment, seats, seat belts and safety equipment that are required to meet an

applicable standard, and other instruments and equipment required to be carried or fitted under this

Order.



18

10.1A A private or aerial work aircraft must not be operated:

(a) under the V.F.R., unless:

(i) all instruments and equipment required to be fitted to the aircraft under

subsection 3 are serviceable before take-off; or

(ii) CASA has approved the flight with the unserviceable instrument or

equipment and any applicable conditions that CASA has specified, in

writing, have been complied with; or

(b) under the I.F.R., unless:

(i) all instruments and equipment required to be fitted to the aircraft under

subsection 4 are serviceable before take-off; or

(ii) CASA has approved the flight with the unserviceable instrument or

equipment and any applicable conditions that CASA has specified, in

writing, have been complied with.

10.2 Where flight is conducted with unserviceable instruments or equipment under the

provisions of paragraph 10.1 or 10.1A, the unserviceable instruments or equipment

must be prominently placarded “UNSERVICEABLE” or removed from the aircraft.

Note Where an instrument or piece of equipment performs more than 1 function, it is permissible to

placard as unserviceable only the function(s) which are unserviceable.

10.3 The holder of an AOC authorising an RPT operation must:

(a) have a minimum equipment list or lists for the aircraft used to conduct those

operations; and

(b) include each list in the operations manual for the aircraft to which that list

applies.

10.4 The holder of an AOC authorising charter operations:

(a) may have a minimum equipment list or lists for the aircraft used to conduct those

operations; and

(b) must include each list in the operations manual for the aircraft to which that list

applies.



19

Appendix I

Instruments required for flight under the V.F.R.

(Limited to aircraft specified in subsection 3, paragraph 3.1)

1 The flight and navigational instruments required for flights under the V.F.R. are:

(a) an airspeed indicating system; and

(b) an altimeter, with a readily adjustable pressure datum setting scale graduated in

millibars; and

(c) (i) a direct reading magnetic compass; or

(ii) a remote indicating compass and a standby direct reading magnetic

compass; and

(d) an accurate timepiece indicating the time in hours, minutes and seconds. This

may be carried on the person of the pilot or navigator.

2 In addition to the instruments required under clause 1, aircraft, other than helicopters,

engaged in charter, or aerial work, operations and operating under the V.F.R., must be

equipped with:

(a) a turn and slip indicator (agricultural aeroplanes may be equipped with a slip

indicator only); and

(b) an outside air temperature indicator when operating from an aerodrome at which

ambient air temperature is not available from ground-based instruments.



20

Appendix II

Instruments required for:

(i) aeroplanes engaged in RPT operations; and

(ii) aeroplanes engaged in charter operations which have a maximum take-off weight greater than 5 700 kg

1 The flight and navigation instruments required are:

(a) an airspeed indicating system with means of preventing malfunctioning due to

either condensation or icing; and

(b) 2 sensitive pressure altimeters; and



compass; and

(d) an accurate timepiece indicating the time in hours, minutes and seconds; and

(e) a rate of climb and descent indicator (vertical speed indicator); and

(f) an outside air temperature indicator; and

(g) 2 attitude indicators (artificial horizons); and

(h) a heading indicator (directional gyroscope or equivalent approved by CASA); and

(i) a turn and slip indicator except that only a slip indicator is required when a third

attitude indicator usable through flight attitudes of 360 degrees of pitch and roll is

installed in accordance with paragraph (k) of this Appendix; and

(j) a means of indicating whether the power supply to those instruments requiring

power is working satisfactorily; and

(k) in turbo-jet aeroplanes having a maximum take-off weight greater than 5 700 kg

and in turbo-prop aeroplanes having a maximum take-off weight greater than

18 000 kg a third attitude indicator which:

(i) is powered from a source independent of the electrical generating system;

and

(ii) continues to provide reliable indications for a minimum of 30 minutes after

total failure of the electrical generating system; and

(iii) is operative without selection after total failure of the electrical generating

system; and

(iv) is located on the instrument panel in a position which will make it plainly

visible to, and usable by, any pilot at his station; and

(v) is appropriately lighted during all phases of operation; and

(l) in turbo-jet aeroplanes with operating limitations expressed in terms of Mach

number, a Mach number indicator (Machmeter).

2 (a) For aeroplanes above 5 700 kg maximum take-off weight, the instruments used

by the pilot in command and which are specified in paragraphs 1 (a), (b), (e) and

(l) of this Appendix must be capable of being connected either to a normal or an

alternate static source but not both sources simultaneously. Alternatively, the

aeroplane may be fitted with 2 independent static sources each consisting of a

balanced pair of flush static ports of which 1 is used for the instruments specified



21

above. Instruments and equipment other than flight instruments provided for use

by the pilot in command, must not be connected to the normal static system that

operates the instruments of the pilot in command;

(b) for aeroplanes not above 5 700 kg maximum take-off weight, the instruments

specified in paragraphs 1 (a), (b), (e) and (l) of this Appendix must be capable of

being connected to either a normal or alternate static source but not both sources

simultaneously. Alternatively, the aeroplane may be fitted with a balanced pair of

flush static ports.

3 The instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have

duplicated sources of power supply.

4 CASA may, having regard to the type of aeroplane, approve an attitude indicator

incorporated in an automatic pilot system being 1 of the 2 attitude indicators required

by paragraph 1 (g) of this Appendix.

5 A gyro-magnetic type of remote indicating compass installed to meet the requirements

of paragraph 1 (c) (ii) of this Appendix may also be considered to meet the

requirement for a heading indicator specified in paragraph 1 (h) of this Appendix,

provided that it has a duplicated power supply.

6 For V.F.R. flight, the following instruments may be unserviceable:

(a) the attitude indicator required by paragraph 1 (k);

(b) 1 of the attitude indicators required by paragraph 1 (g) provided that the attitude

indicator required by paragraph 1 (k) is serviceable or an attitude indicator has

been provided to meet the requirements of paragraph 1 (i) and is serviceable;

(c) the turn and slip indicator or slip indicator and attitude indicator required by

paragraph 1 (i).



22

Appendix III

Instruments required for aeroplanes with a maximum take-off weight not greater than 5 700 kg engaged in charter operations under the I.F.R. (except night V.M.C.) excluding freight only charter operations

1 The flight and navigation instruments required are:

(a) an airspeed indicating system with means of preventing malfunctioning due to

either condensation or icing; and




compass; and


(e) a rate of climb and descent indicator (vertical speed indicator); and


(g) 2 attitude indicators (artificial horizons); and

(h) a heading indicator (directional gyroscope or equivalent approved by CASA); and

(i) a turn and slip indicator except that only a slip indicator is required when a third

attitude indicator usable through flight attitude of 360 degrees pitch and roll is

installed; and

(j) a means of indicating whether the power supply to the gyroscopic instruments is

working satisfactorily; and

(k) in turbo-jet aeroplanes with operating limitations expressed in terms of Mach

number, a Mach number indicator (Machmeter).

2 The instruments specified in paragraphs 1 (a), (b), (e) and (k) of this Appendix must

be capable of being connected to either a normal or alternate static source but not both

sources simultaneously. Alternatively, they may be connected to a balanced pair of

flush static ports.

3 The instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have

duplicated sources of power supply.

4 CASA may, having regard to the type of aeroplane, approve an attitude indicator

incorporated in an automatic pilot system as being 1 of the 2 attitude indicators

required by paragraph 1 (g) of this Appendix.


of subparagraph 1 (c) (ii) of this Appendix may also be considered to meet the


provided it has a duplicated power supply.



23

Appendix IV

Instruments required for aeroplanes engaged in:

(i) aerial work and private operations under the I.F.R. (including night V.M.C.); and

(ii) charter operations under night V.M.C; and

(iii) I.F.R. freight only charter operations in aeroplanes with maximum take-off weight not greater than 5 700 kg.

1 The flight and navigational instruments required are:


(b) a sensitive pressure altimeter; and

(c) (i) direct reading magnetic compass; or


compass; and

(d) an accurate timepiece indicating the time in hours, minutes and seconds, except

that this may be omitted if it is carried on the person of the pilot or navigator; and

(e) a rate of climb and descent indicator (vertical speed indicator) for other than night

V.M.C. flights; and


(g) an attitude indicator (artificial horizon); and

(h) a heading indicator (directional gyroscope); and

(i) a turn and slip indicator except that only a slip indicator is required when a

second attitude indicator usable through flight attitudes of 360 degrees of pitch

and roll is installed; and

(j) means of indicating whether the power supply to the gyroscopic instruments is

working satisfactorily; and

(k) except for aeroplanes engaged in night V.M.C. flights, means of preventing

malfunctioning due to either condensation or icing of at least 1 airspeed

indicating system.

2 The instruments specified in paragraphs 1 (a), (b), (e) and (k) of this Appendix must

be capable of being connected to either a normal or an alternate static source but not

both sources simultaneously. Alternatively, they may be connected to a balanced pair

of flush static ports.

3 Except for aeroplanes engaged in night V.M.C. private and aerial work operations the

instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have

duplicated sources of power supply unless the turn and slip indicator or the second

attitude indicator specified in paragraph 1 (i) has a source of power independent of the

power operating other gyroscopic instruments.


of subparagraph 1 (c) (ii) of this Appendix may be considered also to meet the


provided that such installation complies with the power supply requirements of

clause 3 of this Appendix.



24

Appendix V

Electric lighting equipment flight under the I.F.R. at night (including night V.M.C.)

The electric lighting equipment is:

1 Instrument illumination

Illumination for all instruments and equipment, used by the flight crew, that are

essential for the safe operation of the aircraft. The illumination must be such that:

(a) all illuminated items are easily readable or discernible, as applicable; and

(b) its direct or reflected rays are shielded from the pilot’s eyes; and

(c) its power supply is so arranged that in the event of the failure of the normal

source of power, an alternative source is immediately available; and

(d) it emanates from fixed installations.

2 Intensity control

Means of controlling the intensity of the illumination of instrument lights, unless it

can be demonstrated that non-dimmed instrument lights are satisfactory under all

conditions of flight likely to be encountered.

3 Landing lights

2 landing lights except that, in accordance with the provisions of regulation 308 of

CAR 1988, aircraft engaged in private and aerial work operations and charter

operations not carrying passengers for hire and reward are exempted from this

requirement provided that 1 landing light is fitted.

Note A single lamp having 2 separately energised filaments may be approved as meeting the

requirement for 2 landing lights.

4 Passenger compartment lights

Lights in all passenger compartments.

5 Pilots’ compartment lights

Means of lighting the pilots’ compartment to provide illumination adequate for the

study of maps and the reading of flight documents.

6 Position and anti-collision lights

Equipment for displaying the lights prescribed in regulation 196 of CAR 1988.

Note In accordance of the provision of subregulation 195 (1) of CAR 1988, position and anti-collision

lights must be displayed at night and in conditions of poor visibility.

7 Emergency lighting

Emergency lighting and a shock-proof electric torch for each crew member at the

crew member station.



25

Appendix VI

Instruments required for V.F.R. operations — helicopters



(b) a pressure altimeter with a readily adjustable pressure datum setting scale

graduated in millibars; and


(ii) a remote indicating magnetic compass and a standby direct reading

magnetic compass; and

(d) an accurate timepiece indicating hours, minutes and seconds. This may be carried

on the person of the pilot or navigator.

2 In addition to the instruments required under clause 1, helicopters engaged in RPT,

charter, or aerial work, operations and operating under the V.F.R. must be equipped

with:

(a) a slip indicator; and

(b) an outside air temperature indicator when operating from or to a location at which

ambient air temperature is not available from ground-based instruments.



26

Appendix VII

Instruments required for I.F.R. operations in helicopters (except night V.M.C.)

1 The flight and navigational instruments required in a helicopter which is required to

be operated by 2 pilots are:

(a) 2 airspeed indicators together with 1 airspeed indicating system with means of

preventing malfunction due to either condensation or icing; and




compass; and


(e) 2 instantaneous vertical speed indicators; and


(g) 2 attitude indicators (artificial horizons) having a 5 inch dial presentation and a

standby attitude indicator positioned so as to be usable by the pilot in command

and plainly visible by both pilots by day and by night; and


(i) 2 slip indicators; and

(j) provision to indicate whether the power supply to the gyroscopic instruments is

working satisfactorily.

2 The minimum flight and navigation instruments required in a helicopter which is

operated by a single pilot are:

(a) an airspeed indicating system with means of preventing malfunction due to either

condensation or icing; and




compass; and


(e) instantaneous vertical speed indicator; and


(g) an attitude indicator having a 5 inch dial presentation and a standby attitude

indicator positioned so as to be usable by the pilot; and


(i) a slip indicator; and

(j) provision to indicate whether the power supply to the gyroscopic instruments is


3 The instruments specified in paragraphs 1 (a), (b) and (e) and 2 (a), (b) and (e) of this

Appendix must be capable of being connected to more than 1 static source or must be

connected to a balanced pair of flush static ports. Instruments and equipment other

than mandatory flight instruments must not be connected to the static system that

operates the instruments used by the pilot in command.



27

4 The instruments specified in paragraphs 1 (h) and 2 (h) must have a duplicated source

of power supply.

5 The 5 inch dial attitude indicators specified in paragraphs 1 (g) and 2 (g) must have

duplicate sources of power supply. The standby attitude indicator must have a power

source independent of the electrical generating system and must operate independent

of any other attitude indicating system installed.

6 The standby attitude indicator installation specified in paragraphs 1 (g) and 2 (g) must

be one in which:

(a) the indicator complies with US Technical Standard Order C4c or equivalent

specification acceptable to CASA; and

(b) the indicator and its lighting will continue to operate for 30 minutes following the

failure of the electrical power generating system without any action by the flight

crew; and

(c) the position size and lighting of the instrument display allows its use from the

pilot in command’s operating station by day and by night; and

(d) the operation is independent of other attitude indicator installations.

7 CASA may, having regard to the type of helicopter, approve an attitude indicator

incorporated in an automatic pilot system as being 1 of the 2 attitude indicators

required by paragraph 1 (g) of this Appendix.


of subparagraph 1 (c) (ii) and 2 (c) (ii) of this Appendix may be considered also to

meet the requirement for a heading indicator specified in paragraph 1 (h) or 2 (h) of

this Appendix, provided that such installation complies with the power supply

requirements of clause 4 of this Appendix.

9 CASA may, having regard to the type of helicopter, and the flight presentation,

response and acuity standard of the instrument concerned, approve the use of attitude

indicators which have a dial presentation of less than 5 inches, in lieu of the indicators

specified at paragraphs 1 (g), 2 (g) and 5 of this Appendix.



28

Appendix VIII

Instruments required for night V.M.C. flight in helicopters except while engaged in agricultural operations






compass; and


may be carried on the person of the pilot or navigator; and

(e) an outside air temperature indicator; and

(f) an attitude indicator (artificial horizon); and

(i) standby attitude indicator; or

(ii) turn indicator; and

(g) a heading indicator (directional gyroscope); and

(h) a slip indicator; and

(i) a vertical speed indicator; and

(j) means of indicating whether the power supply to the gyroscopic instruments is


2 For operations onto vessels or platforms at sea by night an instantaneous vertical

speed indicator is required in place of the vertical speed indicator specified at

paragraph 1 (i) of this Appendix.

3 The attitude indicator and standby attitude indicator or turn indicator as specified in

paragraph 1 (f) of this Appendix, must have separate and independent power sources.


of subparagraph 1 (c) (ii) of this Appendix may be considered also to meet the

requirement for a heading indicator specified in paragraph 1 (g) of this Appendix,

provided that such installation complies with the power supply requirements of

clause 3 of this Appendix.



29

Appendix IX

Instruments required for helicopters engaged in night V.M.C. agricultural operations

The flight and navigational instruments required are:





compass; and


may be carried on the person of the pilot or navigator; and

(e) an outside air temperature indicator; and

(f) an attitude indicator (artificial horizon); and

(g) a vertical speed indicator; and

(h) a slip indicator; and

(i) a means of indicating whether the power supply to the gyroscopic instrument is




30

Appendix X

Instruments required for manned free balloons and hot air airships for flight by day under the V.F.R.

The flight and navigational instruments required for flight under the V.F.R. by day

are:

(a) an altimeter, with a readily adjustable pressure datum setting scale graduated in

hectopascals; and

(b) a timepiece, which may be carried on the person of the pilot, that is accurate to,

and readable to, the nearest minute for the duration of the flight; and

(c) a vertical speed indicator; and

(d) in the case of a hot air airship that has a maximum permissible forward airspeed

less than that attainable with the engine(s) operating at full power, an instrument

capable of indicating when the maximum speed is reached; and

(e) in the case of a hot manned free balloon or hot air airship, an envelope

temperature indicator; and

(f) in the case of a hot air manned free balloon or a hot air airship, a free air

temperature indicator or an air temperature indicator that provides readings

convertible to free air temperature; and

(g) in the case of a pressurised hot air airship, an internal pressure indicator.



31

Appendix XI

Part A

Approved equipment configuration

1 An equipment configuration is approved if it complies with the standards specified in

Part B or Part C of this Appendix.

Part B

ADS-B transmitting equipment — standard for approval

2 ADS-B transmitting equipment must be of a type that:

(a) is authorised:

(i) in accordance with (E)TSO-C166( ), or a later version as in force from time to

time; or

(ii) by CASA, in writing, in accordance with:

(A) ATSO-C1004a, or a later version as in force from time to time; or

(B) ATSO-C1005a, or a later version as in force from time to time; or

(b) meets the following requirements:

(i) the type must be accepted by CASA as meeting the specifications in

RTCA/DO-260 dated 13 September 2000, or a later version as in force from

time to time; and

(ii) the type must utilise HPL at all times HPL is available; or

(c) is otherwise authorised, in writing, by CASA for the purposes of subsection 9B of

this Civil Aviation Order as being equivalent to one of the foregoing types.

GNSS position source equipment — standard for aircraft manufactured on or after 8 December 2016

3 For an aircraft manufactured on or after 8 December 2016, the geographical position

transmitted by the ADS-B transmitting equipment must be determined by:

(a) a GNSS receiver of a type that is authorised in accordance with (E)TSO-C145a or

(E)TSO-C146a, or a later version as in force from time to time; or

(b) a GNSS receiver of a type that is authorised in accordance with (E)TSO-C196a,

or a later version as in force from time to time; or

(c) a GNSS receiver or system which meets the following requirements:

(i) is certified by an NAA for use in flight under the I.F.R.;

(ii) has included in its specification and operation the following:

(A) FDE, computed in accordance with the definition at paragraph 1.7.3 of

RTCA/DO-229D;

(B) the output function HPL, computed in accordance with the definition at

paragraph 1.7.2 of RTCA/DO-229D;

(C) functionality that, for the purpose of HPL computation, accounts for the

absence of the SA of the GPS in accordance with paragraph 1.8.1.1 of

RTCA/DO-229D; or

(d) another equivalent system authorised in writing by CASA.

Note The following GNSS receivers meet the requirements of clause 3, namely, those certified to

(E)TSO-C145a or (E)TSO-C146a, or later versions, or those manufactured to comply with (E)TSO-

C196a.



32

GNSS position source equipment — standard for aircraft manufactured before 8 December 2016

4 For an aircraft manufactured before 8 December 2016, the geographical position

transmitted by the ADS-B transmitting equipment must be determined by:

(a) a GNSS receiver or system that complies with the requirements of clause 3, other

than sub-subparagraph 3 (c) (ii) (C) which is optional; or

(b) an equivalent GNSS receiver or system that has been approved in writing by

CASA.

Note The following GNSS receivers meet the requirements of clause 4, namely, those certified to

(E)TSO-C145a or (E)TSO-C146a, or later versions, or those manufactured to comply with

(E)TSO-C196a. Some later versions of GNSS receivers certified to (E)TSO-C129 may also meet the

requirements, i.e. those having FDE and HPL features incorporated.

Altitude source equipment — standard

5 The pressure altitude transmitted by the ADS-B transmitting equipment must be

determined by:

(a) a barometric encoder of a type that is authorised in accordance with (E)TSO-

C88a, or a later version as in force from time to time; or

(b) another equivalent system authorised in writing by CASA.

Aircraft address — standard

6 Unless otherwise approved, in writing, by CASA, the ADS-B transmitting equipment

must:

(a) transmit the current aircraft address; and

(b) allow the pilot to activate and deactivate transmission during flight.

Note The requirement in paragraph 6 (b) is met if the ADS-B transmitting equipment has a cockpit

control that enables the pilot to turn the ADS-B transmissions on and off.

Part C

Alternative approved equipment configuration — standard for aircraft manufactured on or after 8 December 2016

7 For an aircraft manufactured on or after 8 December 2016, an equipment

configuration is approved if:

(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24;

and

(b) the aircraft flight manual attests to the certification; and

(c) the GNSS receiver or system complies with the requirements of clause 3 in

Part B.

Alternative approved equipment configuration — standard for aircraft manufactured before 8 December 2016

8 For an aircraft manufactured before 8 December 2016, an equipment configuration is

approved if:

(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24;

and

(b) the aircraft flight manual attests to the certification; and

(c) the GNSS receiver or system complies with the requirements of clause 4 in

Part B.



33

Notes to Civil Aviation Order 20.18

Note 1

The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this

compilation comprises Civil Aviation Order 20.18 amended as indicated in the Tables below.

Table of Orders

Year and number

Date of registration on FRLI

Date of commencement

Application, saving or transitional provisions

CAO 20.18 2014 17 December 2014 (F2014L01743)

17 December 2014 (s. 1B)

CAO 20.18 2015 No. 1

FRLI 17 March 2015 (F2015L00311)

18 March 2015 (s. 2). s. 4 (see Table A)

Table A

Civil Aviation Order 20.18 Amendment Instrument 2015 (No. 1) (F2015L00311)

4 Transitional application — helicopter V.F.R. operations at night

The amendments to Civil Aviation Order 20.18 in Schedule 1 of this instrument do

not apply until 1 January 2016.

The amendments referred to in the Transitional application — helicopter V.F.R.

operations at night provision are set out below:

Amendments

[1] Paragraph 3.2

after

the V.F.R.

insert

by day

[2] After paragraph 3.2

Insert

3.2A A helicopter may only be operated under the V.F.R. at night if:

(a) it is equipped with the instruments specified in Appendix VIII; and

(b) it is equipped with any other instruments and indicators specified in the

helicopter’s flight manual;

(c) for flights under V.F.R. at night which involve flights over land or water where

the helicopter’s attitude cannot be maintained by the use of visual external

surface cues as a result of lights on the ground or celestial illumination:

(i) the helicopter is equipped in accordance with subparagraph 4.2 (d) of this

Order; or

(ii) the helicopter is operated by a qualified 2 pilot crew, each with access to

flight controls.



34

[3] Subparagraph 4.2 (d)

substitute

(d) an approved automatic pilot or automatic stabilisation system.


EXTRACTS FROM

CIVIL AVIATION SAFETY REGULATIONS

[CASR]

Flight crew licensing Part 61

Preliminary Subpart 61.A

General Division 61.A.1

Regulation 61.007

Civil Aviation Safety Regulations 1998 81

Compilation No. 63 Compilation date: 5/3/15 Registered: 26/3/15

(7) Subparts 61.G to 61.K make particular provision for each kind of

pilot licence, including:

(a) the privileges of the licence; and

(b) limitations on the exercise of the privileges; and

(c) the requirements for the grant of the licence.

(8) Subparts 61.L to 61.U provide for ratings and endorsements on

pilot licences, setting out:

(a) the privileges of each rating or endorsement; and

(b) limitations on the exercise of the privileges of the rating or

endorsement; and

(c) the requirements for the grant of the rating or endorsement;

and

(d) for the flight instructor, simulator instructor and flight

examiner ratings—obligations that apply to the holder of the

rating.

(9) Subparts 61.V to 61.Y provide for flight engineer licences, and

ratings and endorsements on flight engineer licences.

(10) Subpart 61.Z makes particular provision for glider pilot licences.

61.007 Application of Part 61

(1) This Part applies to flight in a registered aircraft of any of the

following categories:

(a) aeroplane;

(b) helicopter;

(c) powered-lift aircraft;

(d) gyroplane;

(e) airship.

(2) The Part applies also to flight in a registered glider.

61.010 Definitions for Part 61

In this Part:

aerial application endorsement means an endorsement mentioned

in column 1 of table 61.1120.


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Part 61 Flight crew licensing

Subpart 61.A Preliminary

Division 61.A.1 General

Regulation 61.010

82 Civil Aviation Safety Regulations 1998


aerial application operation means a flight that is carried out by an

aircraft to apply application material.

aerial application proficiency check means an assessment, against

the standards mentioned in the Part 61 Manual of Standards, of a

pilot’s competency to exercise the privileges of an aerial

application rating.

aeronautical experience: see regulation 61.075.

aeronautical knowledge examination, for a flight crew licence,

rating or endorsement, means an examination set under

regulation 61.215 for the grant of the licence, rating or

endorsement.

aeroplane: see regulation 61.025.

approved course of professional development, for a provision of

this Part, means a course of professional development for which

the provider holds an approval under regulation 61.040 for the

provision.

approved course of training, for a provision of this Part, means a

course of training:

(a) for which the provider holds an approval under

regulation 61.040 for the provision; or

(b) that a Part 141 or 142 operator is authorised to conduct; or

(c) that a person holds an approval under regulation 141.035 or

142.040 to conduct.

approved flight simulation training device: a flight simulation

training device is an approved flight simulation training device for

a purpose if:

(a) a Part 141 operator’s operations manual, or a Part 142

operator’s exposition, states that the device may be used for

the purpose; or

(b) the operator of the device holds an approval under

regulation 60.055 or 61.040 to use the device for the purpose;

or

(c) the device is:


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Division 61.A.1 General

Regulation 61.010



basic instrument flight training means flight training in the units

of competency for instrument flight mentioned in the Part 61

Manual of Standards for the grant of a private pilot licence or

commercial pilot licence.

category of aircraft: see regulation 61.015.

category specific: a rating or endorsement is category specific if

the rating or endorsement applies only to an aircraft category that

is specified on the rating or endorsement.

Certificate IV in Training and Assessment means a Certificate IV

in Training and Assessment issued by a registered training

organisation under the Australian Qualifications Framework.

Note: See www.aqf.edu.au/.

certificate of validation means a certificate of validation granted

under Subpart 61.C.

circling approach means an extension of an instrument approach

operation that includes a visual circling manoeuvre to position an

aircraft for a landing.

class of aircraft: see regulation 61.020.

conduct, as a verb, means:

(a) in relation to a flight operation—to occupy a flight control

seat in an aircraft while the operation takes place; or

(b) in relation to a simulated flight operation—to occupy a flight

control seat in a flight simulation training device while the

simulated operation takes place; or

(c) in relation to an operation of a tethered helicopter—to occupy

a flight control seat in the tethered helicopter while the

operation takes place.

course deviation indicator operation means an instrument

approach operation using a course deviation indicator for lateral

navigation guidance.

cross-country flight means a flight along a pre-planned route

during which the pilot uses geometry, topography or radio

navigation aids to determine the aircraft’s position and course.


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Regulation 61.010



(i) qualified (however described) by the national aviation

authority of a recognised foreign State; and

(ii) approved for the purpose by the national aviation

authority.

approved flight simulator: a flight simulator is an approved flight

simulator for a purpose if:

(a) a Part 141 operator’s operations manual, or a Part 142

operator’s exposition, states that the simulator may be used

for the purpose; or

(b) the operator of the simulator holds an approval under

regulation 60.055 to use the simulator for the purpose; or

(c) the simulator is:

(i) qualified (however described) by the national aviation

authority of a recognised foreign State; and

(ii) approved for the purpose by the national aviation

authority.

associated: an aircraft category rating is associated with a pilot

licence if:

(a) for an application for the pilot licence—the application

includes an application for the rating; or

(b) in any other case—the rating was granted on the basis of the

applicant having met the requirements for the grant of the

pilot licence with the rating.

Note: An aircraft category rating has effect only for the pilot licence with

which it is associated: see regulation 61.725.

aviation English language proficiency assessment means an

aviation English language proficiency assessment conducted under

regulation 61.255.

aviation English language proficiency assessor means the holder

of an approval under regulation 61.270 to conduct an aviation

English language proficiency assessment.

azimuth guidance operation means an instrument approach

operation using azimuth bearings for lateral navigation guidance.


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Regulation 61.015



(b) a flight engineer type rating; or

(c) a cruise relief type rating.

type specific: a rating or endorsement is type specific if the rating

or endorsement applies only to an aircraft type that is specified on

the rating or endorsement.

variant, in relation to an aircraft model (the first model), means

another aircraft model that CASA has prescribed by a legislative

instrument under regulation 61.055 as a variant of the first model.

61.015 Definition of category of aircraft for Part 61

Each of the following is a category of aircraft:

(a) aeroplane;

(b) helicopter;

(c) powered-lift aircraft;

(d) gyroplane;

(e) airship.

61.020 Definition of class of aircraft for Part 61

(1) Each of the following is a class of aircraft:

(a) single-engine aeroplane;

(b) multi-engine aeroplane;

(c) single-engine helicopter;

(d) single-engine gyroplane;

(e) airship.

(2) For this Part, the single-engine aeroplane class includes:

(a) multi-engine centre-line thrust aeroplanes; and

(b) multi-engine aeroplanes that are prescribed by a legislative

instrument under regulation 61.050 (Prescription of

multi-engine aeroplanes included in single-engine aeroplane

class).


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Flight time and other aeronautical experience Division 61.A.2

Regulation 61.100



(b) the pilot in command of the flight is authorised by the

operator or the operator’s Part 142 operator to conduct the

supervision of the person.

(3) For paragraph (1)(c), this subregulation applies to the flight if:

(a) the person is supervised by a flight instructor or flight

examiner; and

(b) the person is not receiving flight training.

61.100 Definition of flight time as flight engineer for Part 61

A person’s flight time as a flight engineer is:

(a) if the person is a flight engineer—the duration of a flight

during which the person performs the duties of a flight

engineer; and

(b) if the person is a flight engineer instructor—the duration of a

flight during which the person exercises the privileges of his

or her flight engineer instructor rating; and

(c) if the person is a flight engineer examiner—the duration of a

flight during which the person exercises the privileges of his

or her flight engineer examiner rating; and

(d) if the person is the holder of a cruise relief flight engineer

type rating—any time spent performing the duties of a flight

engineer during flight.

61.105 Definition of instrument flight time for Part 61

(1) A person’s instrument flight time is:

(a) for the holder of an authorisation mentioned in

subregulation (2) other than a flight instructor or flight

examiner—any time spent piloting an aircraft solely by

reference to instruments and without external visual reference

points in IMC or simulated IMC; and

(b) for a person who does not hold an authorisation mentioned in

subregulation (2)—any dual instrument flight time; and

(c) for a flight instructor—any time spent conducting training

mentioned in regulation 61.1165, or a flight review, during

dual instrument flight time in IMC; and


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Division 61.A.2 Flight time and other aeronautical experience

Regulation 61.110



(d) for a flight examiner—any time spent conducting a flight test

or proficiency check during instrument flight time in IMC.

(2) For paragraph (1)(a), the authorisations are as follows:

(a) an instrument rating;

(b) a private instrument rating;

(c) for flight in an aeroplane or powered-lift aircraft—an air

transport pilot licence;

(d) for flight in an aeroplane—a multi-crew pilot licence.

61.110 Definition of instrument ground time for Part 61

A person’s instrument ground time is:

(a) for the holder of an authorisation mentioned in

subregulation 61.105(2) other than a simulator instructor or

flight examiner—any time spent conducting simulated flight

in a flight simulation training device solely by reference to

instruments and without simulated external visual reference

points; and

(b) for a person who does not hold an authorisation mentioned in

subregulation 61.105(2)—any dual instrument ground time.


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Subpart 61.E Pilot licensing—general limitations and authorisations

Division 61.E.1 General limitations on exercise of pilot licence privileges

Regulation 61.390



(1B) The holder is authorised to exercise the privileges of his or her

pilot licence in an activity in an aircraft under the rating or

endorsement only if the holder is competent in operating the

aircraft in the activity to the standards mentioned in the Part 61

Manual of Standards (if any) for:

(a) the class or type to which the aircraft belongs; and

(b) the activity.

(2) The holder of a pilot licence is authorised to exercise the privileges

of the licence in an aircraft that has an operative airborne collision

avoidance system only if the holder is competent in the use of an

airborne collision avoidance system to the standards mentioned in

the Part 61 Manual of Standards.

61.390 Limitations on exercise of privileges of pilot licences—

operating requirements and limitations

(1) The holder of a pilot licence is not authorised to conduct an activity

in the exercise of the privileges of the licence in an aircraft if:

(a) engaging in the activity is a prescribed purpose for

subsection 27(9) of the Act; and

(b) the operator of the aircraft does not hold an AOC that

authorises the conduct of the activity.

(2) The holder of a pilot licence is not authorised to conduct an activity

in the exercise of the privileges of the licence if the conduct of the

activity would be an offence against the Act or another provision

of these Regulations.

61.395 Limitations on exercise of privileges of pilot licences—recent

experience for certain passenger flight activities

(1) The holder of a pilot licence is authorised to pilot, during take-off

or landing, an aircraft of a particular category carrying a passenger

by day only if the holder has, within the previous 90 days, in an

aircraft of that category or an approved flight simulator for the

purpose, conducted, by day or night:

(a) at least 3 take-offs; and

(b) at least 3 landings;

Authorised Version F2016C00645 registered 23/06/2016


Pilot licensing—general limitations and authorisations Subpart 61.E

General limitations on exercise of pilot licence privileges Division 61.E.1

Regulation 61.395



while controlling the aircraft or flight simulator.

(2) The holder of a pilot licence is authorised to pilot, during take-off

or landing, an aircraft of a particular category carrying a passenger

at night only if the holder has, within the previous 90 days, in an

aircraft of that category or an approved flight simulator for the

purpose, conducted, at night:

(a) at least 3 take-offs; and

(b) at least 3 landings;

while controlling the aircraft or flight simulator.

(3) For paragraphs (1)(a) and (2)(a), each take-off must be followed by

a climb to at least 500 ft AGL.

(4) The holder is taken to meet the requirements of subregulation (1)

if:

(a) within the previous 90 days, in an aircraft of that category or

an approved flight simulator for the purpose, the holder has:

(i) successfully completed a relevant check or review; or

(ii) passed a flight test for a pilot licence or a rating on a

pilot licence;

that includes at least one take-off and at least one landing; or

(b) both:

(i) the holder is successfully participating in an operator’s

training and checking system for an operation in an

aircraft of that category; and

(ii) the operator holds an approval under regulation 61.040

for the system for this subregulation and operations in

aircraft of that category.

(5) Also, the holder is taken to meet the requirements of

subregulation (2) if:

(a) within the previous 90 days, in an aircraft of that category or

an approved flight simulator for the purpose, the holder has:

(i) successfully completed a relevant check or review; or

(ii) passed a flight test for a pilot licence or a rating on a

pilot licence;

that includes at least one take-off, and at least one landing, at

night; or



Subpart 61.E Pilot licensing—general limitations and authorisations

Division 61.E.1 General limitations on exercise of pilot licence privileges

Regulation 61.400



(b) both:


training and checking system for an operation at night in

an aircraft of that category; and



aircraft of that category.

(6) In this regulation:

relevant check or review means any of the following:

(a) an instrument proficiency check;

(b) a night vision imaging system proficiency check;

(c) an instructor proficiency check;

(d) an operator proficiency check;

(e) a flight review.

61.400 Limitations on exercise of privileges of pilot licences—flight

review

(1) For this Part, successful completion of a flight review for a rating

on a pilot licence requires demonstration, to a person mentioned in

subregulation (2), that the holder of the rating is competent in each

unit of competency mentioned in the Part 61 Manual of Standards

for the rating.

(2) For subregulation (1), the persons are as follows:

(a) CASA;

(b) the holder of an approval under regulation 61.040 for this

regulation;

(c) a pilot instructor who is authorised to conduct a flight review

for the rating.

(3) The flight review must be conducted in:

(a) an aircraft that can be flown under the rating; or

(b) an approved flight simulator for the flight review.



Instrument ratings Subpart 61.M

Privileges and requirements for grant of instrument ratings Division 61.M.1

Regulation 61.855



Subpart 61.M—Instrument ratings

Division 61.M.1—Privileges and requirements for grant of

instrument ratings

61.855 Privileges of instrument ratings

Subject to Subpart 61.E and regulations 61.860 to 61.880, the

holder of an instrument rating is authorised to pilot an aircraft:

(a) under the IFR; or

(b) at night under the VFR.

Note: Subpart 61.E sets out certain limitations that apply to all pilot licences,

and ratings and endorsements on pilot licences.

61.860 Limitations on exercise of privileges of instrument ratings—

general

(1) The holder of an instrument rating is authorised to conduct an

instrument approach operation of a particular kind as pilot in

command of an aircraft only if the aircraft is equipped for that kind

of operation.

(2) The holder of an instrument rating is authorised to pilot an aircraft

in a single-pilot operation under the IFR only if the holder has:

(a) passed the flight test for the rating in a single-pilot aircraft; or

(b) completed an instrument proficiency check in a single-pilot

aircraft.

(3) The holder of an instrument rating is authorised to conduct a

circling approach under the IFR on a flight only if:

(a) the holder passed the flight test for the rating within the

previous 12 months, and the flight test included a circling

approach; or

(b) the holder’s most recent instrument proficiency check

included a circling approach; or

(c) both:



Subpart 61.M Instrument ratings

Division 61.M.1 Privileges and requirements for grant of instrument ratings

Regulation 61.865




training and checking system for an operation that

includes circling approaches; and


for the system for this subregulation.

(4) For paragraph (3)(b), an instrument proficiency check includes an

operator proficiency check:

(a) that covers IFR operations; and

(b) that is conducted by a flight examiner who holds an

instrument rating flight test endorsement.


instrument approach operation in an aircraft using a procedure of a

particular kind only if the holder has:

(a) completed training in the conduct of instrument approach

operations using the procedure; and

(b) demonstrated, to a person mentioned in subregulation (6), his

or her competence in the conduct of instrument approach

operations using the procedure.

(6) For paragraph (5)(b), the persons are as follows:

(a) CASA;

(b) an examiner who is authorised to conduct an instrument

approach operation using the same procedure;

(c) a person who holds an approval under regulation 61.040 to

assess the holder’s competence.


endorsements


mentioned in column 2 of an item in Part 1 of table 61.890 under

the IFR, or at night under the VFR, only if the holder also holds the

endorsement mentioned in column 1 of the item.


instrument approach operation mentioned in column 2 of an item in

Part 2 of table 61.890 only if the holder also holds the endorsement

mentioned in column 1 of the item.





Regulation 61.870




recent experience: general

(1) This regulation applies to the holder of an instrument rating subject

to subregulation (1A).

(1A) This regulation does not apply to the holder if:

(a) the holder has successfully completed an operator proficiency

check that covers IFR operations within the previous 3

months; or

(b) both:


training and checking system for an IFR operation; and



(2) The holder is authorised to pilot an aircraft under the IFR only if

the holder has conducted at least 3 instrument approach operations

within the previous 90 days in an aircraft or an approved flight

simulation training device for the purpose.

(3) The holder is authorised to pilot an aircraft of a particular category

under the IFR only if the holder has conducted at least one

instrument approach operation within the previous 90 days in an

aircraft of the same category or an approved flight simulation

training device for the purpose.

(4) The holder is authorised to conduct a 2D instrument approach

operation only if the holder has conducted a 2D instrument

approach operation within the previous 90 days in an aircraft or an

approved flight simulation training device for the purpose.

(5) The holder is authorised to conduct a 3D instrument approach

operation only if the holder has conducted a 3D instrument

approach operation within the previous 90 days in an aircraft or an


(6) The holder is authorised to conduct an azimuth guidance operation

only if the holder has conducted an azimuth guidance operation

within the previous 90 days in an aircraft or an approved flight

simulation training device for the purpose.





Regulation 61.875



(7) The holder is authorised to conduct a course deviation indicator

operation only if the holder has conducted a course deviation

indicator operation within the previous 90 days in an aircraft or an


Note: Azimuth guidance operations and course deviation indicator

operations are instrument approach operations: see the definitions of

those terms in regulation 61.010.


recent experience: single pilot


under the IFR in a single-pilot operation only if the holder has

conducted a flight or simulated flight under the IFR in a

single-pilot operation within the previous 6 months.

(2) For subregulation (1), the flight or simulated flight must:

(a) have a duration of at least one hour; and

(b) include at least one instrument approach or simulated

instrument approach.


instrument proficiency check

(1) The holder of an instrument rating is authorised to exercise the

privileges of the rating in an aircraft of a particular category only if

the holder has a valid instrument proficiency check for the aircraft

category.

(2) However:

(a) the holder is authorised to exercise the privileges of the rating

in a multi-engine aeroplane only if the holder has a valid

instrument proficiency check for multi-engine aeroplanes;

and

(b) the holder is authorised to exercise the privileges of the rating

in a multi-engine helicopter only if the holder has a valid

instrument proficiency check for multi-engine helicopters.

(3) Subject to subregulations (4) and (4B), for subregulations (1) and

(2), the holder is taken to have a valid instrument proficiency check





Regulation 61.880



for the aircraft category, or for multi-engine aeroplanes or

helicopters, during the following periods:

(a) if the holder passes the flight test for the instrument rating in

a relevant aircraft—the period from when the holder passes

the flight test to the end of the 12th month after the month in

which the holder passes the flight test;

(b) if:

(i) the holder passes the flight test for an instrument

endorsement in a relevant aircraft; and

(ii) the flight test is conducted more than 6 months after the

holder passes the flight test for the rating;

the period from when the holder passes the flight test for the

endorsement to the end of the 12th month after the month in

which the holder passes the flight test for the endorsement;

(c) if the holder successfully completes an operator proficiency

check that covers IFR operations in the relevant aircraft, and

that is conducted by a flight examiner who holds an

instrument rating flight test endorsement—the period from

when the holder successfully completes the check to the end

of the 12th month after the month in which the holder

successfully completes the check;

(d) if:


training and checking system for an IFR operation in the

relevant aircraft; and



the relevant aircraft;

the period during which the holder is successfully

participating in the system;

(e) if the holder successfully completes an instrument

proficiency check for the relevant aircraft—the period from

when the holder successfully completes the check to the end

of the 12th month after the month in which the holder

successfully completes the check;

(f) if:





Regulation 61.880



(i) the holder is taken to have a valid instrument

proficiency check under any of paragraphs (a) to (e) for

the relevant aircraft (the existing check); and

(ii) within 3 months before the validity of the existing check

expires, the holder successfully completes an instrument

proficiency check for the relevant aircraft;

the period from when the validity of the existing check

expires to the end of the 12th month after the validity of the

existing check expires.

(4) If, at any time, the holder attempts, but does not successfully

complete, an instrument proficiency check mentioned in

subregulation (4A) (the failed check), the holder is no longer taken

to have a valid instrument proficiency check for:

(a) the aircraft category in which the holder attempted the failed

check; or

(b) multi-engine aircraft of the category in which the holder

attempted the failed check.

(4A) For subregulation (4), the failed check may be any of the

following:

(a) an instrument proficiency check for an aircraft category;

(b) an instrument proficiency check for multi-engine aeroplanes

or helicopters;

(c) an instrument proficiency check for an aircraft type.

(4B) If the holder is taken to have a valid instrument proficiency check

for the relevant aircraft only because of the holder’s participation

in an operator’s training and checking system, the check is taken to

be valid only for operations conducted by the operator.

(5) For paragraphs (3)(e) and (f), the holder successfully completes an

instrument proficiency check for the relevant aircraft if:

(a) CASA or a flight examiner:

(i) assesses the holder’s competency to conduct operations

under the IFR in a relevant aircraft as meeting the

standards mentioned in the Part 61 Manual of Standards

for an instrument proficiency check in the relevant

aircraft; and





Regulation 61.880



(ii) endorses the holder’s licence document to the effect that

the holder has completed the instrument proficiency

check; and

(iii) includes in the endorsement the matters mentioned in

subregulation (8); or

(b) a person mentioned in subregulation (7) assesses the holder

as competent to conduct operations under the IFR in a

relevant aircraft, and CASA or a flight examiner:

(i) conducts an oral assessment of the holder’s knowledge

of IFR operation procedures to the standards mentioned

in the Part 61 Manual of Standards for an instrument

proficiency check; and

(ii) endorses the holder’s licence document to the effect that

the holder has completed the instrument proficiency

check; and

(iii) includes in the endorsement the matters mentioned in

subregulation (8).

(6) For paragraphs (3)(e) and (f), the instrument proficiency check

must be conducted in a relevant aircraft or an approved flight

simulation training device for the proficiency check.

(7) For paragraph (5)(b), the person is the holder of an approval under

regulation 61.040 to conduct the proficiency check.

(8) For subparagraphs (5)(a)(iii) and (b)(iii), the matters are:

(a) the date on which the instrument proficiency check is

conducted; and

(b) the aircraft to which the instrument proficiency check relates.

(9) In this regulation:

relevant aircraft, for an instrument proficiency check, means:

(a) if the instrument proficiency check is for an aircraft

category—a single-engine or multi-engine aircraft of that

category; or

(b) if the instrument proficiency check is for multi-engine

aeroplanes—a multi-engine aeroplane; or

(c) if the instrument proficiency check is for multi-engine

helicopters—a multi-engine helicopter.





Regulation 61.885



61.885 Requirements for grant of instrument ratings

(1) An applicant for an instrument rating must:

(a) hold a private pilot licence, commercial pilot licence or air

transport pilot licence; and

(b) meet the requirements for the grant of:

(i) at least one instrument endorsement mentioned in

column 1 of an item in Part 1 of table 61.890; and

(ii) at least one instrument endorsement mentioned in

column 1 of an item in Part 2 of table 61.890.

Note 1: Paragraph (a) is satisfied if the applicant holds a certificate of

validation of an overseas flight crew licence that is equivalent to a

private pilot licence, commercial pilot licence or air transport pilot

licence: see item 36 of Part 2 of the Dictionary.

Note 2: An application for a pilot licence mentioned in paragraph (a) and an

instrument rating may be made at the same time: see

subregulation 61.155(2).

(2) The applicant must also have:

(a) passed the aeronautical knowledge examination for the

instrument rating; and

(b) completed flight training for the instrument rating; and

(c) passed the flight test mentioned in the Part 61 Manual of

Standards for the instrument rating and the aircraft category

rating associated with the applicant’s pilot licence; and

(d) met the aeronautical experience requirements mentioned in

subregulation (5).

Note 1: For paragraph (a), for the conduct of aeronautical knowledge

examinations, see Division 61.B.3.

Note 2: For paragraph (b), for the requirements for flight training, see

Division 61.B.2.

Note 3: For paragraph (c), for the conduct of flight tests, see Division 61.B.4.

Note 4: For paragraph (d), for the determination of a person’s flight time and

other aeronautical experience, see Division 61.A.2.

(3) For paragraph (2)(b), the flight training must have been conducted

in an aircraft of the same category as the aircraft in which, or the

aircraft represented by the flight simulation training device in

which, the flight test is conducted.





Regulation 61.887



(4) For paragraph (2)(c), the flight test must be conducted in an aircraft

unless the applicant has previously held:

(a) an instrument rating; or

(b) an overseas rating that CASA is satisfied is equivalent to an

instrument rating; or

(c) a qualification issued by the Australian Defence Force that

CASA is satisfied is equivalent to an instrument rating.

(5) For paragraph (2)(d), the applicant must have aeronautical

experience that includes:

(a) at least 50 hours of cross-country flight time as pilot in

command; and

(b) at least 40 hours of instrument time, including:

(i) at least 10 hours of dual instrument time; and

(ii) either:

(A) if subregulation (6) applies—at least 10 hours

of instrument flight time; or

(B) in any other case—at least 20 hours of

instrument flight time.

(6) This subregulation applies if any instrument ground time relied on

by an applicant for paragraph (5)(b) is:

(a) completed in an approved flight simulator for the purpose;

and

(b) supervised by a pilot instructor who holds an instrument

rating training endorsement.

(7) For subregulation (5), the cross-country flight time and instrument

flight time must have been conducted in an aircraft of the same

category as the aircraft in which, or the aircraft represented by the

flight simulation training device in which, the flight test is

conducted.

61.887 Removal of instrument rating conditions about acting as pilot

in command under IFR

(1) This regulation applies to the holder of an instrument rating

granted on the basis of regulation 202.272 or 202.274 if the rating





Regulation 61.887



is subject to the condition that the holder is not authorised to act as

pilot in command under the IFR.

(2) CASA must remove the condition, to the extent that it relates to a

particular aircraft category or class, if:

(a) the holder applies to CASA for the removal of the condition;

and

(b) the holder meets the requirements under this Part for the

grant of:

(i) an instrument rating; and

(ii) an instrument endorsement that would authorise the

holder to pilot an aircraft of that category or class under

the IFR.




Privileges and requirements for grant of instrument endorsements Division 61.M.2

Regulation 61.890



Division 61.M.2—Privileges and requirements for grant of

instrument endorsements

61.890 Kinds of instrument endorsement

The kinds of instrument endorsement are set out in column 1 of

table 61.890.

Table 61.890 Instrument endorsements

Item

Column 1

Endorsement

Column 2

Activities

authorised

Column 3

Requirements

Part 1—Aircraft category/class endorsements

1 Single-engine

aeroplane

instrument

endorsement

Pilot an

aeroplane of the

single-engine

aeroplane class

under the IFR

or at night

under the VFR

Single-engine aeroplane class rating or type

rating for a type of single-engine aeroplane

At least 10 hours of dual instrument time in

an aeroplane or an approved flight

simulation training device for the purpose

At least 5 hours of aeronautical experience

at night as pilot of an aeroplane or an

approved flight simulation training device

for the purpose, including at least one hour

of dual flight and one hour of solo night

circuits

2 Multi-engine

aeroplane

instrument

endorsement

Pilot an

aeroplane under

the IFR or at

night under the

VFR

Multi-engine aeroplane class rating or type

rating for a type of multi-engine aeroplane


a multi-engine aeroplane or an approved

flight simulation training device for the

purpose


at night as pilot of an aeroplane or an


for the purpose, including at least one hour

of dual flight and one hour of solo night

circuits




Division 61.M.2 Privileges and requirements for grant of instrument endorsements

Regulation 61.890




Item

Column 1

Endorsement

Column 2

Activities

authorised

Column 3

Requirements

3 Single-engine

helicopter

instrument

endorsement

Pilot a

single-engine

helicopter

under the IFR

or at night

under the VFR

Single-engine helicopter class rating or type

rating for a type of single-engine helicopter


a helicopter or an approved flight simulation

training device for the purpose


at night as pilot of a helicopter or an


for the purpose, including at least 3 hours of

dual flight and one hour of solo night

circuits

4 Multi-engine

helicopter

instrument

endorsement

Pilot a

helicopter

under the IFR

or at night

under the VFR

Type rating for a type of multi-engine

helicopter


a multi-engine helicopter or an approved


purpose


at night as pilot of a helicopter or an


for the purpose, including at least 3 hours of

dual flight and one hour of solo night

circuits

5 Powered-lift

aircraft

instrument

endorsement

Pilot a

powered-lift

aircraft under

the IFR or at

night under the

VFR

Type rating for a type of powered-lift

aircraft


a powered-lift aircraft or an approved flight

simulation training device for the purpose


at night as pilot of a helicopter or

powered-lift aircraft or an approved flight

simulation training device for the purpose,

including at least 3 hours of dual flight and

one hour of solo night circuits





Regulation 61.890




Item

Column 1

Endorsement

Column 2

Activities

authorised

Column 3

Requirements

6 Gyroplane

instrument

endorsement

Pilot a

gyroplane

under the IFR

or at night

under the VFR

Gyroplane aircraft class rating or type rating

for a type of gyroplane

At least 10 hours of dual instrument flight

time in a gyroplane


at night as pilot of a helicopter or gyroplane

or an approved flight simulation training

device for the purpose, including at least

3 hours of dual flight and one hour of solo

night circuits

7 Airship

instrument

endorsement

Pilot an airship

under the IFR

or at night

under the VFR

Airship class rating or type rating for a type

of airship


an airship or an approved flight simulation

training device for the purpose


at night as pilot of an airship or an approved


purpose, including at least 3 hours of dual

flight and one hour of solo night circuits

Part 2—Instrument approach endorsements

8 IAP 2D

instrument

endorsement

Conduct a 2D

instrument

approach

operation

9 IAP 3D

instrument

endorsement

Conduct a 3D

instrument

approach

operation

IAP 2D instrument endorsement




Division 61.M.2 Privileges and requirements for grant of instrument endorsements

Regulation 61.895



61.895 Privileges of instrument endorsements

Subject to Subpart 61.E, Division 61.M.1 and regulation 61.900,

the holder of an endorsement mentioned in column 1 of an item in

table 61.890 is authorised to conduct the activity mentioned in

column 2 of the item.

Note: Subpart 61.E sets out certain limitations that apply to all pilot licences,

and ratings and endorsements on pilot licences.

61.900 Limitations on exercise of privileges of instrument

endorsements

(1) The holder of an endorsement mentioned in column 1 of an item in

Part 2 of table 61.890 is authorised to conduct an instrument

approach operation in IMC using a navigation system of a

particular kind only if the holder has previously conducted:

(a) an instrument approach operation; or

(b) a simulated instrument approach operation in a flight

simulation training device;

using a navigation system of that kind.

(2) The holder of an IAP 3D instrument endorsement is authorised to

conduct a 3D instrument approach operation only if:

(a) the holder passed the flight test for the endorsement within

the previous 24 months; or

(b) the holder’s most recent instrument proficiency check

included a 3D instrument approach operation; or

(c) both:


training and checking system for an operation that

includes 3D instrument approaches; and



(3) For paragraph (2)(b), an instrument proficiency check includes an

operator proficiency check:

(a) that covers IFR operations; and

(b) that is conducted by a flight examiner who holds an

instrument rating flight test endorsement.





Regulation 61.905



61.905 Requirements for grant of instrument endorsements

(1) An applicant for an endorsement mentioned in column 1 of an item

in table 61.890 must hold:

(a) an instrument rating; and

(b) the rating or endorsement (if any) mentioned in column 3 of

the item.

Note: Subregulation (1) is satisfied, in relation to a required licence, rating

or endorsement, if the applicant holds a certificate of validation of an

overseas flight crew licence, rating or endorsement that is equivalent

to the required licence, rating or endorsement: see item 36 of Part 2 of

the Dictionary.

(2) The applicant must also have:

(a) completed flight training for the endorsement; and

(b) met the aeronautical experience requirements (if any)

mentioned in column 3 of the item; and

(c) passed the flight test mentioned in the Part 61 Manual of

Standards for the endorsement.

Note 1: For paragraph (a), for the requirements for flight training, see

Division 61.B.2.

Note 2: For paragraph (b), for the determination of a person’s flight time and

other aeronautical experience, see Division 61.A.2.

Note 3: For paragraph (c), for the conduct of flight tests, see Division 61.B.4.


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