{"id":"F2007L04696","name":"Civil Aviation Order 103.19 Instrument 2007","slug":"civil-aviation-order-103-19-instrument-2007","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":71143,"registerId":"commonwealth-F2007L04696-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"Civil Aviation Order 103.19 Instrument 2007","content":"I, WILLIAM BRUCE BYRON, Director of Aviation Safety, on behalf of CASA, make this instrument under subregulation 21A (1) of the Civil Aviation Regulations 1988.\n\n\\[Signed Bruce Byron\\]\n\nBruce Byron  \nDirector of Aviation Safety and  \nChief Executive Officer\n\n17 December 2007\n\nCivil Aviation Order 103.19 Instrument 2007\n\n1 Name of instrument\n\nThis instrument is the Civil Aviation Order 103.19 Instrument 2007.\n\n2 Commencement\n\nThis instrument commences on the day after it is registered.\n\n3 New Civil Aviation Order 103.19\n\nCivil Aviation Order 103.19 is repealed and a new Civil Aviation Order 103.19 substituted as set out in Schedule 1.\n\nSchedule 1 Civil Aviation Order 103.19\n\nEquipment standards — flight data recorders\n\n1 Application\n\n1.1This Civil Aviation Order applies to flight data recording equipment installed in aircraft in compliance with Civil Aviation Order 20.18.\n\n1.2A flight data recorder installed in an aircraft of maximum take-off weight in excess of 29 000 kg which:\n\n(a) receives its initial issue Australian certificate of airworthiness after 1 July 1977; or\n\n(b) is of a type first certificated in its country of manufacture after 30 September 1969, must record at least the parameters 1 to 20 inclusive listed in Appendix I to this Order.\n\n1.3A flight data recorder installed in an aircraft other than one defined in paragraph 1.2 must record at least parameters 1 to 6 inclusive listed in Appendix I to this Order.\n\n2 System requirements\n\n2.1The flight data recorder system must comply with Appendix I to this Order in respect of:\n\n(a) parameter identity; and\n\n(b) range over which each parameter is to be recorded; and\n\n(c) accuracy of recording for each parameter; and\n\n(d) maximum interval in seconds between recorded readings of each parameter.\n\n> Note Installations approved before 1 January 1984 which do not record press to transmit need not be modified, providing that time correlation with the cockpit voice recorder can be established.\n\n2.2Analogue type recorders which employ mechanically inscribed recording mediums will not be approved for fitment to aircraft which receive their initial issue Australian certificate of airworthiness after 1 January 1984.\n\n> Note The prohibition on the issue of an initial certificate of airworthiness to aircraft with an analogue type recorder which employs mechanically inscribed recording medium has been in force since 1 January 1984. The prohibition was notified to industry in July 1983.\n\n2.3The components of the flight data recorder system, including the recording unit, acquisition unit, sensors and accessories, must comply with the appropriate requirements of Technical Standards Order C51a or later amendment “Aircraft Flight Recorder” of the Federal Aviation Administration of the United States of America.\n\n2.4The flight data recorder system must include a means of monitoring that valid data is being recorded and must present this information on the system control panel which must be accessible for preflight check by the flight crew.\n\n2.5The flight data recorder specified by this subsection must be fitted with an approved underwater locating device installed in such a manner that it is not likely to be separated from the recorder by crash impact.\n\n> Note Acceptable performance standards for an underwater locating device are described in Advisory Circular AC No. 21-10, Flight Recorder Underwater Locating Device, issued by the Federal Aviation Administration of the United States of America.\n\n2.6The flight data recorder container must be either bright orange or bright yellow, and reflective tape must be affixed to the external surface of the container to facilitate its location underwater.\n\n2.7The flight recorder system must have an automatic means of stopping the recorder within 10 minutes after crash impact and prevent any data erasure feature from functioning.\n\n> Note Installations approved before 1 January 1986 need not be modified to comply with this requirement providing that, should the aircraft be involved in an accident, the recorder is deactivated as soon as practicable after the aircraft comes to rest.\n\n2.8The flight data recorder system must be supplied with airspeed, altitude and magnetic direction data obtained from sources that meet the accuracy requirements of sections 25.1323, 25.1325 and 25.1327, as appropriate, of Federal Aviation Regulations Part 25 of the United States of America.\n\n2.9A correlation must be established between the flight data recorder readings of airspeed, altitude and heading and the corresponding readings (taking into account correction factors) of the pilot in command’s instruments, and that correlation:\n\n(a) must cover the airspeed range over which the aircraft is to be operated, the range of altitude to which the aircraft is limited 360 degrees of heading; and\n\n(b) may be established on the ground as appropriate.\n\n2.10The flight data recorder must receive its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardising service to essential or emergency loads.\n\n2.11The vertical acceleration sensor must be rigidly attached and located longitudinally either within the approved centre of gravity limits of the aircraft, or at a distance forward or aft of these limits that does not exceed 25% of the aircraft’s mean aerodynamic chord.\n\n2.12Each non-ejectable record container must be located and mounted so as to minimise the probability of container rupture resulting from crash impact and subsequent damage to the record from fire. In particular, the record container must be located as far aft as practicable, but need not be aft of the pressurised compartment, and must not be located where an aft-mounted engine may crush the container upon impact.\n\nAppendix I\n\nFlight data recorders — parameters, ranges, accuracy and recording intervals\n\n| No. | Parameter                                        | Range                                                                   | Accuracy (minimum recorder and readout)                               | Maximum recording intervals (seconds) |\n| --- | ------------------------------------------------ | ----------------------------------------------------------------------- | --------------------------------------------------------------------- | ------------------------------------- |\n| 1   | Time                                             | See Note                                                                | See Note                                                              | 60                                    |\n| 2   | Altitude                                         | — 1 000 ft to max. certificated altitude of aircraft                    | ± 100 to ± 700 ft - see TSO-C51a                                      | 1                                     |\n| 3   | Airspeed                                         | 100 to 450 knots IAS or 100 knots IAS to 1.0VD whichever is the greater | 10 knots at room temperature12 knots at low temperaturesee TSO‑C51a | 1                                     |\n| 4   | Vertical acceleration                            | -3g to +6g                                                              | 0.2g stabilised10% transientsee TSO‑51a                             | 0.125                                 |\n| 5   | Heading                                          | 360                                                                    | 2                                                                   | 1                                     |\n| 6   | Press to transmit fir each transceiver           | On/Off                                                                  | —                                                                     | 1                                     |\n| 7   | Pitch attitude                                   | ± 750                                                                   | 2                                                                   | 1                                     |\n| 8   | Roll attitude                                    | ±180                                                                   | 2                                                                   | 1                                     |\n| 9   | Thrust of each engine                            | Full range                                                              | 2%                                                                   | 4                                     |\n| 10  | Flap position                                    | Full range                                                              | 3                                                                   | 2                                     |\n| 11  | Longitudinal acceleration                        | 1.0g                                                                   | +0.02g                                                                | 0.5                                   |\n| 12  | Undercarriage squat or tilt switch               | On/Off                                                                  | —                                                                     | 0.5                                   |\n| 13  | Thrust reverser stowed/deployed (each engine)    | On/Off                                                                  | —                                                                     | 4                                     |\n| 14  | Leading edge devices stowed/deployed             | On/Off                                                                  | —                                                                     | 2                                     |\n| 15  | Angle of attack (if sensor fitted)               | -20 to +40                                                            | 1                                                                   | 0.5                                   |\n| 16  | Lateral acceleration                             | ± 1.0g                                                                  | 0.05g stabilised10% transient                                       | 0.25                                  |\n| 17  | Pitch trim                                       | Full range                                                              | 1 or ±5% whichever is greater                                       | 2                                     |\n| 18  | Control column or pitch control surface position | Full range                                                              | 2                                                                   | 1                                     |\n| 19  | Control wheel or roll control surface position   | Full range                                                              | 2                                                                   | 1                                     |\n| 20  | Rudder pedal or yaw control surface position     | Full range                                                              | 2                                                                   | 0.5                                   |\n\n> Note Sufficient time data is required to permit determination of the relationship between recorded information and Universal Coordinated Time. Accuracy of the same standard as the aircraft clock is adequate.","sortOrder":0}],"analysis":{"flash_summary_failed":{"failed":true,"reason":"A positive credit balance is required for all requests, including BYOK, so fallback providers remain available. Add credits at https://vercel.com/d?to=%2F%5Bteam%5D%2F%7E%2Fai%3Fmodal%3Dtop-up to continue.","source":"analysis-cron"},"flash_summary":{"complexity_score":4,"scope_assessment":{"changed":false,"description":"This instrument updates and replaces the technical content of Civil Aviation Order 103.19 but does not expand the legal scope beyond the original subject-matter (standards for flight data recorders). Changes are technical and procedural (modernising parameter lists, adding survivability and monitoring requirements, and aligning with FAA standards) rather than extending coverage to new types of regulation or additional regulated activities. The principal effect is to tighten or clarify technical requirements and add survivability/installation rules, with transitional exemptions for older approvals (see sections 1.2–1.3, 2.2, 2.5–2.7 and Appendix I)."},"complexity_factors":["Appendix I lists 20 parameters with separate range, accuracy and maximum recording interval columns (structured technical detail).","Conditional applicability based on aircraft maximum take-off weight and certificate/type dates (sections 1.2–1.3).","Multiple date-based transitional exemptions and notes for earlier installations (notes to 2.1, 2.2, 2.7).","Cross-references to external regulatory standards (FAA Technical Standards Order C51a and FAR Part 25 sections) (sections 2.3 and 2.8).","Mixture of qualitative installation requirements (container colour, reflective tape, mounting location) and quantitative technical tolerances (accuracies and sampling intervals) (sections 2.5–2.7, 2.11–2.12, Appendix I).","Operationally consequential prescriptions (automatic recorder stop within 10 minutes, power bus selection) that require integration with aircraft electrical and safety systems (sections 2.7 and 2.10).","Some measurement tolerances include both stabilised and transient specifications, and differing units and intervals (Appendix I), increasing interpretation complexity for engineers.","Notes provide exceptions that create layered rule sets (approved before X date vs after), increasing compliance tracking burden."],"plain_english_summary":"**What this instrument does (plain language)**\n\n- This Order sets the technical standards that flight data recorders (\"black boxes\") must meet when fitted to Australian aircraft that comply with Civil Aviation Order 20.18 (see section 1.1).  It replaces the prior Civil Aviation Order 103.19 with an updated set of rules (clause 3).\n\n- The Order distinguishes two groups of aircraft for required recorder capability: large aircraft (maximum take-off weight over 29,000 kg, or certain types/dates) must record at least 20 listed flight parameters; smaller aircraft must record at least the first 6 parameters (section 1.2–1.3 and Appendix I).\n\n**Who it affects**\n\n- Aircraft owners and operators who must install and maintain flight data recording equipment to be certificated under Australian rules (section 1.1).\n- Aircraft maintenance and modification organisations that design, install or approve recorders and their components (multiple provisions in Part 2 and Appendix I).\n- Manufacturers and suppliers of flight data recorders and sensors, because the Order sets performance requirements and references recognised technical standards (section 2.3, Appendix I).\n\n**Why it matters**\n\n- The technical requirements determine what data is recorded, how accurate and how often (Appendix I). That affects accident investigation capability, operator installation cost, and equipment choices.\n\n**How the Order works mechanically**\n\n- Parameter requirements: Appendix I lists 20 parameters (time, altitude, airspeed, acceleration, heading, switches, attitudes, engine thrust, control positions, etc.), with required ranges, minimum accuracy and maximum recording intervals for each.\n- Applicability: Large or newer aircraft must capture parameters 1–20; smaller/older aircraft must capture parameters 1–6 (sections 1.2–1.3).\n- Component and performance standards: Recorder systems and components must meet the FAA Technical Standards Order C51a (or later amendment) and other cited FAA regulations for accuracy (sections 2.3 and 2.8).\n- Installation and survivability: The Order requires an underwater locator device, specified container colours and reflective tape, mounting and location requirements to reduce rupture risk, and an automatic stop that prevents data erasure after a crash (sections 2.5–2.7, 2.11–2.12).\n- Power and monitoring: The recorder must be powered from the most reliable bus that does not jeopardise essential/emergency loads, and must provide a preflight indication that valid data is being recorded (sections 2.4, 2.10).\n- Exceptions and transitional rules: Installations approved before certain dates are exempt from some later requirements (notes to 2.1, 2.2, 2.7).\n\n**Official purpose claim and an evidence-focused test of trade-offs**\n\n- Official rationale (as stated by the instrument implicitly): to standardise minimum flight data capture, ensure recorder survivability and data integrity for accident investigation, and align equipment performance with recognised international standards (see sections 2.3–2.9 and Appendix I).\n\n- Costs and compliance burden: Operators and owners must buy, install and maintain recorders that meet the specified parameter set and FAA-related TSO standards; for larger aircraft this means equipment capable of recording up to 20 parameters at specified accuracies and intervals (Appendix I). That raises capital and maintenance costs, especially where older recorders must be upgraded except where transitional exemptions apply (notes to 2.1, 2.2, 2.7).\n\n- Incentives and trade-offs: Requiring FAA TSO compliance (2.3) channels procurement toward products certified to that standard. This promotes international interoperability but reduces options to non-TSO equipment, potentially raising purchase costs or limiting competition among suppliers who do not hold that TSO compliance. The requirement that power come from the most reliable bus that does not jeopardise essential loads (2.10) creates an installation trade-off between recorder reliability and distribution of essential electrical power in the aircraft.\n\n- Implementation risk and technical complexity: The Order specifies precise tolerances, sampling intervals and sensor siting (Appendix I; 2.11). Achieving these tolerances on older airframes or in certain retrofit scenarios can be technically difficult and costly, producing implementation risk and possible downtime for operators.\n\n- Effects on private choice and market actors: Aircraft owners decide whether to retrofit older aircraft or limit operations; manufacturers must supply recorders meeting the cited standards; maintenance organisations must adapt procedures. There is limited bureaucratic discretion in the technical requirements themselves, but approval of installations and acceptability of alternative means may involve CASA's technical assessment under existing certification processes (implicit in the instrument structure and reference to approvals in notes and section 2.1).\n\n**Who pays, who decides, what behaviour changes**\n\n- Who pays: Aircraft owners/operators pay for purchase, installation, testing and ongoing maintenance of recorders that meet the Order (sections 1.1, 2.3, Appendix I).\n- Who decides: CASA (Director of Aviation Safety acting on behalf of CASA made the instrument) sets the standard; approvals of installations and any exemptions are handled through existing certification/approval processes (instrument preamble and notes to various clauses).\n- Behaviour changes: Operators will procure recorders meeting the parameter, accuracy and survivability standards; they may upgrade older installations except where transitional exemptions apply; maintenance regimes will include compliance checks and preflight monitoring features (2.4, 2.7, Appendix I).\n\n**Concrete sources of compliance complexity and risk**\n\n- Date-based exemptions (2.1 note, 2.2, 2.7 note) create multiple regimes that technicians must recognise when modifying or certifying aircraft.\n- Cross-reference to foreign standards (FAA TSO-C51a and FAR Part 25 sections) requires importation or demonstration of equivalence (2.3, 2.8).\n- Strict mounting, survivability and power-source rules (2.5, 2.10–2.12) can conflict with some airframe designs and retrofit constraints.\n\n**Net practical effect**\n\n- The Order codifies a detailed, internationally-aligned technical baseline for flight data recorders in Australian-certificated aircraft. It raises minimum technical requirements (parameter count, accuracy, survivability features) for many aircraft, imposes retrofit or replacement costs where older recorders are non-compliant (subject to transitional exemptions), and concentrates procurement toward products meeting FAA technical standards.\n\n(Referenced provisions: sections 1.1–1.3, 2.1–2.12, Appendix I.)"},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":false,"description":"This legislation appears focused and contained. It specifically addresses flight data recorder technical standards for aircraft compliance with CAO 20.18. The scope is clearly defined around equipment standards, parameter recording requirements, and physical specifications. There is no evidence of scope creep beyond the original purpose of regulating flight data recording equipment."},"complexity_factors":["Multiple conditional application rules based on aircraft weight (29,000 kg threshold), certificate issue dates (1 July 1977, 1 January 1984, 1 January 1986), and type certification dates (30 September 1969)","20 defined technical parameters in Appendix I with specific ranges, accuracy tolerances, and recording intervals","Cross-references to external US regulations: Federal Aviation Regulations Part 25 (sections 25.1323, 25.1325, 25.1327) and Technical Standards Order C51a","Grandfathering provisions (exceptions for older installations) in notes to sections 2.1, 2.2, and 2.7","Technical measurement specifications requiring engineering knowledge (mean aerodynamic chord, g-forces, knots IAS, etc.)","Dual application triggers — some rules apply based on when aircraft received Australian certificate of airworthiness, others based on when type was first certificated in country of manufacture"],"plain_english_summary":"This law sets technical standards for flight data recorders used on Australian aircraft, covering recording performance, crash survivability, inspection and pre‑flight checks. It affects aircraft operators, manufacturers and maintenance engineers and imposes different recording requirements by aircraft size and other durability and locating features aligned with FAA practice.\n\nReliable recorders help investigators determine accident causes, improve safety, support international regulatory alignment, and provide answers to affected families."}},"importantCases":[],"_links":{"self":"/api/acts/civil-aviation-order-103-19-instrument-2007","history":"/api/acts/civil-aviation-order-103-19-instrument-2007/history","analysis":"/api/acts/civil-aviation-order-103-19-instrument-2007/analysis","conflicts":"/api/acts/civil-aviation-order-103-19-instrument-2007/conflicts","importantCases":"/api/acts/civil-aviation-order-103-19-instrument-2007/important-cases","documents":"/api/acts/civil-aviation-order-103-19-instrument-2007/documents"}}