{"id":"F2026L00246","name":"CASA EX15/26 — Aircraft Used for Low-visibility Approaches (Radio Altimeters) Exemption 2026","slug":"casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":107787,"registerId":"commonwealth-F2026L00246-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"CASA EX15/26 — Aircraft Used for Low-visibility Approaches (Radio Altimeters) Exemption 2026","content":"Instrument number CASA EX15/26\n\nI, PHILIPPA JILLIAN SPENCE, Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 11.160 of the Civil Aviation Safety Regulations 1998.\n\n\\[Signed P. Spence\\]\n\nPip Spence  \nDirector of Aviation Safety\n\n10 March 2026\n\nCASA EX15/26 — Aircraft Used for Low-visibility Approaches (Radio Altimeters) Exemption 2026\n\n1 Name\n\nThis instrument is CASA EX15/26 — Aircraft Used for Low-visibility Approaches (Radio Altimeters) Exemption 2026.\n\n> Note In this instrument, certain terms and expressions have the same meaning as they have in the Civil Aviation Act 1988 and the regulations. These include aerodrome, Australian territory, low-visibility approach, operator, Part 91 Manual of Standards, Part 121 Manual of Standards, Part 133 Manual of Standards, Part 135 Manual of Standards and pilot in command.\n\n2 Duration\n\nThis instrument:\n\n(a) commences on 1 April 2026; and\n\n(b) is repealed at the end of 31 March 2027.\n\n3 Application\n\nThis instrument applies to the operator and the pilot in command of an aircraft used for the conduct of a low-visibility approach at an aerodrome in Australian territory that is included in a written list of aerodromes, as the list exists from time to time, that is:\n\n(a) maintained by CASA for the purposes of this instrument; and\n\n(b) published on the CASA website.\n\n> Note As at commencement of this instrument, the list is available on CASA’s website at  \n> <https://www.casa.gov.au/operations-safety-and-travel/safety-advice/5g-and-aviation-safety>.\n\n4 Exemptions\n\n(1) If Part 91 of CASR applies in relation to the operation of the aircraft, the pilot in command of the aircraft is exempt from compliance with subregulation 91.810(2) of CASR to the extent that the subregulation requires compliance with section 26.26A of the Part 91 Manual of Standards.\n\n(2) If the aircraft is an aeroplane and Part 121 of CASR (other than Subpart 121.Z) applies to its operation, the operator of the aircraft is exempt from compliance with subregulation 121.460(2) of CASR to the extent that the subregulation requires compliance with section 11.20A of the Part 121 Manual of Standards.\n\n(3) If the aircraft is a rotorcraft and Part 133 applies in relation to its operation, the operator of the aircraft is exempt from compliance with subregulation 133.360(2) of CASR to the extent that the subregulation requires compliance with section 11.17A of the Part 133 Manual of Standards.\n\n(4) If the aircraft is an aeroplane and Part 135 of CASR applies to its operation, the operator of the aircraft is exempt from compliance with subregulation 135.370(2) of CASR to the extent that the subregulation requires compliance with section 11.21A of the Part 135 Manual of Standards.","sortOrder":0}],"analysis":{"kimi_summary":{"content_quality":"ok","complexity_score":3,"scope_assessment":{"changed":false,"description":"The instrument remains tightly scoped to its original purpose: providing temporary relief from radio altimeter standards for low-visibility approaches. The scope has not expanded beyond this specific safety issue."},"complexity_factors":["Short instrument (only 4 substantive sections plus name/duration)","Minimal defined terms — relies on external definitions from CASR and the Civil Aviation Act 1988","Simple conditional structure: four parallel exemptions based on which Part of CASR applies","No nested exceptions or complex cross-referencing beyond pointing to specific subregulations and Manual of Standards sections","Single external dependency: the CASA-maintained list of approved aerodromes","Straightforward temporal limitation (12-month sunset clause)"],"plain_english_summary":"**What this legislation does:**\n\nThis instrument temporarily exempts certain aircraft operators and pilots from specific safety rules about **radio altimeters** when conducting **low-visibility approaches** at specific Australian airports.\n\n**Background:** Radio altimeters are critical safety devices that tell pilots exactly how high they are above the ground during landing, especially when visibility is poor (like in fog). There have been concerns that new 5G telecommunications signals can interfere with some older radio altimeter models. This exemption allows aircraft to continue landing in low-visibility conditions even if their radio altimeters don't meet the latest technical standards — but **only** at airports CASA has specifically approved as safe for this.\n\n**Who it affects:**\n- **Pilots** flying under Part 91 of the aviation rules (general operating rules)\n- **Operators** of aeroplanes flying under Part 121 (air transport — large aeroplanes)\n- **Operators** of rotorcraft (helicopters) flying under Part 133 (air transport — rotorcraft)\n- **Operators** of aeroplanes flying under Part 135 (air transport — small aeroplanes)\n\n**How it works:**\n- The exemption applies only to **low-visibility approaches** (landings when pilots can't see the runway clearly)\n- Only applies at **specific aerodromes** listed on CASA's website\n- CASA maintains this list and can update it as needed\n- The exemption lasts for **one year** (1 April 2026 to 31 March 2027)\n\n**Why it matters:**\nWithout this exemption, some aircraft would be banned from landing in fog or poor weather at certain airports if their radio altimeters were susceptible to 5G interference. This provides a temporary workaround while airlines upgrade their equipment or while CASA assesses which airports have safe 5G environments."},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"The instrument text itself sets out a limited, time-bound exemption and does not refer to any earlier instrument or amended scope. On its face, there is no indication within the instrument that the scope has changed from a stated original intent; it specifies commencement, expiry, the list-based scope and the precise MOS sections being disapplied for the listed operations (clauses 2–4)."},"complexity_factors":["Multiple cross-references to CASR Parts and specific Manual of Standards sections (clause 4(1)–4(4)) requiring interpretation of how MOS and CASR interact.","Dynamic applicability tied to a CASA-maintained, publicly published list of aerodromes that can change over time (clause 3).","Narrow, conditional exemption language (\"to the extent that\") that requires affected parties to determine the exact scope of relief (clause 4).","Time-limited operation (commencement and automatic repeal dates), which creates planning and transition considerations (clause 2).","Different legal actors are affected (pilot in command versus operators) depending on which CASR Part applies, adding operational complexity (clause 4)."],"plain_english_summary":"What this instrument does (mechanical change)\n\n- Temporarily exempts certain pilots and operators from specific Manual of Standards (MOS) requirements that would otherwise be required when conducting low-visibility approaches at specified aerodromes. (See instrument name and clause 4.)\n- The exemption starts on 1 April 2026 and ends at the close of 31 March 2027. (See clause 2.)\n\nWho is affected\n\n- The operator and the pilot in command of an aircraft that is used for a low-visibility approach at an aerodrome included on a written list that CASA maintains and publishes on its website. (See clause 3.)\n- The exemptions apply only where particular Parts of the Civil Aviation Safety Regulations (CASR) apply to the operation: Part 91 (pilot-in-command exemption), Part 121 (aeroplanes), Part 133 (rotorcraft) and Part 135 (aeroplanes). Each exemption is tied to a specific MOS provision for that Part. (See clause 4(1)–4(4).)\n\nExactly what is exempted\n\n- For Part 91 operations: the pilot in command is exempt, to the extent the subregulation requires compliance with section 26.26A of the Part 91 MOS. (See clause 4(1).)\n- For Part 121 aeroplane operations (except Subpart 121.Z): the operator is exempt, to the extent the subregulation requires compliance with section 11.20A of the Part 121 MOS. (See clause 4(2).)\n- For Part 133 rotorcraft operations: the operator is exempt, to the extent the subregulation requires compliance with section 11.17A of the Part 133 MOS. (See clause 4(3).)\n- For Part 135 aeroplane operations: the operator is exempt, to the extent the subregulation requires compliance with section 11.21A of the Part 135 MOS. (See clause 4(4).)\n\nHow it works in practice — rules, checks and decisions\n\n- Applicability depends on whether the aerodrome is on the CASA-maintained and CASA-published list; the instrument applies as the list exists from time to time, so operators/pilots must check the current list to know whether the exemption applies. (See clause 3.)\n- The exemptions are narrowly framed: they remove the MOS-based compliance requirement only to the extent that the cited MOS sections are what the CASR subregulations would otherwise require. Other CASR requirements remain in force. (See clause 4 language \"to the extent that the subregulation requires compliance with...\")\n- The instrument is time-limited; operators and pilots must plan for the instrument’s expiry on 31 March 2027 and for any subsequent regulatory requirements. (See clause 2.)\n\nWho decides and who bears costs or savings\n\n- CASA decides which aerodromes are included on the list and is responsible for publishing and updating it. Affected operators and pilots must check that list to determine applicability. (See clause 3.)\n- Where the exemption applies, operators and pilots are released from the specific MOS compliance obligation. That reduces the immediate compliance requirement tied to those MOS sections for the period of the instrument; operators and pilots therefore avoid the particular actions or investments those MOS sections would have required while the exemption is in force. (See clause 4.)\n- The instrument transfers decision-making to operators and pilots about whether to operate under the exemption at listed aerodromes; operators may face planning costs (for example, whether to invest in equipment or procedures that would comply with the MOS once the exemption ends). (See clauses 2 and 4.)\n\nImplementation, compliance and administrative risks\n\n- Compliance requires routine checking of CASA’s published list. Because the list is maintained \"as the list exists from time to time,\" applicability can change without amendment to this instrument; that creates an ongoing compliance check for operators and pilots. (See clause 3.)\n- The exemptions are narrow and conditional (\"to the extent that\" language), so affected parties must interpret the interaction between CASR subregulations and the cited MOS sections to determine precisely what is still required. That interpretive step is a compliance burden and may require legal/technical advice or operational review. (See clause 4.)\n- The temporary nature of the instrument creates an operational planning question: whether to rely on the exemption during its term or to meet the underlying MOS requirements in anticipation of the instrument’s expiry. (See clause 2.)\n\nKey source references\n\n- Instrument identification and power to make it: the instrument is made under regulation 11.160 of the Civil Aviation Safety Regulations 1998 (instrument preamble).\n- Commencement and expiry: clause 2.\n- Applicability (which aerodromes and which persons): clause 3.\n- Specific exemptions (Parts and MOS sections): clause 4(1)–4(4)."},"flash_summary_failed":{"failed":true,"reason":"Unauthenticated. Configure AI_GATEWAY_API_KEY or use a provider module. Learn more: https://ai-sdk.dev/unauthenticated-ai-gateway","source":"analysis-cron"}},"importantCases":[],"_links":{"self":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026","history":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026/history","analysis":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026/analysis","conflicts":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026/conflicts","importantCases":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026/important-cases","documents":"/api/acts/casa-ex15-26-aircraft-used-for-low-visibility-approaches-radio-altimeters-exemption-2026/documents"}}