Commercial Pilot Licence - Air Law CAO and CAR Extracts: Civil Aviation Regulations 1988
Commercial Pilot Licence - Air Law CAO and CAR Extracts: Civil Aviation Regulations 1988
Commercial Pilot Licence - Air Law CAO and CAR Extracts: Civil Aviation Regulations 1988
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.
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.
Regulation 2
Regulation 2
Regulation 42ZC
(4) Subject to subregulation (5), a person may carry out maintenance on a class B
aircraft in Australian territory if:
(a) the person:
(i) holds:
(A) an aircraft engineer licence that permits him or her to perform
maintenance certification for the maintenance; or
(B) an airworthiness authority or an aircraft welding authority
covering the maintenance; and
(ii) either:
(A) holds a certificate of approval covering the maintenance; or
(B) is employed by, or working under an arrangement with, a
person who holds a certificate of approval covering the
maintenance; or
(b) except where the maintenance is specified in Schedule 7, the person:
(i) holds:
(A) an aircraft engineer licence that permits him or her to perform
maintenance certification for the maintenance; or
(B) an airworthiness authority or an aircraft welding authority
covering the maintenance; and
(ii) either:
(A) is not an employee; or
(B) is employed by a person mentioned in subparagraph (i); or
(c) the person carries out the maintenance under the supervision of a person
who:
(i) holds an aircraft engineer licence that permits him or her to perform
maintenance certification for the maintenance; and
(ii) is permitted by paragraph (a) or (b) to carry out the maintenance; or
(d) the following requirements are satisfied:
(i) the person is the holder of a pilot licence that is valid for the aircraft;
(ii) the maintenance is specified in Part 1 of Schedule 8;
(iii) the maintenance is carried out in accordance with any conditions
prescribed by legislative instrument issued by CASA for the purposes
of this subparagraph; or
(da) the following requirements are satisfied:
(i) the person is a category B1 licence holder or a category B2 licence
holder;
(ii) the maintenance is specified in Part 1 of Schedule 8;
(iii) the maintenance is carried out in accordance with any conditions
prescribed by legislative instrument issued by CASA for the purposes
of this subparagraph; or
(db) for an aircraft that is a balloon—the following requirements are satisfied:
(i) the person is the holder of a commercial pilot (balloon) licence or a
private pilot certificate (balloons) that is valid for the balloon;
(ii) the maintenance is specified in Part 2 of Schedule 8;
Regulation 42ZC
Regulation 43A
Regulation 43B
Regulation 46
Regulation 48
subregulation, an endorsement signed by him or her setting out the facts of the
situation and stating that the aircraft is unairworthy, and thereupon the
maintenance release ceases to be in force.
Penalty: 25 penalty units.
(1A) For subregulation (1), damage to an aircraft is taken not to be major damage if
advice has been given under regulation 21.007A of CASR that the damage is not
major damage.
(1B) For subregulation (1), damage to a limited category aircraft is taken not to be
major damage if advice has been given under regulation 132.175 of CASR that
the damage is not major damage.
(1C) For subregulation (1), a defect in a limited category aircraft is taken not to be a
major defect if advice has been given under regulation 132.175 of CASR that the
defect is not a major defect.
(3) If:
(a) the holder of the certificate of registration for; or
(b) the operator of; or
(c) the pilot in command of; or
(d) an authorised person engaged (whether as an employee or on his or her
own behalf) in the maintenance of;
an aircraft in respect of which a maintenance release is in force becomes aware
that the certificate of airworthiness in respect of the aircraft has been suspended
or cancelled, he or she shall enter on the maintenance release an endorsement
signed by him or her setting out the facts of the situation and stating that the
aircraft is unairworthy, and thereupon the maintenance release ceases to be in
force.
Penalty: 25 penalty units.
(5) A maintenance release for an aircraft stops being in force when a maintenance
release inspection of the aircraft begins.
(6) In this regulation, maintenance release inspection means an inspection carried
out on an aircraft for the purpose of determining whether a maintenance release
for the aircraft should be issued.
Regulation 138
138 Pilot to comply with requirements etc of aircraft’s flight manual etc
(1) If a flight manual has been issued for an Australian aircraft, the pilot in command
of the aircraft must comply with a requirement, instruction, procedure or
limitation concerning the operation of the aircraft that is set out in the manual.
Penalty: 50 penalty units.
(2) If a flight manual has not been issued for an Australian aircraft and, under the
relevant airworthiness standards for the aircraft, the information and instructions
that would otherwise be contained in an aircraft’s flight manual are to be
displayed either wholly on a placard, or partly on a placard and partly in another
document, the pilot in command of the aircraft must comply with a requirement,
instruction, procedure or limitation concerning the operation of the aircraft that is
set out:
(a) on the placard; or
(b) on the placard or in the other document.
Penalty: 50 penalty units.
(3) An offence against subregulation (1) or (2) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 140
(a) contains the information and instructions that are required, under the
relevant airworthiness standards for the aircraft, to be included in the flight
manual; and
(b) does not contain anything that conflicts with the information or
instructions.
(4) An offence against subregulation (1) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(5) Subregulation (1) does not apply to the pilot in command if the flight was
authorised by a special flight permit issued under regulation 21.197 of CASR.
Note: A defendant bears an evidential burden in relation to the matters in subregulation (5)
(see subsection 13.3(3) of the Criminal Code).
Regulation 144
(3) It is a defence to a prosecution under subregulation (1) if the person had the
written permission of CASA to have the firearm in the aircraft.
Note: A defendant bears an evidential burden in relation to the matter in subregulation (3)
(see subsection 13.3(3) of the Criminal Code).
Regulation 149
149 Towing
(1) The pilot in command of an aircraft commits an offence if:
(a) he or she permits anything to be towed by the aircraft; and
(b) the requirement mentioned in subregulation (1A) is not met.
Penalty: 50 penalty units.
(1A) For paragraph (1)(b), the requirement is that the towing must be:
(a) permitted by this regulation; or
(b) authorised under Part 61 of CASR.
(2) Nothing in this regulation shall prevent the reasonable use or display from an
aircraft in flight of radio aerials, or any signal apparatus, equipment or article
required or permitted to be displayed or used by or from an aircraft in flight in
accordance with the rules contained in the provisions of this Division and in the
provisions of Parts 12 and 13.
(3) Instruments for experimental purposes may be towed if the prior approval of
CASA has been given.
(4) An offence against subregulation (1) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 151
Regulation 153
Note: A defendant bears an evidential burden in relation to the matter in subregulation (3)
(see subsection 13.3(3) of the Criminal Code).
Regulation 156
(2) Nothing in subregulation (1) shall apply to an aircraft passing over a public
gathering in the process of:
(a) arriving at or departing from an aerodrome in the course of its normal
navigation for so doing; or
(b) passing from place to place in the ordinary course of navigation.
Regulation 158
(3) A height specified in subregulation (1) is the height above the highest point of
the terrain, and any object on it, within a radius of:
(a) in the case of an aircraft other than a helicopter—600 metres; or
(b) in the case of a helicopter—300 metres;
from a point on the terrain vertically below the aircraft.
(3A) Paragraph (1)(a) does not apply in respect of a helicopter flying at a designated
altitude within an access lane details of which have been published in the AIP or
NOTAMS for use by helicopters arriving at or departing from a specified place.
(4) Subregulation (1) does not apply if:
(a) through stress of weather or any other unavoidable cause it is essential that
a lower height be maintained; or
(b) the aircraft is engaged in private operations or aerial work operations,
being operations that require low flying, and the owner or operator of the
aircraft has received from CASA either a general permit for all flights or a
specific permit for the particular flight to be made at a lower height while
engaged in such operations; or
(c) the pilot of the aircraft is receiving flight training in low-level operations or
aerial application operations, within the meaning of Part 61 of CASR; or
(d) the pilot of the aircraft is engaged in a baulked approach procedure, or the
practice of such procedure under the supervision of a flight instructor or a
check pilot; or
(e) the aircraft is flying in the course of actually taking-off or landing at an
aerodrome; or
(f) the pilot of the aircraft is engaged in:
(i) a search; or
(ii) a rescue; or
(iii) dropping supplies;
in a search and rescue operation; or
(g) the aircraft is a helicopter:
(i) operated by, or for the purposes of, the Australian Federal Police or
the police force of a State or Territory; and
(ii) engaged in law enforcement operations; or
(h) the pilot of the aircraft is engaged in an operation which requires the
dropping of packages or other articles or substances in accordance with
directions issued by CASA.
Regulation 160
160 Interpretation
In this Division, an overtaking aircraft means an aircraft that approaches another
aircraft from the rear on a line forming an angle of less than 70 degrees with the
plane of symmetry of the latter, that is to say, an aircraft that is in such a position
with reference to another aircraft that at night it would be unable to see either of
the forward navigation lights of the other aircraft.
Regulation 163
(4) An overtaking aircraft shall not pass the aircraft that it is overtaking by diving or
climbing.
(5) An aircraft in flight, or operating on the ground or water, shall give way to other
aircraft landing or on final approach to land.
(6) When two or more heavier-than-air aircraft are approaching an aerodrome for the
purpose of landing, aircraft at the greater height shall give way to aircraft at the
lesser height, but the latter shall not take advantage of this rule to cut-in in front
of another that is on final approach to land, or overtake that aircraft.
(7) Notwithstanding anything contained in subregulation (6), power-driven
heavier-than-air aircraft shall give way to gliders.
(8) An aircraft that is about to take-off shall not attempt to do so until there is no
apparent risk of collision with other aircraft.
(9) The pilot in command of an aircraft must give way to another aircraft that is
compelled to land.
Penalty: 25 penalty units.
(10) The pilot in command of an aircraft must comply with the rules in subregulations
(1) to (8).
Penalty: 25 penalty units.
(11) An offence against subregulation (10) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 163A
Regulation 164
Regulation 166A
(a) the aircraft is being operated on the manoeuvring area of, or in the vicinity
of, a non-controlled aerodrome; and
(b) the pilot engages in conduct; and
(c) the conduct results in the contravention of a rule set out in
subregulation (2).
Penalty: 25 penalty units.
(2) The rules are the following:
(a) the pilot must maintain a lookout for other aircraft that are being operated
on the manoeuvring area of, or in the vicinity of, the aerodrome to avoid
collision;
(b) the pilot must ensure that the aircraft does not cause a danger to other
aircraft that are being operated on the manoeuvring area of, or in the
vicinity of, the aerodrome;
(c) if the pilot is flying in the vicinity of the aerodrome, the pilot must:
(i) join the circuit pattern for the aerodrome; or
(ii) avoid the circuit pattern for the aerodrome;
(d) if the pilot joins the circuit pattern for the aerodrome for a landing at the
aerodrome, the pilot must, after joining the circuit pattern, make all turns in
accordance with subregulation (3);
(e) if the pilot takes off from the aerodrome, the pilot must, after taking off,
make all turns in accordance with subregulation (3) while the aircraft is
flying in the circuit pattern for the aerodrome;
(f) subject to subregulation (4), if the pilot takes off from the aerodrome, the
pilot must maintain the same track from the take-off until the aircraft is 500
feet above the terrain;
(g) the pilot must not:
(i) take off from a part of the aerodrome that is outside the landing area
of the aerodrome; or
(ii) land the aircraft on a part of the aerodrome that is outside the landing
area of the aerodrome;
(h) if the pilot takes off from, or lands at, the aerodrome, the pilot must take
off or land into the wind if, at the time of the take-off or landing:
(i) the pilot is not permitted under subregulation (5) to take off or land
downwind; and
(ii) it is practicable to take off or land into the wind.
(3) For paragraphs (2)(d) and (e), the turns must be made:
(a) if CASA has, under subregulation 92(2), directed that all turns at the
aerodrome be made in a particular direction—in accordance with CASA’s
directions; or
(b) if paragraph (a) does not apply and visual signals are displayed at the
aerodrome indicating a direction to make all turns—in accordance with the
visual signals; or
(c) in any other case—to the pilot’s left.
Regulation 166B
(4) The rule in paragraph (2)(f) does not apply if a change to the track is necessary to
avoid the terrain.
(5) For subparagraph (2)(h)(i), the pilot in command of an aircraft may take off or
land downwind at a non-controlled aerodrome if:
(a) the aircraft’s flight manual allows the aircraft to take off or land
downwind; and
(b) after considering any other aircraft that are being operated on the
manoeuvring area of, or in the vicinity of, the aerodrome, the pilot believes
that it is safe to do so.
(6) An offence against subregulation (1) in relation to any of paragraphs (2)(a) to (g)
is an offence of strict liability.
Note: The pilot in command of an aircraft must comply with the flight manual, or other
equivalent document for the aircraft, as required by regulation 138.
Regulation 173
Regulation 174A
(3) Subject to regulation 257, the pilot in command of an aircraft operating under the
Visual Flight Rules is responsible for determining the visibility for the take-off
and landing of the aircraft.
(4) In determining visibility for the purposes of this regulation, the pilot in command
shall take into account the meteorological conditions, sunglare and any other
condition that may limit his or her effective vision through his or her windscreen.
Regulation 191
Regulation 205
Regulation 206
Division 1—General
Regulation 207
Regulation 222A
222A Division 3 not to apply to New Zealand AOC holders with ANZA
privileges
This Division does not apply in relation to an aircraft operated under a New
Zealand AOC with ANZA privileges.
223 Operator to ensure employees and flight crew familiar with local laws and
regulations
(1) An operator of an Australian aircraft engaged in air navigation outside Australian
territory shall ensure that:
(a) his or her employees when abroad know that they must comply with the
laws, regulations and procedures of the countries in which the aircraft is
operated;
(b) the pilots of the aircraft are familiar with the regulations and procedures for
the time being in force in the area in which the aircraft is operated, and, in
particular, with such of those regulations and procedures as relate to the
aerodromes and air navigation facilities to be used by the aircraft; and
(c) members of the flight crew, other than pilots, are familiar with such of the
regulations and procedures of the countries in which the aircraft is operated
as relate to the performance of their respective duties in the operation of the
aircraft.
Penalty: 25 penalty units.
(2) An offence against subregulation (1) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 224A
(4) For paragraphs (3)(c) and (d), the requirement is that the pilot in command has
successfully completed an operator proficiency check or flight review in an
Regulation 225
aircraft of the same category or an approved flight simulator for the category of
aircraft.
(5) An offence against this regulation is an offence of strict liability.
(6) In this regulation:
approved flight simulator: see regulation 61.010 of CASR.
category, of aircraft: see regulation 61.010 of CASR.
qualified pilot, for a flight of an aircraft, means the holder of an air transport or
commercial pilot licence who:
(a) is authorised under Part 61 of CASR to pilot the aircraft; and
(b) either:
(i) is less than 60; or
(ii) meets the requirements of paragraph (3)(b), (c) or (d).
Regulation 227
(3) A person authorised under paragraph (1)(b) must not contravene a condition
subject to which the authority is granted.
Penalty: 25 penalty units.
(4) An offence against subregulation (1) or (3) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(2) A person may occupy the pilot seat or other operating crew position in an
aircraft, only if:
(a) the person is a member of the operating crew who is duly assigned for duty
in the aircraft and is licensed for the duties associated with that seat or
position; or
(b) the person is authorised to enter the crew compartment to conduct
examinations, inspections or checks of the aircraft, its equipment, a
member of the operating crew or the ground organisation provided for use
by aircraft.
Penalty: 50 penalty units.
(3) The pilot in command of an aircraft shall admit an authorised person to the crew
compartment and allow that person to occupy the seat or position appropriate for
the performance of his or her duties if the pilot in command is not of the opinion
that the person’s admission to the crew compartment or occupation of that seat or
position, as the case may be, would endanger the safety of the aircraft.
Penalty: 10 penalty units.
(4) Whenever the pilot in command has refused to permit an authorised person to
enter the crew compartment or occupy the seat or position appropriate for the
Regulation 228
performance of his or her duties, the pilot in command shall, if so required by the
authorised person, furnish a report in writing to CASA setting forth the reasons
for his or her refusal.
Penalty: 5 penalty units.
(4A) An offence against subregulation (1), (1A), (2), (3) or (4) is an offence of strict
liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(5) An authorised person must produce his or her identity card for inspection:
(a) while acting as an authorised person; and
(b) if asked to do so by the pilot in command of the aircraft.
(6) Where an authorised person:
(a) is acting as an authorised person; and
(b) seeks admission, or is admitted, to the crew compartment of an aircraft;
and
(c) fails to produce his or her identity card for inspection when asked to do so;
that person is not authorised to be admitted under that subregulation and, if that
person has been admitted, he or she must leave the crew compartment
immediately.
Regulation 229
(2) The engine may be started or run while the aircraft is inside or outside Australian
territory if the control seat is occupied by an approved person or by a person who
is qualified to taxi the aircraft.
(3) If the aircraft is an aeroplane that is having maintenance carried out on it, or that
is being used for the provision of maintenance training, the engine may be started
or run if the control seat is occupied:
(a) whether the aircraft is inside or outside Australian territory—by a person
who:
(i) holds:
(A) an aircraft engineer licence that permits him or her to perform
maintenance certification for maintenance carried out on the
engine; or
(B) an airworthiness authority covering the maintenance; and
(ii) has sufficient knowledge of the aircraft’s controls and systems to
ensure the starting or running does not endanger any person or
damage the aircraft; or
(b) if the aircraft is outside Australian territory—by a person who:
(i) if the aircraft is in a Contracting State—may under the law of the
Contracting State start or run engines of the same type in connection
with the carrying out of maintenance, or the provision of maintenance
training, as the case requires; or
(ii) has qualifications that are recognised by CASA as adequate for the
purpose of starting or running engines of aircraft of the same type in
connection with the carrying out of maintenance, or the provision of
maintenance training, as the case requires.
Regulation 231
(4) If the aircraft is a rotorcraft or airship that is having maintenance carried out on
it, or that is being used for the provision of maintenance training, the engine may
be started or run:
(a) whether the aircraft is inside or outside Australian territory—by a person
authorised, in writing, by CASA or an authorised person to start and run
the engine in connection with the carrying out of maintenance, or the
provision of maintenance training, as the case requires; or
(b) if the aircraft is outside Australian territory—by a person who:
(i) if the aircraft is in a Contracting State—may under the law of the
Contracting State start or run engines of the same type in connection
with the carrying out of maintenance, or the provision of maintenance
training, as the case requires; or
(ii) has qualifications that are recognised by CASA as adequate for the
purpose of starting or running engines of aircraft of the same type in
connection with the carrying out of maintenance, or the provision of
maintenance training, as the case requires.
(5) CASA may approve a person for the purposes of subregulation (2).
(6) CASA or an authorised person may authorise a person for the purposes of
paragraph (4)(a).
(7) In this regulation:
maintenance training means:
(a) training for the purpose of obtaining a qualification to carry out
maintenance on aircraft; or
(b) maintenance training, within the meaning given by Part 3 of the CASR
Dictionary.
Regulation 233
Regulation 234
Regulation 234A
Regulation 235
Regulation 238
Regulation 241
Regulation 243
the radio apparatus fitted to the aircraft and to be used in flight is functioning
correctly.
Penalty: 25 penalty units.
(2) If the check indicates any malfunctioning of any portion of the radio apparatus
the pilot in command must not fly the aircraft until the apparatus has been
certified by a person licensed or approved for the purpose as being in proper
working order.
Penalty: 25 penalty units.
(3) An offence against subregulation (1) or (2) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 245
(2) CASA may give such directions as CASA considers necessary in the interests of
safety in respect of the duties and responsibilities of the pilot in command and
other persons for tests, checks and other precautions before the despatch of an
aircraft on any flight.
(3) A person must not contravene a direction.
Penalty: 50 penalty units.
(4) An offence against subregulation (1) or (3) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 248A
248A Division 4 not to apply to New Zealand AOC holders with ANZA
privileges
This Division does not apply in relation to an aircraft operated under a New
Zealand AOC with ANZA privileges.
(3) An aircraft while engaged in flying of the type specified in paragraph (1)(d) may
carry engineering and maintenance personnel who are required, as part of their
duties, to be present in the aircraft during the flight for the purpose of flight
observation or of maintenance of the aircraft, including any aircraft component
installed in the aircraft.
(4) For the purposes of this regulation, the categories of aircraft are as follows:
(a) aeroplanes;
(b) helicopters;
(c) gyroplanes;
(d) airships.
Regulation 251
(b) any part of the aircraft that is not designed for the accommodation of the
crew or passengers; or
(c) anything attached to the aircraft.
Penalty: 50 penalty units.
(1B) Subregulations (1) and (1A) do not apply to prevent a member of the crew
having temporary access to:
(a) any part of the aircraft for the purpose of executing repairs or adjustments
to the aircraft or its equipment, or doing anything that may be necessary for
the safety of the aircraft or any persons or cargo carried in the aircraft; or
(b) any part of the aircraft in which goods or stores are being carried and to
which proper means of access is provided.
(2) A person may, with the permission of CASA given in respect of:
(a) a particular flight;
(b) flights of a particular kind; or
(c) flights included in a series of flights;
be carried, during a flight in respect of which the permission is given, on or in a
part of an aircraft that is not designed for the accommodation of the crew or
passengers, or on or in anything attached to an aircraft.
(3) CASA may, when granting a permission referred to in subregulation (2), specify
conditions subject to which a person may be carried.
(4) A person must not contravene a condition to which a permission is subject.
Penalty: 50 penalty units.
(5) An offence against subregulation (1), (1A) or (4) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(6) It is a defence to a prosecution under subregulation (1) or (1A) if the person had
CASA’s permission under subregulation (2).
Note: A defendant bears an evidential burden in relation to the matter in subregulation (6)
(see subsection 13.3(3) of the Criminal Code).
Regulation 252
(2) Subregulation (1) does not apply in relation to an authorised officer of CASA
undertaking examinations, inspections or checks of the work of an aircraft’s crew
or the operation of an aircraft or its equipment under regulation 262.
(3) CASA may direct that a type of safety harness specified in the direction shall be
worn in place of a seat belt in the circumstances set out in the direction.
(4) The pilot in command shall ensure that a seat belt or safety harness is worn at all
times during flight by at least one of the pilot crew members.
Penalty: 25 penalty units.
(5) Subject to subregulation (6), the operator of an aircraft shall detail a member of
the crew to ensure that a seat belt or safety harness is worn by each occupant of
the aircraft during the times specified in subregulation (1) and to ensure that each
belt or harness is adjusted to fit the wearer without slack.
Penalty: 10 penalty units.
(6) CASA may, for the purpose of ensuring the safety of air navigation, give
directions requiring the owner or operator of an aircraft to install in the aircraft
an approved communications system to enable the pilot in command to notify
passengers when a seat belt or safety harness is to be worn.
(6A) A person must not contravene a direction.
Penalty: 10 penalty units.
(7) A direction given under this regulation does not have effect in relation to a
person until it has been served on the person.
(8) An offence against subregulation (1), (4), (5) or (6A) is an offence of strict
liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(9) It is a defence to a prosecution under paragraph (1)(c) if CASA directed that seat
belts need not be worn in that circumstance.
Note: A defendant bears an evidential burden in relation to the matter in subregulation (9)
(see subsection 13.3(3) of the Criminal Code).
Regulation 252A
Note: For strict liability, see section 6.1 of the Criminal Code.
(2) In giving a direction under subregulation (1), CASA shall have regard to the type
of operation in which the aircraft is to be used.
(3) A direction given under this regulation does not have effect in relation to a
person until it has been served on the person.
(2) Subregulation (1) does not apply in relation to a flight by an Australian aircraft
if:
(a) the flight is to take place wholly within a radius of 50 miles from the
aerodrome reference point of the aerodrome from which the flight is to
begin; or
(b) the flight is, or is incidental to, an agricultural operation; or
(c) CASA has given permission for the flight under regulation 21.197 of
CASR; or
(d) the aircraft is new and the flight is for a purpose associated with its
manufacture, preparation or delivery; or
(e) the flight is for the purpose of moving the aircraft to a place to have an
approved ELT fitted to the aircraft, or to have an approved ELT that is
fitted to it repaired, removed or overhauled.
(3) Subregulation (1) does not apply in relation to a flight by an Australian aircraft
if, when the flight takes place:
(a) an approved ELT fitted to the aircraft, or an approved portable ELT usually
carried in the aircraft, has been temporarily removed for inspection, repair,
modification or replacement; and
(b) an entry has been made in the aircraft’s log book, or approved alternative
maintenance record, stating:
(i) the ELT’s make, model and serial number; and
Regulation 252A
Regulation 255
(3) When an aircraft is in flight, the pilot in command must ensure that all exits to
which this regulation applies are fastened in a way that permits their immediate
use in an emergency.
Penalty: 25 penalty units.
(4) An offence against subregulation (2) or (3) is an offence of strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 256
(c) during a period in which the pilot considers that smoking should be
prohibited in the interests of safety.
Penalty: 25 penalty units.
(3A) An offence against subregulation (1), (1A), (2) or (3) is an offence of strict
liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
Regulation 256AA
(7) A person who is on duty in either air traffic control or Flight Service shall not
consume any alcoholic liquor.
Penalty for a contravention of this subregulation: 50 penalty units.
(8) An offence against subregulation (1), (2), (3), (4), (5), (6) or (7) is an offence of
strict liability.
Note: For strict liability, see section 6.1 of the Criminal Code.
(2) Subregulation (1) does not apply to a dog accompanying a visually impaired or
hearing impaired person as a guide or an assistant if the dog is:
(a) carried in the passenger cabin of the aircraft; and
(b) placed on a moisture-absorbent mat as near to the person as practicable;
and
(c) restrained in a way that will prevent the dog from moving from the mat.
(3) More than one animal must not be kept in the same container if doing so would
be likely to affect adversely the safety of the aircraft.
(4) A container must be so constructed that:
(a) an animal kept in the container cannot escape from the container; and
(b) any water or excreta in the container is not likely to escape from the
container in normal flying conditions; and
(c) the container will withstand being damaged in a way that may allow an
animal, or water or excreta, in the container to escape.
Regulation 257
(5) A container in which an animal is kept must not be in the passenger cabin of an
aircraft.
(6) If:
(a) an animal is carried in an aircraft in a container; and
(b) if the animal is not restrained it could move around inside the container in a
way that may alter the distribution of the load of the aircraft; and
(c) the safety of the aircraft may be affected adversely by that movement;
the animal must be restrained in the container to prevent that movement.
(7) The means of restraint must be strong enough to withstand being damaged in a
way that may allow the animal to escape.
(8) An animal must not be carried on an aircraft if carrying the animal would be
likely to affect a person on the aircraft in a way that may affect adversely the
safety of the aircraft.
(9) In this regulation, animal means any member of the animal kingdom other than
man.
(5) Subregulation (4) does not apply if an emergency arises that, in the interests of
safety, makes it necessary for an aircraft to land at an aerodrome where the
meteorological minima is less than that determined for that aircraft operation at
that aerodrome.
(6) This regulation does not prevent a pilot from:
(a) making an approach for the purpose of landing at an aerodrome; or
(b) continuing to fly towards an aerodrome of intended landing specified in the
flight plan;
Regulation 258
(2) This regulation does not apply to an unmanned free balloon to which Part 101 of
CASR applies.
Regulation 306
(2) An authorised person must produce his or her identity card for inspection:
(a) while acting as an authorised person; and
(b) if asked to do so by the occupier or person in charge, or apparently in
charge, of the place or thing to which access is sought.
(3) Where an authorised person:
(a) is acting as an authorised person; and
(b) seeks or is allowed access to a place or thing specified in subregulation (1);
and
(c) fails to produce his or her identity card for inspection when asked to do so;
that person is not authorised to access under that subregulation and, if access has
been given to that person, that access is to be terminated.
Regulation 309A
the Act or these Regulations may be arrested without warrant by a member of the
crew of the aircraft in the same manner as a person who is found committing a
felony may, at common law, be arrested by a constable and shall be dealt with in
the same manner as a person so arrested by a constable.
Section 1 General
(1) Check that the ignition switches are off, the mixture control is lean or cut off, the
throttle is closed and the fuel selector is on.
(2) Check that the propeller blades are free from cracks, bends and detrimental nicks,
that the propeller spinner is secure and free from cracks, that there is no evidence
of oil or grease leakage from the propeller hub or actuating cylinder and that the
propeller hub, where visible, has no evidence of any defect which would prevent
safe operation.
(3) Check that the induction system and all cooling air inlets are free from
obstruction.
(4) Check that the engine, where visible, has no fuel or oil leaks and that the exhaust
system is secure and free from cracks.
(5) Check that the oil quantity is within the limits specified by the manufacturer for
safe operation and that the oil filler cap, dipstick and inspection panels are
secure.
(6) Check that the engine cowlings and cowl flaps are secure.
(7) Check that the landing gear tyres are free from cuts or other damage, have no
plies exposed and, by visual inspection, are adequately inflated.
(8) Check that the landing gear oleo extensions are within normal static limits and
that the landing gear doors are secure.
(9) Check that the wing and fuselage surfaces are free from damage and that the
inspection panels, flight control surfaces and flight control devices are secure.
(10) Check that the interplane and centre section struts are free from damage and that
the bracing wires are of the correct tension.
(11) Check that the pitot heads and static ports are free from obstruction and that the
pitot cover is removed or is free to operate.
(12) Check that the fuel tank filler caps, chains, vents and associated access panels are
secure and free from damage.
(13) Check that the empennage surfaces are free from damage and that the control
surfaces control cables and control rods, where visible, are secure.
(14) Check that the canard surfaces are free from damage and that the control
surfaces, control cables and control rods, where visible, are secure.
(15) Check that the flight controls, the trim systems and the high lift devices operable
from the ground have full and free movement in the correct sense.
(16) Check that the radios and antennae are secure and that where visible, radio units
and interwiring are secure.
(17) Check that the drain holes are free from obstruction.
(18) Check that there is no snow, frost or ice on the wings, tail surfaces, canards,
propeller or windscreen.
(19) Check that each tank sump and fuel filter is free from water and foreign matter
by draining a suitable quantity of fuel into a clean transparent container.
(20) Check that the windscreen is clean and free from damage.
(21) Check that the instruments are free from damage, legible and secure.
(22) Check that the seat belts, buckles and inertia reels are free from damage, secure
and functioning correctly.
Regulation 61.112
Regulation 61.113
Regulation 61.114
Regulation 61.115
Regulation 61.116
(2) However, paragraph (1)(b) does not apply to the student pilot if the
student pilot is enrolled in an integrated training course.
Regulation 61.119
Regulation 61.125
Regulation 61.160
Regulation 61.165
Regulation 61.345
Regulation 61.345
(e) the take-off and landing points for the flight, and for each
segment of the flight;
(f) the flight time (if any) flown in each of the following
capacities:
(i) pilot in command;
(ii) co-pilot;
(iii) pilot in command under supervision;
(iv) pilot receiving flight training;
(g) if the person is a flight instructor—any flight time spent
exercising the privileges of his or her flight instructor rating;
(h) if the person is a flight examiner—any flight time spent
exercising the privileges of his or her flight examiner rating;
(i) whether the flight was by day or night, or both;
(j) any instrument flight time;
(k) whether the person conducted an instrument approach
operation and, if so, the type of instrument approach
procedure.
(4) The person must, as soon as practicable after completing each
simulated flight in a flight simulation training device, record the
following information in the person’s logbook for the simulated
flight:
(a) the date the simulated flight began;
(b) the type of aircraft represented by the device;
(c) the simulated flight time (if any) performed in each of the
following capacities:
(i) pilot in command;
(ii) co-pilot;
(iii) pilot in command under supervision;
(iv) pilot receiving flight training;
(d) if the person is a flight instructor or simulator instructor—
any time spent exercising the privileges of his or her
instructor rating;
(e) whether the flight was conducted in simulated day or night
conditions, or both;
(f) a description of the simulated flight activity.
Regulation 61.355
Regulation 61.375
Regulation 61.375
Regulation 61.375
Column 1 Column 2
Item Activity Rating
4 An operation at night under the VFR using Night vision imaging system
a night vision imaging system rating
Regulation 61.380
Column 1 Column 2
Item Activity Rating
Regulation 61.390
Regulation 61.395
Regulation 61.400
(b) both:
(i) the holder is successfully participating in an operator‘s
training and checking system for an operation at night 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.
(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.
Regulation 61.405
Regulation 61.410
(a) the period beginning on the day the certificate was signed by
the medical practitioner and ending 24 months after that day;
(b) if, when the holder exercises the privileges of the licence, the
holder is at least 65—the period beginning on the day the
certificate was signed by the medical practitioner and ending
12 months after that day;
(c) if the certificate states the period for which it applies—the
period beginning on the day the certificate was signed by the
medical practitioner and ending at the end of the stated
period.
Note: A licence holder must not exercise the privileges of his or her licence
during any period of temporary medical unfitness that could render the
holder unable to exercise those privileges safely: see
regulation 67.270.
Regulation 61.415
Regulation 61.422
Regulation 61.430
Regulation 61.1227
Regulation 61.460
Regulation 61.470
Regulation 61.480
Regulation 61.480
Regulation 61.485
Regulation 61.500
Regulation 61.500
Regulation 61.505
Regulation 61.515
Regulation 61.570
Regulation 61.580
Regulation 61.585
Regulation 61.595
61.595 Aeronautical experience requirements for grant of
commercial pilot licences—helicopter category
(1) An applicant for a commercial pilot licence with the helicopter
category rating must have at least 100 hours of aeronautical
experience that includes:
(a) at least 90 hours of flight time as pilot of a helicopter; and
(b) at least 35 hours of flight time as pilot in command of a
helicopter; and
(c) at least 10 hours of cross-country flight time as pilot in
command of a helicopter; and
(d) at least 10 hours of instrument time; and
(e) at least 5 hours of instrument flight time in a helicopter.
(2) Any of the required aeronautical experience that is not completed
as flight time as a pilot must be completed as:
(a) simulated flight time in an approved flight simulation
training device for the purpose; or
(b) tethered flight time.
(3) However, no more than 5 hours of the required aeronautical
experience may be completed as tethered flight time.
(4) The cross-country flight time required by paragraph (1)(c) must
include a flight of at least 150 nautical miles during which a
landing is made at each of 2 landing areas, other than the one from
which the flight began.
(5) The flight time in a helicopter required by subregulation (1) must
be completed in a registered or recognised helicopter.
Regulation 61.600
(b) at least 50 hours of flight time as pilot in command of a
powered-lift aircraft; and
(c) at least 10 hours of cross-country flight time as pilot in
command of a powered-lift aircraft; and
(d) at least 10 hours of instrument time; and
(e) at least 5 hours of instrument flight time in a powered-lift
aircraft.
(2) Any of the required aeronautical experience that is not completed
as flight time as a pilot must be completed as:
(a) simulated flight time in an approved flight simulation
training device for the purpose; or
(b) tethered flight time.
(3) However, no more than 5 hours of the required aeronautical
experience may be completed as tethered flight time.
(4) The cross-country flight time required by paragraph (1)(c) must
include a flight of at least 300 nautical miles during which a
full-stop landing is made at each of 2 landing areas, other than the
one from which the flight began.
(5) The flight time in a powered-lift aircraft required by
subregulation (1) must be completed in a registered or recognised
powered-lift aircraft.
Regulation 61.605
Regulation 61.615
61.615 Aeronautical experience requirements for grant of
commercial pilot licences—helicopter category
(1) An applicant for a commercial pilot licence with the helicopter
category rating must have at least 150 hours of aeronautical
experience that includes:
(a) at least 140 hours of flight time as a pilot; and
(b) at least 70 hours of flight time as pilot of a helicopter; and
(c) at least 35 hours of flight time as pilot in command of a
helicopter; and
(d) at least 10 hours of cross-country flight time as pilot in
command of a helicopter; and
(e) at least 10 hours of instrument time; and
(f) at least 5 hours of instrument flight time in a helicopter.
(2) Any of the required aeronautical experience that is not completed
as flight time as a pilot must be completed as:
(a) simulated flight time in an approved flight simulation
training device for the purpose; or
(b) tethered flight time.
(3) However, no more than 5 hours of the required aeronautical
experience may be completed as tethered flight time.
(4) The cross-country flight time required by paragraph (1)(d) must
include a flight of at least 150 nautical miles during which a
landing is made at each of 2 landing areas, other than the one from
which the flight began.
Regulation 61.625
(c) at least 10 hours of cross-country flight time as pilot in
command of a powered-lift aircraft; and
(d) at least 10 hours of instrument time; and
(e) at least 5 hours of instrument flight time in a powered-lift
aircraft.
(2) Any of the required aeronautical experience that is not completed
as flight time as a pilot must be completed as:
(a) simulated flight time in an approved flight simulation
training device for the purpose; or
(b) tethered flight time.
(3) However, no more than 5 hours of the required aeronautical
experience may be completed as tethered flight time.
(4) The cross-country flight time required by paragraph (1)(c) must
include a flight of at least 300 nautical miles during which a
full-stop landing is made at each of 2 landing areas, other than the
one from which the flight began.
Regulation 61.630
full-stop landing is made at each of 2 landing areas, other than the
one from which the flight began.
Regulation 2
Regulation 61.345
Regulation 61.355
Regulation 61.355
Regulation 61.1225
(c) the rating for which the flight review was conducted.
(3) For subparagraph (1)(c)(ii), the notice must state the following:
(a) the holder’s name and ARN;
(b) that the holder has successfully completed the flight review;
(c) the date on which the flight review was successfully
completed;
(d) the rating for which the flight review was conducted;
(e) if the flight review was conducted in an aircraft—the
aircraft’s nationality and registration marks;
(f) if the flight review was conducted in a flight simulator—the
identifying number for the flight simulator stated on its flight
simulator qualification certificate.
(4) An offence against this regulation is an offence of strict liability.
Regulation 61.1225
Section 20.2
controls to the full limit of their travel and make such other tests as are
necessary to ensure that those controls are functioning correctly.
Note Paragraph 244 (1) (a) of the Civil Aviation Regulations 1988 requires that immediately
before taking-off on any flight, the pilot in command of an aircraft must test the flight controls
on the ground to the full limit of their travel and make such other tests as are necessary to
ensure that those controls are functioning correctly.
3. In the case of turbine fuel samples, tests should also include inspection for
persistent cloudiness or other evidence of the presence of suspended water
droplets, which will not necessarily be detected by methods mentioned in notes 1
and 2. Should any doubt exist of the suitability of the fuel, the checks specified in
the aircraft Operators Maintenance Manual should be followed. It is advisable to
allow turbine fuel a reasonable period of stagnation before drawing test samples
from fuel drain points; this allows settling of suspended water which is a slower
process in turbine fuel than in aviation gasoline.
5.1A In relation to a refuelling that is a hot refuelling in accordance with section
20.10 or section 20.10.1, the operator and pilot in command of an aircraft are
not required to carry out inspections and tests in accordance with paragraph
5.1. This does not effect the requirement to do so before the start of each day’s
flying.
5.2 If, at any time, a significant quantity of water is found to be present in an
aircraft fuel system, the operator and pilot in command must ensure that all
traces of it are removed from the fuel system, including the fuel filters, before
further flight.
Note In eliminating water from an aircraft fuel system, it is important that consideration be
given to the possibility of water lying in portions of the tanks or fuel lines where, because of
the design of the system or the existing attitude of the aircraft, it is not immediately accessible
to a drain point.
5.3 The operator and pilot in command must ensure that, before the
commencement of each day’s flying, all external fuel tank vents are inspected
for freedom from obstruction.
CAO 20.4.6
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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(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.
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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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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.
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Civil Aviation Order 20.11
2 Definitions
In this section, unless a contrary intention appears:
handicapped person means a person requiring special attention because illness,
injury, age, congenital malfunction, or other temporary or permanent incapacity or
disability makes that person unable without special facilities or assistance to utilise air
transport facilities and services as effectively as persons who are not so affected.
land aircraft means all aircraft other than amphibious aircraft when operating on
water, helicopters equipped with fixed flotation equipment when operating on water,
seaplanes and flying boats.
portable megaphone means a portable battery-powered megaphone that meets the
performance standards set out in paragraph 6A.5.
3 Maintenance of emergency and lifesaving equipment
An operator must ensure that emergency and lifesaving equipment, carried or installed
in an aircraft to meet the requirements of this section, is maintained in such condition
that it will satisfactorily perform its design function.
5 Flotation equipment for overwater flights
5.1 Life jackets
5.1.1 Aircraft shall be equipped with 1 life jacket for each occupant when the aircraft is
over water and at a distance from land:
(a) in the case of a single engine aircraft — greater than that which would allow the
aircraft to reach land with the engine inoperative; and
(b) in the case of multi-engine aircraft — greater than 50 miles.
Note 1 For the purposes of this paragraph, land shall mean land suitable for an emergency landing.
Note 2 Except as specified in paragraph 5.1.2 below, the provisions of this paragraph need not apply to
land aircraft departing from or landing at an aerodrome in accordance with a normal navigational
procedure for departing from or landing at that aerodrome.
5.1.2 Land aircraft that carry passengers and are engaged in:
(a) regular public transport operations; or
(b) charter operations;
shall be equipped with a life jacket or flotation device for each occupant on all flights
where the take-off or approach path is so disposed over water that in the event of a
mishap occurring during the departure or the arrival it is reasonably possible that the
aircraft would be forced to land onto water.
5.1.3 Where required by paragraph 5.1.1 or paragraph 5.1.2, a life jacket or individual
flotation device shall be stowed at or immediately adjacent to each seat. In addition,
sufficient additional life jackets or individual flotation devices shall be carried in
easily accessible positions for use by infants or children for whom a life jacket or
individual flotation device is not available at or adjacent to their seated position.
5.1.4 Amphibious aircraft when operating on water, helicopters equipped with fixed
flotation equipment when operating on water, and all seaplanes and flying boats on all
flights shall be equipped with:
(a) 1 life jacket for each occupant; and
(a) an additional number of life jackets (equal to at least one-fifth of the total number
of occupants) in a readily accessible position near the exits.
5.1.5 Life jackets shall be so stowed in the aircraft that 1 life jacket is readily accessible to
each occupant and, in the case of passengers, within easy reach of their seats.
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board the aircraft for this subsection has not successfully undergone the periodic
inspection and testing recommended for it by its manufacturer.
Note For the maintenance requirements for emergency locator transmitters see also Part 4A of the
Civil Aviation Regulations 1988.
6.6 Before an approved ELT or approved portable ELT may be used in an aircraft for this
subsection, it must be registered with the Australian Maritime Safety Authority.
6.7 In this subsection:
approved ELT has the same meaning as in subregulation 252A (7) of the Civil
Aviation Regulations 1988 (CAR 1988).
approved portable ELT has the same meaning as in subregulation 252A (7) of CAR
1988.
6A Portable megaphones
6A.1 This subsection applies to an aircraft that:
(a) is engaged in:
(i) regular public transport operations; or
(ii) charter operations for the purpose of carrying passengers; and
(b) has a passenger seating capacity of more than 60 seats; and
(c) is carrying at least 1 passenger.
6A.2 An aircraft to which this subsection applies must carry:
(a) if it has a passenger seating capacity of less than 100 seats — 1 portable
megaphone; or
(b) otherwise — 2 portable megaphones.
6A.3 If 1 megaphone is carried in an aircraft under this subsection, it must be kept in a
place where it is readily accessible from a crew member’s seat.
6A.4 If 2 megaphones are carried in an aircraft under this subsection, they must be
distributed through the passenger cabin or cabins so as to be readily accessible to crew
members.
6A.5 Each portable megaphone must meet the following performance standards:
(a) it must be able to perform its function throughout any flight on which it is
carried; and
(b) it must be designed for ease of handling and use with 1 hand; and
(c) it must have a volume control or adequate acoustic feedback suppression.
7 Survival equipment
7.1 An aircraft shall carry survival equipment for sustaining life appropriate to the area
being overflown on the following flights:
(a) where the carriage of life rafts are required by paragraphs 5.2.1 and 5.2.2;
(b) during operations within or through the remote areas specified in Appendix III;
(c) on such other flights as may be directed by CASA.
8 Accessories for water operations
8.1 Amphibious aircraft when operating over water and all seaplanes and flying boats
shall carry at least 1 sea anchor (drogue) and appropriate fittings shall be provided for
the attachment of the sea anchor to the aircraft.
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(b) the dates on which a member has undertaken the proficiency test;
(c) the results of all proficiency tests undertaken by any crew member.
12.6 A proficiency test undertaken within a period of ninety days immediately preceding
the expiry date of a certificate issued under paragraph 12.4 shall be deemed to have
been undertaken on the expiry date of that certificate.
13 Cabin attendants
13.1 Number of attendants
Aircraft engaged in the carriage of passengers on regular public transport operations
shall contain at least the number of cabin attendants specified in section 20.16.3.
13.2 Seating position
At all times when they are required to wear seat belts cabin attendants shall be
distributed uniformly throughout the passenger compartment or compartments, seated
as near as practicable to emergency exits and each section of the aisle(s) shall be
under the surveillance of at least 1 cabin attendant.
13.3 Training
Cabin attendants shall not be assigned to emergency duties on an aircraft unless in
addition to the requirements of subsection 12 they have been given instruction in the
following on that aircraft:
(a) a general description of the aircraft;
(b) a knowledge of all crew member’s assignment, functions and responsibilities
during an evacuation or ditching;
(c) briefing of passengers;
(d) use of public address system, where fitted, and means of communicating with the
cockpit; and
(e) location and use of first aid equipment.
14 Briefing of passengers
14.1 General
14.1.1 The operator of an aircraft shall ensure that all passengers are orally briefed before
each take-off on:
(a) smoking, including the prohibition of smoking in toilets; and
(b) the use and adjustment of seat belts; and
(c) the location of emergency exits; and
(d) the use of oxygen where applicable; and
(e) the use of flotation devices where applicable; and
(f) stowage of hand luggage; and
(g) the presence on board of special survival equipment where applicable.
14.1.2 The operator of an aircraft shall ensure that a handicapped person, and the person
assisting the handicapped person, if any, is given individual briefing appropriate to the
needs of that person in the procedures to be followed in the event of emergency
evacuation of the aircraft. The briefing should include which emergency exit to use
and when to move to the exit. The person giving the briefing should also enquire as to
the most appropriate manner of assisting the handicapped person so as to prevent pain
or injury to that person.
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Appendix III
Note 1 Flight through corridors shall be made within sight of the highway concerned but in no case
more than five miles therefrom.
Note 2 Australian administered islands adjacent to the Remote Area between Talgarno and Cairns are
part of the Designated Remote Area.
Note 3 Mainland within 50 n.m. of Darwin excluded from Designated Remote Area.
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(h) the maximum allowable weight for the flight having regard to the requirements of
section 20.7.0.
5.4 The operator and pilot shall ensure that the load sheet is carried in the aircraft and, in
the case of aircraft engaged in regular public transport services, that a copy is retained
on the ground at the aerodrome of departure.
5.4.1 The operator shall retain a copy of each load sheet for a period of 3 months after the
relevant flight.
6 Dangerous cargo
Where dangerous cargo is carried, the pilot in command shall be informed of the
precise nature and stowage location of such cargo and of the recommended
precautions and instructions to be observed in handling in the event of leakage and/or
fire.
7 Passenger lists
When passengers are carried on a charter or regular public transport flight, the
operator or his representative shall compile a passenger list and leave it for retention at
the aerodrome of departure. The list shall contain the aircraft registration, the names
of passengers carried, the date and estimated time of departure, and the places of
embarkation and destination.
Table of Orders
Table of Amendments
ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted
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Civil Aviation Order 20.16.1
(h) the maximum allowable weight for the flight having regard to the requirements of
section 20.7.0.
5.4 The operator and pilot shall ensure that the load sheet is carried in the aircraft and, in
the case of aircraft engaged in regular public transport services, that a copy is retained
on the ground at the aerodrome of departure.
5.4.1 The operator shall retain a copy of each load sheet for a period of 3 months after the
relevant flight.
6 Dangerous cargo
Where dangerous cargo is carried, the pilot in command shall be informed of the
precise nature and stowage location of such cargo and of the recommended
precautions and instructions to be observed in handling in the event of leakage and/or
fire.
7 Passenger lists
When passengers are carried on a charter or regular public transport flight, the
operator or his representative shall compile a passenger list and leave it for retention at
the aerodrome of departure. The list shall contain the aircraft registration, the names
of passengers carried, the date and estimated time of departure, and the places of
embarkation and destination.
Table of Orders
Table of Amendments
ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted
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SECTION 20.16.2
1 APPLICATION
This section applies to all Australian aircraft.
2 DEFINITIONS
Cargo means things other than persons carried in an aircraft.
3 RESTRAINT
3.1 Cargo stowed on or above the floor line of compartments occupied by
persons and behind any person shall be restrained so as to prevent any
article from moving under the maximum accelerations to be expected in
flight and in an emergency alighting such as a ditching.
3.2 Cargo stowed in areas other than those covered by paragraph 3.1 shall be
restrained so as to prevent any article from moving under the maximum
accelerations to be expected in flight, in a heavy landing, and in a ground
loop.
3.3 The strength of the restraint provisions for compliance with paragraphs
3.1 and 3.2 shall be not less than that approved or accepted by CASA for
a particular type of aircraft.
3.4 Cargo restraint equipment shall be flame resistant.
4 STOWAGE
4.1 Cargo shall not be carried in any place where it may damage, obstruct or
cause failure of controls, electrical wiring, pipe lines and items of aircraft
equipment, essential to the safe operation of the aircraft, unless such
items are adequately protected during loading and handling of cargo and
during the operation of the aircraft.
4.2 Cargo may obstruct an emergency exit where sufficient other emergency
exits are available for the number of occupants carried in accordance with
the tables in Part 105 and any cargo aft of these exits is restrained in
accordance with paragraph 3.1.
4.2.1 Whenever an emergency exit is obstructed, the emergency exit sign for
that exit shall be covered or otherwise made ineffective.
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4.2.1 Whenever an emergency exit is obstructed, the emergency exit sign for
that exit shall be covered or otherwise made ineffective.
4.3 Cargo shall not obstruct an aisle in accordance with subsection 7 of
section 20.16.3.
4.4 Where cargo is carried in an aircraft (other than a single pilot aircraft) in
which an aisle is not required by subsection 7 of section 20.16.3, the
cargo shall be stowed:
(a) so as to ensure that crew members are able to move freely through
the aircraft in a substantially upright position; or
(b) so as to provide access through the aircraft for the crew members in
such other manner as may be approved by CASA.
7 PLACARDING
Cargo shall only be carried in a place or compartment placarded with
loading instructions.
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Civil Aviation Order 20.16.3
A cabin attendant is a crew member, other than a flight crew member, who is
qualified in the execution of emergency procedures in accordance with the
requirements of section 20.11.
A child is a passenger who has reached his or her third but not his or her
thirteenth birthday.
An infant is a passenger who has not reached his or her third birthday.
A passenger is a person who is not a crew member.
3 Seats
3.1 Each crew member and each passenger shall occupy a seat of an approved
type:
(a) during take-off and landing; and
(b) during an instrument approach; and
(c) when the aircraft is flying at a height less than 1000 feet above the
terrain; and
(d) in turbulent conditions:
except:
(i) infants, children and stretcher cases carried in accordance with
subsections 13 and 14 respectively; and
(ii) package dispatchers carried in accordance with section 29.5; and
(iii) parachutists carried in accordance with subsection 15.
3.2 Each crew member and passenger shall occupy a seat of an approved type
during agricultural operations and during acrobatic manoeuvres.
3.3 The operator of the aircraft must ensure that exit rows in the aircraft are
occupied only by persons who are fully able and willing to assist with access
to the emergency exits in the event of an emergency.
5 Adjustment of seats
5.1 All seats (with the exception of those specified in paragraph 5.2) shall be
adjusted to their upright position for take-off and landing.
5.2 When it is desirable through illness or other incapacity that a passenger’s seat
remains in the reclined position during take-off or landing, that seat,
notwithstanding the provision of paragraph 5.1, may be left reclined during
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Civil Aviation Order 20.16.3 .5.2 continued.
6 Cabin attendants
6.1 Subject to subsection 6A, aircraft engaged in charter or regular public
transport operations shall carry cabin attendants appropriate to their passenger
complement as follows:
(a) aircraft carrying more than 15 but not more than 36 passengers shall carry
a cabin attendant, except that aircraft:
(i) carrying not more than 22 passengers, at least 3 of whom are infants
or children; and
(ii) crewed by 2 pilots;
need not carry a cabin attendant if the duties and responsibilities of the
flight crew concerning the briefing and control of passengers in normal
and emergency operations are specified in the operations manual;
(b) aircraft carrying more than 36 but not more than 216 passengers shall
carry at least 1 cabin attendant for each unit of 36 passengers or part
thereof;
(c) aircraft carrying more than 216 passengers shall carry the number of
cabin attendants as prescribed by CASA which shall not be less than
1 cabin attendant for each floor level exit in any cabin with 2 aisles;
(d) notwithstanding the specifications of (a), (b) and (c) above, in an aircraft
in which cabin attendants are required to be carried, there shall be not less
than 1 cabin attendant in each separate compartment occupied by
passengers, and, where the number of cabin attendants used in the
emergency evacuation demonstration required by section 20.11 was in
excess of the numbers required by (a), (b) or (c) above, the number of
cabin attendants on an aircraft shall be not less than the numbers required
by (a), (b) or (c) as applicable plus the excess number of attendants used
in the demonstration.
6.2 When cabin attendants must be carried in accordance with paragraph 6.1, the
number of cabin attendants need not be increased when infants or children are
carried and the total number of passengers exceeds that permitted by the
number of cabin attendants provided that:
(a) the number of excess passengers does not exceed 5% (to the next highest
whole number); and
(b) the excess passengers are infants or children.
6.3 When parachutists are carried on aircraft engaged in parachuting operations
they shall not be regarded as passengers for the purpose of determining the
number of cabin attendants required.
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Civil Aviation Order 20.16.3
8 Smoking
Pursuant to paragraph 255 (2) (a) of the Civil Aviation Regulations 1988, a
notice(s) specifying the periods during which smoking is prohibited may be
permanently displayed in the crew compartment and toilets of all aircraft and
in the passenger compartment of aircraft which have only 1 passenger
compartment and a maximum take-off weight of 5 700 kg or less.
10 Passenger service
Except when in use, all items provided for passenger service, such as food
containers, vacuum flasks and serving trays, shall be carried in their respective
stowages and secured against movement likely to cause injury to persons or
damage to the aircraft. In any case, all such items shall be stowed during take-
off and landing.
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Civil Aviation Order 20.16.3
11.2 In respect of aircraft engaged in regular public transport operations, the seat
referred to in paragraph 11.1 shall not be occupied by a person other than a
licensed pilot or an employee of the operator of the aircraft unless approved
by CASA. Details of such an approval shall be included in the Operations
Manual.
11.3 The provisions of these paragraphs shall not be construed as limiting the
exercise of the authority of CASA in accordance with regulation 226 of the
Civil Aviation Regulations 1988.
12 Passenger capacity
12.1 The number of passengers carried in an aircraft for which an emergency
evacuation demonstration is required by subsection 15 of section 20.11 shall
not exceed the number demonstrated or the number otherwise approved by
CASA, except that when infants are carried the number may be increased by
5% (to the nearest whole number), provided the excess passengers are infants.
12.2 The number of passengers carried in an aircraft for which an emergency
evacuation demonstration is not required may exceed the number of approved
passenger seats fitted in the aircraft only if the excess number of passengers:
(a) has been approved by CASA; or
(b) does not exceed the number specified in column 2 of the following table
opposite the number of passenger seats specified in column 1;
and the excess passengers are infants or children:
Table
Column 1 Column 2
No. of passenger seats No. of excess passengers
2-6 1
7-13 2
14-20 3
21-26 4
27-39 5
40-44 6
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CAO 20.16.3.
Page 145
(c) ensure that individual briefings on emergency procedures are given to any
such person in accordance with Civil Aviation Order 20.11.
14.4 The carriage of stretcher patients on any aircraft must be in accordance with
the following requirements:
(a) the stretcher must be secured in the aircraft so as to prevent it from
moving under the maximum acceleration likely to be experienced in
flight and in an emergency alighting such as ditching;
(b) the patient must be secured by an approved harness to the stretcher or
aircraft structure.
Note Psychiatric restraint equipment is not an approved harness for this purpose.
15 Carriage of parachutists
15.1 Where a parachutist is not provided with a seat of an approved type, he or she
shall be provided with a position where he or she can be safely seated.
15.2 During the times specified in paragraph 3.1, he or she shall, except when he or
she is about to jump:
(a) occupy a seat or a seating position;
(b) wear, adjusted to ensure adequate restraint;
(i) a seat belt; or
(ii) a safety harness; or
(iii) a parachute connected to an approved single point restraint.
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Civil Aviation Order 20.18
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.
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:
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.
17
18
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.
19
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
(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; 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
20
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).
21
(c) ensure that individual briefings on emergency procedures are given to any
such person in accordance with Civil Aviation Order 20.11.
14.4 The carriage of stretcher patients on any aircraft must be in accordance with
the following requirements:
(a) the stretcher must be secured in the aircraft so as to prevent it from
moving under the maximum acceleration likely to be experienced in
flight and in an emergency alighting such as ditching;
(b) the patient must be secured by an approved harness to the stretcher or
aircraft structure.
Note Psychiatric restraint equipment is not an approved harness for this purpose.
15 Carriage of parachutists
15.1 Where a parachutist is not provided with a seat of an approved type, he or she
shall be provided with a position where he or she can be safely seated.
15.2 During the times specified in paragraph 3.1, he or she shall, except when he or
she is about to jump:
(a) occupy a seat or a seating position;
(b) wear, adjusted to ensure adequate restraint;
(i) a seat belt; or
(ii) a safety harness; or
(iii) a parachute connected to an approved single point restraint.
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SECTION 29.5
1 APPLICATION
This section applies to all Australian aircraft except those aircraft
engaged in agricultural operations or agricultural training operations.
3 DROPPING SITE
Dropping shall not be carried out within a control zone, within an
aircraft lane of entry, or within 5 miles of a Government or licensed
aerodrome, without the approval of CASA.
4 DROPPING REQUIREMENTS
4.1 The articles or substances shall be carried inside the aircraft or in a
manner specified in the flight manual or otherwise approved by CASA.
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Federal Register of Legislative Instruments F2005B00836
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4.2 The opening through which the articles or substances are dropped shall
be located so that the articles or substances, on release, will not damage
or affect the operation of any part of the aircraft.
4.3 The size to weight ratio of individual articles shall be such that they will
drop readily away from the aircraft.
4.4 For articles other than leaflets or substances not in the form of liquid,
powder or fine grains, the dropping site shall be of such dimensions that
there is no risk of the articles or substances falling outside the site.
4.5 Articles, other than leaflets or substances not in the form of liquids,
powder or fine grains, shall not be dropped on a site unless it is clear of
persons and stock.
4.6 The size of the leaflets and the number dropped at any one time shall be
limited to an extent which will ensure that injury is not caused to
persons on the ground if the leaflets fail to separate while dropping.
4.7 The dropping of articles or substances shall be controlled by a person
other than the pilot in command (hereinafter referred to as the
despatcher), unless the dropping can be carried out by the pilot in
command from his normal crew station and without affecting his ability
to control the aircraft normally.
4.8 Effective communication shall be maintained between the pilot in
command and the despatcher during the dropping operation and the
articles or substances shall be dropped only with the consent of the pilot
in command.
Note: In this Order, dropping operation means that part of the flight during which
the aircraft is on the final approach path to the dropping site or target, and during
which only minor changes of heading, airspeed and altitude are made.
4.9 The pilot in command shall ensure that movement of articles or
substances during flight preparatory to dropping, during the dropping
and after the dropping will not result in any change in aircraft trim that
could cause an unsafe condition or cause the aircraft’s centre of gravity
to move outside permissible limits.
4.10 The operator shall ensure that the despatcher is properly instructed in
his duties.
4.11 The pilot in command shall possess the qualifications set out in the
Appendix.
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5.2 Except with the permission of CASA, no person other than the persons
having duties relating to the operation shall be carried in an aircraft
engaged in operations during which dropping is carried out.
5.3 During dropping operations, each person on board except despatchers
shall occupy a separate seat equipped with an approved safety belt or
harness which shall be worn adjusted to ensure adequate restraint.
5.4 Where the dropping aperture is large enough for a person to fit through,
all occupants except despatchers shall remain seated whenever the
aperture is open.
5.5 A despatcher need not be provided with a seat but a position where he
may sit shall be provided and equipped with an approved safety belt or
harness.
5.5.1 A despatcher shall remain seated and wear a safety belt or harness
adjusted to ensure adequate restraint:
(a) during take-off and landing; and
(b) during an instrument approach.
5.5.2 Except during dropping operations a despatcher shall remain seated and
wear a safety belt or harness adjusted to ensure adequate restraint:
(a) in turbulent conditions; and
(b) when the aircraft is flying at a height of less than 100 feet above the
terrain.
5.6 A despatcher shall wear approved restraint equipment during dropping
operations and this equipment may permit him to move to but not
through the dropping aperture.
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7 Operating conditions
7.1 An aircraft must not fly over any populous area at a height lower than
1 000 feet above the terrain, unless a flight at a lower height is essential to the
efficient conduct of a dropping operation and such an operation is occasioned
by an emergency.
7.2 Except with the permission of CASA, dropping operations shall be conducted
by day only, in accordance with visual flight rules, and in continuous sight of
the ground or water.
8 Directions relating to the release of liquid fuel
8.1 If paragraph 150 (2) (d) of the Civil Aviation Regulations 1988 does not apply,
a pilot in command may only release fuel in accordance with the Air
Navigation (Fuel Spillage) Regulations 1999.
4
Federal Register of Legislative Instruments F2015C00054
Page 153
Civil Aviation Order 40.1.0
1 Prescription of endorsements
1.1 For the purposes of subregulation 5.22 (1), the type endorsements set out in column 1
of Appendix I are prescribed for aeroplanes.
1.2 For the purposes of subregulation 5.22 (1), the class endorsements set out in
Appendix IA are prescribed for aeroplanes.
1.3 For the purposes of subregulation 5.22 (1), the following special design feature
endorsements are prescribed:
(a) manual propeller pitch control;
(b) tail wheel undercarriage;
(c) retractable undercarriage;
(d) ski landing gear;
(e) float alighting gear;
(f) floating hull;
(g) pressurisation system.
2 Classification of aeroplanes
2.1 For the purposes of subregulation 5.22 (2), the types of aeroplane specified in
column 3 of an item in Appendix IB are included in the class specified in column 2 of
that item.
2
Federal Register of Legislative Instruments F2012C00288
Civil Aviation Order 48.1 Instrument 2019
(as amended)
made under subregulation 5 (1), regulation 210A and subregulation 215 (3) of the
Civil Aviation Regulations 1988, subregulation 11.068 (1) of the Civil Aviation
Safety Regulations 1998, and paragraph 28BA (1) (b) and subsection 98 (4A) of the
Civil Aviation Act 1988.
Prepared by the Advisory and Drafting Branch, Legal and Regulatory Affairs
Division, Civil Aviation Safety Authority, Canberra.
Compilation No. 1
Note This Table of Contents is not part of Civil Aviation Order 48.1 Instrument 2019. It is for reader
guidance only. The Table may be modified or edited in any published version of the Instrument. See
paragraph 1.2 in Part 1.
Page
PART 1 GENERAL ..................................................................................................................... 1
1 Name of instrument ................................................................................................................. 1
2 Commencement ...................................................................................................................... 1
3 Repeals ................................................................................................................................... 1
4 Application and effect .............................................................................................................. 2
5 Saving and transitional provisions for this CAO to take effect ................................................ 3
5A Approval of non-compliance.................................................................................................... 5
6 Definitions ................................................................................................................................ 6
7 Determination of acclimatisation ........................................................................................... 15
PART 2 CONDITIONS ............................................................................................................. 18
8 General condition on Air Operators’ Certificates ................................................................... 18
9 General conditions on flight crew licences ............................................................................ 18
PART 3 LIMITS AND REQUIREMENTS .................................................................................. 19
10 Limits and requirements for operations ................................................................................. 19
11 Part 137 operations ............................................................................................................... 20
12 Private operations ................................................................................................................. 21
13 Operations under multiple Appendices ................................................................................. 21
13A Transitioning from Appendix 4B, 5 or 5A, or Subpart 137.Q of CASR ................................. 22
14 AOC holder obligations ......................................................................................................... 22
15 Enhanced fatigue management obligations .......................................................................... 24
15A Recognition of prior initial training ......................................................................................... 26
16 Flight crew member obligations ............................................................................................ 27
APPENDIX 1 BASIC LIMITS ..................................................................................................... 28
APPENDIX 2 MULTI-PILOT OPERATIONS EXCEPT FLIGHT TRAINING ............................. 30
APPENDIX 3 MULTI-PILOT OPERATIONS EXCEPT COMPLEX
OPERATIONS
AND FLIGHT TRAINING ..................................................................................... 41
APPENDIX 4 ANY OPERATIONS ............................................................................................ 49
APPENDIX 4A BALLOON OPERATIONS ................................................................................... 56
APPENDIX 4B MEDICAL TRANSPORT OPERATIONS AND EMERGENCY
SERVICE OPERATIONS .................................................................................... 58
APPENDIX 5 AERIAL WORK OPERATIONS AND FLIGHT TRAINING
ASSOCIATED WITH AERIAL WORK ................................................................. 63
APPENDIX 5A DAYLIGHT AERIAL WORK OPERATIONS AND FLIGHT TRAINING
ASSOCIATED WITH AERIAL WORK ................................................................. 67
APPENDIX 6 FLIGHT TRAINING ............................................................................................. 69
APPENDIX 7 FATIGUE RISK MANAGEMENT SYSTEM (FRMS) ........................................... 73
Notes to Civil Aviation Order 48.1 ................................................................................................... 80
ii
Authorised Version F2019C00842 registered 20/11/2019
Civil Aviation Order 48.1 Instrument 2019
PART 1 GENERAL
1 Name of instrument
1.1 This instrument is the Civil Aviation Order 48.1 Instrument 2019.
1.2 The Table of Contents at the front of this instrument is not part of this instrument.
It is for guidance only and may be modified or edited in any published version of
this instrument.
2 Commencement
This instrument commences on 2 September 2019.
Note Subsection 5 of this instrument provides savings and transitional provisions for certain AOC
holders and Part 141 operators which determine when some provisions take effect.
3 Repeals
3.1 Each of the following Civil Aviation Orders (CAOs), as in force immediately
before 2 September 2019, is repealed:
(a) CAO 48.0, Flight time limitations — general;
(b) CAO 48.1, Flight time limitations — pilots;
(c) CAO 48.2, Flight time limitations — flight engineers;
(d) CAO 48.3, Flight time limitations — flight navigators;
(e) CAO 48.4, Flight time limitations — flight radio operators.
3.2 To avoid doubt, each of the following Civil Aviation Amendment Orders
(CAAOs), as in force immediately before 2 September 2019, is repealed:
(a) CAAO (No. R47) 2004;
(b) CAAO (No. R48) 2004;
(c) CAAO (No. R49) 2004;
(d) CAAO (No. R50) 2004;
(e) CAAO (No. R51) 2004.
3.3 To avoid doubt, each of the following sections of the CAOs, as in force
immediately before 2 September 2019, is repealed:
(a) Section 48.0;
(b) Section 48.1;
(c) Section 48.2;
(d) Section 48.3;
(e) Section 48.4.
3.4 To avoid doubt, Part 48 – Flight time limitations, of the CAOs, as in force
immediately before 2 September 2019, is repealed.
3.5 To avoid doubt, each CAO mentioned in paragraph 3.1, each CAAO mentioned
in paragraph 3.2, each section of the CAOs mentioned in paragraph 3.3, and
Part 48 of the CAOs mentioned in paragraph 3.4, as continued in force by
subregulation 335 (2) of CAR as if it had been made on 1 September 2014 under
regulation 210A of CAR, is repealed.
3.6 Subject to paragraph 3.9, Civil Aviation Order 48.1 Instrument 2013, as in force
immediately before 2 September 2019, is repealed.
10.2 Subject to subsections 11 and 13, each FCM of an AOC holder must comply with
the limits and requirements mentioned in the Appendix or Appendices which the
AOC holder has chosen to comply with under paragraph 10.1.
11 Part 137 operations
11.1 Despite any other provision of this Order, this subsection takes effect on
2 September 2019.
11.2 In this subsection:
relevant operation means an aerial application operation in an aeroplane under
Part 137 of CASR.
Note Subsection 11 has no application to aerial application operations in a helicopter.
11.3 Except for this subsection, paragraph 16.1 and any relevant definitions in
subsection 5, this CAO does not apply to:
(a) an AOC holder engaged in a relevant operation;
(b) an FCM employed by, and undertaking duties for, the AOC holder mentioned
in subparagraph (a).
11.4 It is a condition on the AOC of an AOC holder mentioned in subparagraph 11.3 (a)
that the holder must comply with Subpart 137.Q of CASR.
Note Such AOC holders are bound by Subpart 137.Q of CASR and there are penalties under
Subpart 137.Q for failure to comply.
11.5 It is a condition on the flight crew licence of an FCM mentioned in
subparagraph 11.3 (b) that the FCM must comply with Subpart 137.Q of CASR.
Note Such FCMs are bound by Subpart 137.Q of CASR and there are penalties under
Subpart 137.Q for failure to comply.
11.6 Subject to paragraph 11.7, before an FCM conducts a relevant operation for an
AOC holder, the holder must be satisfied that the FCM has received awareness
material, or training, in managing the fatigue-related risks relevant to his or her
duties as an FCM.
Training
15.3 Subject to subsection 15A, the AOC holder must, as a minimum:
(a) make available, and require each FCM to undertake, initial and recurrent
fatigue-related risk training relevant to the FCM’s duties in operations under
the AOC; and
(b) at the end of the initial training, and at the end of each occasion of recurrent
training — assess the FCM’s knowledge and learning from the training.
Note The training required by this paragraph may be incorporated into existing training programs
such as an AOC holder’s human factors and non-technical skills training program.
15.4 Initial training under paragraph 15.3:
(a) for an FCM who becomes an AOC holder’s employee after this CAO takes
effect for the holder — must occur within 6 months of the person
commencing the employment; and
(b) for an FCM who was the AOC holder’s employee on the date this CAO takes
effect for the holder — must occur within 6 months of the CAO taking effect.
15.5 Initial training under paragraph 15.3 must:
(a) be in accordance with a syllabus; and
(b) deliver a thorough knowledge and understanding of the following:
(i) fatigue causes;
(ii) fatigue-related impairment;
(iii) the management of risks associated with fatigue;
(iv) the AOC holder’s fatigue risk management obligations and procedures
under the operations manual and this CAO; and
(c) equip each FCM with the ability to comply with his or her obligations under
this CAO in operations for the AOC holder.
15.6 Recurrent training must occur at appropriate intervals and:
(a) be in accordance with a syllabus; and
(b) revise the knowledge and understanding acquired under paragraph 15.5; and
(c) deliver a thorough knowledge and understanding of any changes in the AOC
holder’s operating practices, or fatigue risk management obligations and
procedures, that have occurred since initial training or the preceding recurrent
training (as the case may be).
15.7 Subject to subsection 15A, an FCM must:
(a) attend the initial and each recurrent training mentioned in paragraph 15.3; and
(b) at the end of each training, successfully complete an assessment of learning
from the training; and
(c) satisfy the AOC holder that he or she has sufficient knowledge of, and
competence in managing, the fatigue-related risks relevant to his or her duties
as an FCM.
15.8 The AOC holder must maintain for each FCM records of training and assessment
completed under this subsection.
Table 5.1 Maximum FDP (in hours) for an acclimatised FCM in an augmented
crew operation according to class of crew rest facility, number of additional FCMs
and acclimatised time at the start of the FDP
Additional FCMs 1 2 1 2 1 2
0700-1059 16 18 15 16.5 14 15
1100-1559 16 18 15 16.5 13 14
1600-0459 16 18 15 16.5 12 13
0500-0659 16 18 15 16.5 13 14
Note To determine an FCM’s acclimatised time, refer to subsection 7 at the beginning of this CAO.
5.5 To apply Table 5.2 to an FCM who is in an unknown state of acclimatisation, first,
choose the appropriate off-duty period that is immediately before his or her FDP,
then choose the class of crew rest facility available and within the class choose the
number of additional FCMs. The maximum FDP for the FCM is the number under
the chosen number of additional FCMs under the chosen class that corresponds to
the off-duty period.
Additional FCMs 1 2 1 2 1 2
Less than 30 hours 16 18 15 16.5 12 13
30 hours or more 16 18 15 16.5 14 15
Note These are the maximum FDP and flight time limits under this Appendix unless, for any particular
FCM, other provisions have the effect of reducing these limits (for example, subsections 14 and 15 of this
CAO).
9 Positioning
On completion of assigned flight duties in an FDP (the relevant FDP), an FCM
may position to a suitable location as required by the AOC holder.
Note As with any duty, the time spent in positioning after completion of the FDP must be added to
the relevant FDP when determining minimum off-duty periods under clause 10.
7 Positioning
On completion of assigned flight duties in an FDP (the relevant FDP), an FCM
may position to a suitable location as required by the AOC holder.
Note As with any duty, the time spent in positioning after completion of the FDP must be added to
the relevant FDP when determining minimum off-duty periods under clause 8.
8 Off-duty periods
Off-duty period following an FDP
8.1 If the sum of an FCM’s FDP, and his or her duty time (if any) after completion of
the FDP but before commencement of the following off-duty period, does not
exceed 12 hours, his or her following off-duty period must be at least as follows:
(a) if the FCM is undertaking the off-duty period away from home base —
10 hours;
(b) if the FCM is undertaking the off-duty period at home base — 12 hours.
8.2 If the sum of an FCM’s FDP, and his or her duty time (if any) after completion of
the FDP but before commencement of the following off-duty period (other duty
time), exceeds 12 hours, his or her following off-duty period must be at least the
sum of:
(a) 12 hours; and
(b) 1.5 times the time that the FDP and the other duty time exceeded 12 hours.
Reduction in off-duty period
8.3 Despite subclause 8.1, if the sum of an FCM’s FDP (the last FDP), and his or her
duty time (if any) after completion of the FDP but before commencement of the
following off-duty period (other duty time), does not exceed 10 hours, his or her
following off-duty period (ODP 2), may be reduced to not less than 9 hours
provided that:
(a) the off-duty period undertaken immediately before the last FDP was at least
12 hours, including a local night; and
(b) the ODP 2 is undertaken over a local night; and
(c) the ODP 2 is not undertaken at home base; and
0500 – 0559 9
0600 – 0759 10
0800 – 1059 11
1100 – 1359 10
1400 – 2259 9
2300 – 0459 8
7 Positioning
On completion of assigned flight duties in an FDP (the relevant FDP), an FCM
may position to a suitable location as required by the AOC holder.
Note As with any duty, the time spent in positioning after completion of the FDP must be added to
the relevant FDP when determining minimum off-duty periods under clause 8.
2 FDP limits
2.1 An FCM must not be assigned an FDP longer than the number of hours specified
in Table 2.1 in this clause (the FDP limit), as determined by whether or not the
FDP contains a split-duty rest period.
Table 2.1Maximum FDP (in hours) for an FCM according to whether or not
the FDP contains a split-duty rest period
Does the FDP contain a Maximum FDP
split-duty rest period? (hours)
No 6
Yes 10
2.2 An FCM cannot continue in an FDP for longer than 6 hours unless he or she has
completed or commenced a split-duty rest period of at least 4 consecutive hours.
3 Increase in FDP limits by split duty
3.1 Subject to subclause 3.4, where an FDP contains a split-duty rest period of at least
4 consecutive hours with access to suitable sleeping accommodation (the split-duty
rest period), the maximum FDP may be increased by the duration of the split-duty
rest period to a maximum of 15 hours.
3.2 After an FDP mentioned in subclause 3.1, the first 4 hours of the split-duty rest
period may be reduced by 2 hours for the purpose of determining the subsequent
off-duty period or cumulative duty time under clause 5 or 7 of this Appendix.
3.3 If a split-duty rest period includes any period between the hours of 2100 to
0329 local time, then:
(a) the split-duty rest period must be for a consecutive period of at least 7 hours
with access to suitable sleeping accommodation; and
(b) subclause 3.2 does not apply.
3.4 Any remaining portion of an FDP following a split-duty rest period must be no
longer than 5 hours.
Note These are the maximum FDP and flight time limits under this Appendix unless, for any
particular FCM, other provisions have the effect of reducing these limits (for example,
subsections 14 and 15 of this CAO).
5 Off-duty periods
5.1 Following an FDP, an FCM must have an off-duty period of at least
10 consecutive hours.
5.2 Despite subclause 5.1, an FCM may take 2 off-duty periods of not less than
4 consecutive hours each, with an intervening duty period of not more than
2 hours, provided the total duration of the 2 off-duty periods is not less than
13 hours.
Note The sleep opportunity requirements in clause 1 continue to apply. For example, if the use of
2 off-duty periods does not allow for a single period of 8 consecutive hours prior sleep opportunity,
then paragraph 1.1 (b) of this Appendix provides for the option of using 2 or more periods to
achieve a prior sleep opportunity of 10 hours, provided 1 of the periods is a minimum of
6 consecutive hours.
5.3 Before beginning any FDP, an FCM must have had at least 2 full days
(consecutively or otherwise) off-duty in the 14 consecutive days before the
projected end time of the assigned FDP.
5.4 For subclause 5.3, a full day means the period between 2 consecutive midnights.
6 Limit on cumulative flight time
The cumulative flight time accrued by an FCM during any consecutive 28-day
period must not exceed 50 hours.
7 Limit on cumulative duty time
7.1 The cumulative duty accrued by an FCM during any consecutive 168-hour period
must not exceed 45 hours.
7.2 The cumulative duty accrued by an FCM during any consecutive 336-hour period
must not exceed 84 hours.
Note 168 hours is the number of hours in a 7-day period, and 336 hours is the number of hours in
a 14-day period.
Table 1.1 Maximum FDP (in hours) for an FCM according to local time at
the start of the FDP
Local time at Maximum FDP
start of FDP
Single-pilot Multi-pilot operation
operation
1-2 sectors 3+ sectors
0500 – 0559 11 12 12
0600 – 0659 11.5 13 12.5
0700 – 1159 12 14 13
1200 – 1459 11 13 12
1500 – 1559 10.5 12 11.5
1600 – 0459 10 11 11
3 Extensions
3.1 Subject to subclause 3.3, in unforeseen operational circumstances, at the discretion
of the FCM, an FDP may be extended, by up to a maximum of 2 hours for a
multi-pilot operation, or 1 hour for a single-pilot operation, beyond:
(a) the FDP limit specified in Table 1.1 (including that limit as increased under
subclause 1.2); or
(b) the FDP limit specified in Table 1.1 as increased by a split-duty rest period
under clause 2, provided the extended FDP does not exceed 16 hours.
3.2 Subject to subclause 3.3, if:
(a) an AOC holder has urgent operations procedures in the operations manual;
and
Table 1.1 Maximum FDP (in hours) for an FCM according to local time at
the start of the FDP
Local time at Maximum FDP (hours)
start of FDP Single-pilot Multi-pilot operation
operation For 1 or 2 For 3 or
sectors more
sectors
0500 – 0559 11 12 12
0600 – 0659 11.5 13 12.5
0700 – 1159 12 14 13
1200 – 1459 11 13 12
1500 – 1559 10.5 12 11.5
1600 – 0459 10 11 11
3 Extensions
3.1 Subject to subclause 3.2, at the discretion of the FCM, an FDP may be extended by
up to a maximum of 2 hours beyond:
(a) the FDP limit specified in Table 1.1, including that limit as increased under
subclause 1.3; or
(b) the FDP limit specified in Table 1.1 only, as increased by a split-duty rest
period under clause 2.
Note Due to the nature of aerial work operations, extensions are permitted in operational
circumstances where the FCM is satisfied that the safety of the flight will not be impacted by
fatigue.
3.2 Before deciding to extend an FDP under subclause 3.1, the pilot in command of a
multi-pilot operation must:
(a) do the following:
(i) consult each FCM who is a crew member on the aircraft;
(ii) be satisfied that each FCM considers himself or herself fit for the
extension; and
(b) if the FCM whose FDP would be extended is the pilot in command — do the
following:
(i) consult each FCM who is a crew member on the aircraft;
(ii) be satisfied that, as pilot in command, he or she is fit for the extension.
4 Standby
4.1 An FCM may be placed on standby.
4.2 If an FCM is called out from standby to commence an FDP (which may include a
split-duty rest period), the FDP must be followed by an off-duty period in
accordance with clause 5.
4.3 If an FCM is called out to commence duties other than flying duties, the FCM may
return to standby following that duty period. However, subclause 1.5 applies to a
subsequent FDP.
5 Off-duty period limits
Off-duty period following an FDP
5.1 Immediately after an FDP, an FCM must have an off-duty period of at least the
following number of consecutive hours, during which there must be access to
suitable sleeping accommodation for at least 8 consecutive hours:
(a) if the off-duty period includes the period between 2300 and 0559 hours local
time — 8;
(b) if the off-duty period does not include the period between 2300 and
0559 hours local time — 10.
3 Extensions
3.1 Subject to subclause 3.2, at the discretion of the FCM, an FDP may be extended up
to a maximum of 1 hour beyond the FDP limit in subclause 2.2, provided the FCM
considers himself or herself fit for the extension.
3.2 An FDP must not be extended beyond the end of evening civil twilight, unless this
is necessary to complete the duties associated with the last daylight flight.
3.3 Flight training for up to 30 minutes may be conducted after the first 7 hours of the
FDP’s flight time if:
(a) unforeseen operational circumstances arise after the commencement of the
FDP; and
(b) it is operationally necessary in order to complete the duty; and
(c) the FCM considers himself or herself fit for the extension.
4 Off-duty period limits
4.1 Following an FDP, an FCM must have an off-duty period of at least
10 consecutive hours.
4.2 An FCM must, in any consecutive 384-hour period, have a period of at least
2 consecutive days off-duty.
Note 384 hours is the number of hours in a 16-day period.
Table 2.1 Maximum FDP (in hours) according to local time at start of FDP
Local time at start Maximum FDP
of FDP
0500 – 0559 9
0600 – 0659 10
0700 – 0759 10
0800 – 1059 11
1100 – 1359 10
1400 – 2259 9
2300 – 0459 8
6 Positioning
On completion of assigned flight duties in an FDP (the relevant FDP), an FCM
may position to a suitable location as required by the AOC holder.
Note As with any duty, the time spent in positioning after completion of the FDP must be added to
the relevant FDP when determining minimum off-duty periods under clause 7.
7 Off-duty periods
Off-duty period following an FDP
7.1 After an FCM’s FDP and any duty time after completion of the FDP but before
commencement of the following off-duty period (other duty time), his or her
following off-duty period must be at least the sum of:
(a) 12 hours; and
(b) 1.5 times the time that the FDP and the other duty time exceeded 12 hours.
Off-duty periods for cumulative fatigue recovery
7.2 Before beginning any standby time or FDP, an FCM must have had at least
36 consecutive hours off-duty, including 2 local nights, in the 168 hours before the
projected end time of the assigned FDP or assigned standby.
7.3 Before beginning any standby time or FDP, an FCM must have had at least 6 days
off-duty in the 28 consecutive days before the standby or FDP commences.
8 Limit on cumulative flight time
8.1 The cumulative flight time accrued by an FCM during any consecutive 28-day
period must not exceed 100 hours.
8.2 The cumulative flight time accrued by an FCM during any consecutive 365-day
period must not exceed 1 000 hours.
9 Limit on cumulative duty time
9.1 The cumulative duty accrued by an FCM during any consecutive 168-hour period
must not exceed 60 hours.
9.2 The cumulative duty accrued by an FCM during any consecutive 336-hour period
must not exceed 100 hours.
Note 168 hours is the number of hours in a 7-day period, and 336 hours is the number of hours in
a 14-day period.
Table of Orders
Table of Amendments
ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted