{"id":"F2005B00889","name":"Civil Aviation Order 95.7 - Exemption from the provisions of the Civil Aviation Regulations 1988 - Helicopters (12/12/2004)","slug":"civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":32292,"registerId":"commonwealth-F2005B00889-current","compilationNumber":null,"startDate":"2026-04-01","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"1","sectionType":"section","heading":"Civil Aviation Order 95.7 - Exemption from the provisions of the Civil Aviation Regulations 1988 - Helicopters (12/12/2004)","content":"Civil Aviation Order 95.7 (as amended)\n\nmade under regulation 308 of the Civil Aviation Regulations 1988.\n\nThis compilation was prepared on 19 October 2010 taking into account amendments up to Civil Aviation Order 95.7 Amendment Order (No. 2) 2010.\n\nPrepared by the Legislative Drafting Branch, Legal Services Division, Civil Aviation Safety Authority, Canberra.\n\nContents\n\nExemption from provisions of the Civil Aviation Regulations 1988 — helicopters\n\nPage\n\n1 Interpretation\n\n2 Exemptions in relation to water rescue operations\n\n3 Exemptions in relation to helicopters hovering, air transiting, air taxiing or ground \ntaxiing on or over aerodromes\n\n4 Exemption from horizontal separation requirement\n\n5 Exemption from requirements relating to landing at, and taking-off from, aerodromes\n\n6 Exemption from requirement to use landing area of uncontrolled aerodrome\n\n7 Exemption from general requirement for pilot to be at controls\n\n8 Exemption from requirement to make certain pre-flight tests\n\nNotes to Civil Aviation Order 95.7\n\nSection 95.7\n\nExemption from provisions of the Civil Aviation Regulations 1988 — helicopters\n\n1 Interpretation\n\n1.1 In this section:\n\n> air taxiing means airborne movement of a helicopter at low speeds and at heights normally associated with ground effect.\n\n> air transiting means airborne movement of a helicopter that is:\n\n(a) for the purpose of going from one place within an aerodrome to another place within the aerodrome; and\n\n(b) at or below 100 feet above the surface of the aerodrome; and\n\n(c) at speeds greater than those used in air taxiing.\n\n> approved course of water rescue training, in relation to a helicopter, means a course of training in the techniques and normal and emergency procedures associated with helicopter water rescues, being a course:\n\n(a) specified in the operations manual of the helicopter’s operator; and\n\n(b) approved by CASA.\n\n> approved water rescue training means training in accordance with an approved course of water rescue training.\n\n> crew member, in relation to a helicopter, does not include a person receiving approved water rescue training.\n\n> exempted water rescue personnel, in relation to a helicopter being used in water rescue operations, means persons, other than the pilot, who are directly engaged in an actual water rescue or in approved water rescue training.\n\n> ground taxiing means movement of a helicopter under its own power and on its undercarriage wheels.\n\n> HLS or helicopter landing site means a place that is used as an aerodrome for helicopters to land at and take off from.\n\n> hover means flight at zero ground speed.\n\n> regulations means the Civil Aviation Regulations 1988.\n\n> special operations means:\n\n(a) helicopter operations for search and rescue; or\n\n(b) helicopter firefighting operations; or\n\n(c) helicopter emergency medical services involving emplaning or deplaning; or\n\n(d) related training operations in which, for the purposes of the operation or training, it is necessary for a person to leave or board the helicopter when the helicopter is in a hover or when landing is not possible or safe.\n\n> water rescue operations, in relation to a helicopter, means operations in which persons are picked up and carried in rescue equipment attached to the external load attachment of the helicopter, being operations in the course of:\n\n(a) an actual water rescue; or\n\n(b) approved water rescue training.\n\n2 Exemptions in relation to water rescue operations\n\n2.1 If the conditions set out in paragraph 2.2 are complied with, a helicopter is exempt from compliance with the following provisions of the regulations:\n\n(a) regulation 151 and subregulation 250 (1);\n\n(b) subregulation 251 (1) (but only in relation to exempted water rescue personnel).\n\n2.2 The exemption given by paragraph 2.1, in relation to a helicopter, is subject to the following conditions:\n\n(a) the helicopter must be being used in water rescue operations;\n\n(b) any rescue harness used in operations must conform to an approved standard;\n\n(c) the helicopter must be fitted with 2 means of releasing the rescue equipment, 1 of which must be capable of being operated manually by a crew member;\n\n(d) the crew members must have completed an approved course of water rescue training.\n\n2A Exemption in relation to special operations\n\n2A.1 If the conditions mentioned in paragraph 2A.2 are complied with, an operator, the pilot in command, a crew member or a passenger of a helicopter involved in special operations are exempt from complying with the following provisions of the regulations:\n\n(a) subregulation 151 (1);\n\n(b) subregulation 207 (2);\n\n(c) subregulation 250 (1);\n\n(d) subregulation 250 (1A);\n\n(e) subregulation 251 (1).\n\n2A.2 The exemption given by paragraph 2A.1, in relation to an operator and the pilot in command of a helicopter undertaking special operations, is subject to the following conditions:\n\n(a) the operator of the helicopter must hold an AOC that authorises special operations;\n\n(b) before undertaking the special operation, it must be authorised by the relevant State, Territory or Federal emergency control authority except where the special operation is for training purposes;\n\n(c) the helicopter must only be occupied by any, or all, of the following:\n\n(i) the operating crew;\n\n(ii) a person who is emplaning or deplaning;\n\n(iii) a person who is picked up by the aircraft;\n\n(d) the special operation must only be carried out in accordance with the policies, risk assessment and management instructions and standard operating procedures approved by CASA and included in the operator’s operations manual.\n\n3 Exemptions in relation to helicopters hovering, air transiting, air taxiing or ground taxiing on or over aerodromes\n\n3.1 If the conditions set out in paragraph 3.2 are complied with, a helicopter is exempt from compliance with paragraph 157 (1) (b) and subregulation 163 (1) of the regulations.\n\n3.2 The exemption given by paragraph 3.1, in relation to a helicopter, is subject to the following conditions:\n\n(a) the helicopter must be hovering, air transiting, air taxiing or ground taxiing on or over an aerodrome;\n\n(b) the helicopter must maintain such horizontal separation from any other aircraft, person or obstruction as ensures that the helicopter does not constitute a hazard to the aircraft, person or obstruction;\n\n(c) if the helicopter is hovering, air taxiing or ground taxiing — the distance between the helicopter’s rotor tip path and any other aircraft, person or obstruction must be such distance as ensures that rotor downwash from the helicopter (including objects picked up by the downwash) does not constitute a hazard to the aircraft, person or obstruction.\n\n4 Exemption from horizontal separation requirement\n\n4.1 If the conditions set out in paragraph 4.2 are complied with, a helicopter is exempt from compliance with subregulation 163 (1) of the regulations, but only to the extent that that subregulation would otherwise require the helicopter to maintain at least 600 metres horizontal separation from another helicopter.\n\n4.2 The exemption given by paragraph 4.1 is subject to the following conditions:\n\n(a) the helicopters concerned must be flying within an access lane or access corridor, details of which have been published in the AIP or NOTAMS, for use by helicopters arriving at or departing from a specified place;\n\n(b) the helicopters concerned must be flying at an altitude, or within a range of altitudes, specified in the AIP or NOTAMS in relation to the access lane or access corridor;\n\n(c) the helicopters concerned must maintain such horizontal separation from one another as ensures that the helicopters do not constitute a hazard to one another.\n\n5 Exemption from requirements relating to landing at, and taking-off from, aerodromes\n\n5.1 A helicopter is exempt from compliance with paragraphs 166A (2) (d), (e) and (f) of the regulations.\n\n6 Exemption from requirement to use landing area of uncontrolled aerodrome\n\n6.1 Subject to the conditions mentioned in paragraph 6.2, for a landing on, or take‑off from, a part of an uncontrolled aerodrome that is outside the landing area of the aerodrome, a helicopter is exempt from compliance with paragraph 166A (2) (g) of the regulations.\n\n6.2 The landing or take-off must:\n\n(a) be at or from a place that the pilot in command is satisfied is a HLS; or\n\n(b) for a landing — occur immediately after the helicopter has finished air transiting or air taxiing to the place from another place within the aerodrome; or\n\n(c) for a take-off — occur immediately before the helicopter starts air transiting or air taxiing from the place to another place within the aerodrome.\n\n> Note Subparagraph 6.2 (c) mentions a take-off rather than a lift-off for consistency with subregulations 166A (2) and 167 (2) of the regulations. However, as the ordinary meaning of take-off is wide enough to include the concept of a lift-off, take-off can be read as a reference to lift-off.\n\n7 Exemption from general requirement for pilot to be at controls\n\n7.1 If the condition set out in paragraph 7.2 is complied with, a helicopter is exempt from compliance with subregulation 225 (1) (but not subregulation 225 (2)) and subregulation 230 (2) of the regulations.\n\n7.2 The exemption given by paragraph 7.1, in relation to a helicopter, is subject to the condition that a pilot must, from the time of starting the engine or engines until the time of stopping the engine or engines at the end of the flight, be at the controls of the helicopter unless:\n\n(a) the helicopter is fitted with skid type landing gear; and\n\n(b) the helicopter is fitted with a serviceable means of locking the cyclic and collective controls; and\n\n(c) if a passenger occupies a control seat fitted with fully or partially functioning controls or is seated in a position where he or she is able to interfere with such controls, the controls are locked and the pilot is satisfied that the passenger will not interfere with the controls; and\n\n(d) the pilot considers that his or her absence from the cockpit is essential to the safety of the helicopter or of the persons on, or in the vicinity of, the helicopter; and\n\n(e) the pilot remains in the immediate vicinity of the helicopter.\n\n8 Exemption from requirement to make certain pre-flight tests\n\n8.1 A helicopter is exempt from compliance with paragraph 244 (1) (a) of the regulations subject to the condition that the flight controls of the helicopter must be tested in accordance with the procedures approved in the relevant flight manual.\n\n> Notes to Civil Aviation Order 95.7\n\n> Note 1\n\n> Note: The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this compilation comprises Civil Aviation Order 95.7 amended as indicated in the Tables below.\n\n> Note: > Note: Table of Orders\n\n| Year andnumber | Date of notificationin Gazette/registration on FRLI | Date ofcommencement | Application, saving ortransitional provisions |\n| ------------------- | --------------------------------------------------- | --------------------------- | --------------------------------------------- |\n| CAO 2004 No. R60 | 23 December 2004 | 23 December 2004 (see s. 2) | |\n| CAO 95.7 2006 No. 1 | FRLI 21 April 2006 | 22 April 2006 (see s. 2) | |\n| CAO 95.7 2007 No. 1 | FRLI 31 October 2007 | 1 November 2007 (see s. 2) | |\n| CAO 95.7 2010 No. 1 | FRLI 28 May 2010 | 3 June 2010 (see s. 2) | |\n| CAO 95.7 2010 No. 2 | FRLI 19 October 2010 | 20 October 2010 (see s. 2) | |\n\n```html\n

Table of Amendments

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

Provision affected

How affected

s. 95.7

subs. 1

subs. 2

subs. 2A

subs. 5

subs. 6

rs. CAO 2004 No. R60

am. CAO 95.7 2010 No. 1

am. CAO 95.7 2007 No. 1; CAO 95.7 2010 No. 2

ad. CAO 95.7 2010 No. 2

am. CAO 95.7 2006 No. 1; CAO 95.7 2010 No. 1

rs. CAO 95.7 2006 No. 1; CAO 95.7 2010 No. 1

\n```","sortOrder":0}],"analysis":{"flash_summary":{"complexity_score":5,"scope_assessment":{"changed":true,"description":"The instrument has expanded beyond a narrow set of helicopter operational clarifications to explicitly cover \"special operations\" (added as paragraph 2A), which codifies exemptions for search and rescue, firefighting, emergency medical services and related training under specified conditions. The amendments (see Table of Amendments) added and amended multiple subsections (including insertion of 2A and changes to landing/take‑off rules) so that the Order now combines equipment and training conditions, AOC authorisation, CASA‑approved policies in operators' manuals, and emergency authority sign‑off. In sum, the scope broadened from isolated operational exemptions to a more comprehensive regime that delegates significant implementation detail to CASA approvals, operators' manuals and AIP/NOTAM processes (notably sections 2A, 4 and 6)."},"complexity_factors":["Single interpretation section (s.1) containing 13 defined terms (e.g. air taxiing, air transiting, approved course of water rescue training, special operations, HLS).","Multiple targeted exemptions (eight subject headings: water rescue, special operations, hovering/transit/taxiing, horizontal separation, landing/take‑off rules, uncontrolled aerodrome landing area, pilot at controls, pre‑flight tests).","Frequent cross‑references to specific subregulations of the Civil Aviation Regulations 1988 (e.g. regs 151, 157(1)(b), 163(1), 166A, 225(1), 244(1)(a)), requiring the reader to consult the parent regulations for full effect.","Conditional structure with nested qualifications (e.g. 2.1 depends on all of 2.2; 2A.1 and 2A.2 link operator, pilot and crew exemptions to AOC, emergency authority authorisation and CASA‑approved SOPs).","Operational detail mixed with administrative approvals (equipment standards, training approvals, AOC authorisation, inclusion of CASA‑approved policies in operations manual), creating multiple compliance threads for operators to follow.","Use of external publications for effect (AIP/NOTAM references in s.4), adding external procedural dependence.","Amendment history and inserted paragraph 2A (special operations) indicate temporal growth and added conditional complexity."],"plain_english_summary":"**What this instrument does (mechanically)\n\n- This Civil Aviation Order (CAO 95.7) creates targeted exemptions for helicopters from specific provisions of the Civil Aviation Regulations 1988. It lists the conditions under which those exemptions apply.\n\nWho is directly affected\n\n- Helicopter operators (the legal entity holding an AOC and operating helicopters);\n- Pilots in command and other crew members;\n- Passengers and other persons involved in special operations (e.g. people being rescued);\n- The Civil Aviation Safety Authority (CASA), which approves courses and procedures and sets standards; and\n- Relevant State, Territory or Federal emergency control authorities that must (in most cases) authorise special operations. \n\nKey exemptions and how they work (by subject)\n\n- Water rescue operations (sections 1, 2): Helicopters performing water rescues or approved water rescue training are exempt from selected regulatory requirements (see section 2.1). Conditions include use of approved harnesses, two release mechanisms for rescue equipment (one manually operable), and crew who have completed CASA‑approved water‑rescue training (section 2.2).\n\n- Special operations (section 2A): For search and rescue, firefighting, emergency medical services involving boarding/deplaning, and related training, the operator, pilot, crew and passengers can be exempt from several specified subregulations (2A.1) provided conditions are met. Conditions include that the operator hold an AOC authorising special operations, the operation be authorised by the appropriate emergency control authority (unless it is training), occupancy be limited to operating crew or persons being boarded/deplaned/picked up, and that the operation follow CASA‑approved policies, risk assessments and standard operating procedures recorded in the operator’s operations manual (2A.2).\n\n- Hovering, air transiting, air taxiing or ground taxiing over aerodromes (section 3): Helicopters performing these manoeuvres may be exempt from certain aerodrome distance/separation provisions provided they maintain horizontal separation sufficient to avoid creating a hazard, and, where applicable, ensure rotor downwash does not create a hazard (3.1–3.2).\n\n- Reduced horizontal separation between helicopters (section 4): Helicopters using published access lanes or corridors (details in the Aeronautical Information Publication (AIP) or NOTAMs) may be exempt from the 600‑metre horizontal separation requirement between helicopters, so long as they fly within the published lane/corridor, at published altitudes or ranges, and maintain separation sufficient to avoid hazard (4.1–4.2).\n\n- Landing/take‑off requirements at aerodromes (sections 5–6): The Order exempts helicopters from certain paragraphs of the regulations dealing with landing/take‑off. It allows take‑offs/landings outside the formal landing area of an uncontrolled aerodrome when the pilot is satisfied the place is a helicopter landing site (HLS) or when the landing/take‑off immediately follows or precedes air transiting/air taxiing within the aerodrome. There is a drafting note that \"take‑off\" can be read to include \"lift‑off.\" (5.1; 6.1–6.2)\n\n- Pilot absence from controls in limited cases (section 7): A pilot need not remain at the controls for the entire time the engines are running if a number of conditions are met (skid gear, serviceable locks for cyclic/collective, controls locked when a passenger occupies a control seat, pilot judges absence essential to safety, and pilot remains in the immediate vicinity) (7.1–7.2).\n\n- Pre‑flight control checks (section 8): A helicopter is exempt from a particular prescriptive pre‑flight test requirement if the flight controls are tested in accordance with approved procedures in the applicable flight manual (8.1).\n\nOfficial purpose claims and how the instrument achieves them\n\n- The Order’s stated purpose (as can be read from its text) is to permit certain helicopter operations — water rescue, search and rescue, firefighting, emergency medical boarding/deplaning, and related training — to be conducted without strict compliance with particular general regulations, where doing so would otherwise prevent or impede the operation. It achieves this by specifying explicit, conditional exemptions tied to equipment standards, training approvals, operator authorisations (AOC), CASA‑approved procedures, and emergency authority authorisation (see sections 2, 2A and 2A.2).\n\nCosts, incentives, trade‑offs and implementation mechanics (concrete, source‑grounded)\n\n- Who pays and what they must do: Operators must obtain and maintain the relevant approvals (an AOC that authorises special operations), include CASA‑approved policies and risk assessments in their operations manual, fit and maintain required equipment (e.g. two rescue release means, approved harnesses, serviceable control locks), and ensure crew complete CASA‑approved training (sections 2.2, 2A.2, 7.2). These are direct compliance costs and require managerial and training investment.\n\n- Who decides: CASA approves water‑rescue courses and operator policies/SOPs. The relevant emergency control authority must authorise special operations (except training). The AIP/NOTAM process and the operator (via operations manual) determine where access lanes/corridors and procedures apply (sections 1, 2A.2(b), 4.2(a), 2A.2(d)). This centralises substantive discretion with CASA and emergency authorities.\n\n- Trade‑offs and risks: The Order relaxes some separation and landing rules to enable time‑sensitive or technically demanding operations. The trade‑off is that fewer prescriptive protections apply in those circumstances; the Order substitutes equipment requirements, training requirements and CASA‑approved risk management as compensating controls (sections 2.2, 2A.2(d), 3.2, 4.2(c)). Implementation relies on the operator and CASA to make those compensating controls effective.\n\n- Compliance burden and administrative overhead: Operators must document procedures, obtain CASA approvals, and in many cases obtain authorisation from an emergency control authority before flying (section 2A.2). Pilots and crew must complete approved training. These create ongoing administrative and record‑keeping obligations.\n\n- Effects on private choice and market behaviour: The exemptions enable operators to offer rescue, firefighting and medevac services with more operational flexibility; but they also raise baseline entry/operating costs (training, equipment, approval processes). That may concentrate provision among operators with the resources to comply with CASA requirements and hold the appropriate AOC.\n\n- Implementation risk and potential for variable application: The Order relies on approvals, operator manuals and AIP/NOTAM publications to define where and how exemptions apply. That structure gives CASA and emergency authorities significant implementation and interpretive roles; inconsistent application across operators or regions is possible where local procedures or NOTAM/AIP details differ (see 2A.2(d), 4.2(a)).\n\nConcrete behavioural changes the Order induces\n\n- Operators will plan and document risk‑assessed procedures to rely on exemptions rather than seeking specific regulatory dispensations each time (2A.2(d)).\n- Pilots and crew will undertake and retain CASA‑approved water rescue training where external rescue loads are used (2.2(d)).\n- Operators will equip helicopters with specified safety items (two release mechanisms) and lockable controls where pilots may briefly leave the cockpit (2.2(c); 7.2(a)–(b)).\n\nNet functional effect (mechanical summary)\n\n- The Order does not remove safety oversight; instead it carves out specific regulatory requirements for helicopters when performing defined operations, replacing those general prescriptions with operation‑specific equipment, training and procedural requirements controlled by CASA and emergency authorities. The effect is to allow certain time‑critical, close‑proximity or non‑standard helicopter operations to proceed under a controlled, but less prescriptive, regulatory regime (see sections 2, 2A, 3, 4, 6, 7)."},"kimi_summary":{"content_quality":"ok","complexity_score":4,"scope_assessment":{"changed":true,"description":"The original 2004 Order appears focused primarily on water rescue operations and basic helicopter manoeuvring exemptions. Through amendments in 2006, 2007, and particularly 2010, the scope expanded significantly to include 'special operations' (section 2A) — a broad category covering search and rescue, firefighting, and emergency medical services. This represents a substantial expansion from water rescue to encompass virtually all emergency helicopter operations, plus related training. The 2010 amendments also added detailed conditions requiring CASA-approved procedures in operators' manuals, shifting from simple exemptions to a more complex regulatory framework involving risk assessments and standard operating procedures."},"complexity_factors":["11 defined terms in the interpretation section, several with nested sub-definitions (e.g., 'approved water rescue training' depends on 'approved course of water rescue training')","Multiple cross-references to the Civil Aviation Regulations 1988 (regulations 151, 163, 166A, 207, 225, 230, 244, 250, 251) requiring external knowledge","Conditional logic structure: each exemption is granted 'if conditions are complied with' — creating a two-tier framework of exemption plus conditions","Section 2A (special operations) contains 5 separate regulatory exemptions triggered by 4 distinct condition categories including external authorisation requirements","Section 7.2 contains a 5-part cumulative condition (paragraphs a-e must all be satisfied) with nested sub-conditions in paragraph (c)","Technical aviation terminology requiring domain knowledge: 'ground effect', 'rotor downwash', 'cyclic and collective controls', 'AIP', 'NOTAMS', 'AOC'"],"plain_english_summary":"This Civil Aviation Order creates **special exemptions from normal flight rules specifically for helicopters**, allowing them to operate more flexibly than fixed-wing aircraft in certain situations.\n\n**What it does:**\nNormally, the Civil Aviation Regulations impose strict rules on all aircraft about separation distances, landing areas, pilot presence at controls, and passenger safety. This Order says **helicopters can break certain rules** — but only if specific safety conditions are met.\n\n**Key exemptions include:**\n\n- **Water rescue operations** — Helicopters can carry people in external rescue harnesses (normally banned) if the crew are properly trained and the equipment meets safety standards.\n- **Special emergency operations** — Search and rescue, firefighting, and emergency medical services can bypass normal passenger and equipment rules when authorised by emergency control authorities.\n- **Airport manoeuvring** — Helicopters can hover, \"air taxi\" (low, slow flight), and \"air transit\" (faster low-level movement) over aerodromes without following fixed-wing separation rules, provided they don't create hazards.\n- **Closer flying** — Helicopters using designated \"access lanes\" can fly closer than 600 metres apart.\n- **Landing flexibility** — Helicopters can land outside designated landing areas at uncontrolled aerodromes if the pilot judges the spot safe.\n- **Pilot leaving controls** — A pilot can briefly leave the cockpit with the engine running if the helicopter has skids, controls are locked, and the pilot stays nearby.\n- **Pre-flight tests** — Helicopters can follow manufacturer procedures rather than generic pre-flight control tests.\n\n**Who it affects:**\nHelicopter pilots, operators, emergency services (police, ambulance, fire), search and rescue organisations, and CASA (the safety regulator).\n\n**Why it matters:**\nHelicopters have unique capabilities — they can hover, land almost anywhere, and perform rescues impossible for planes. This Order recognises those capabilities by **tailoring safety rules to helicopter operations** rather than forcing them to comply with rules designed for fixed-wing aircraft. It balances operational flexibility with layered safety conditions."},"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"}},"importantCases":[],"_links":{"self":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic","history":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic/history","analysis":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic/analysis","conflicts":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic/conflicts","importantCases":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic/important-cases","documents":"/api/acts/civil-aviation-order-95-7-exemption-from-the-provisions-of-the-civil-aviation-regulations-1988-helic/documents"}}