{"id":"F2020L01561","name":"Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020","slug":"part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":130790,"registerId":"commonwealth-F2020L01561-current","compilationNumber":null,"startDate":"2026-04-03","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Chapter 1—Preliminary","sectionType":"part","heading":"Chapter 1—Preliminary","content":"## Chapter 1—Preliminary\n\n#### 1.01 Name\n\n (1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.\n (2) This instrument may also be cited as:\n (a) the Part 121 Manual of Standards; or\n (b) the Part 121 MOS.\n\n#### 1.03 Authority\n\n This instrument is made under the Civil Aviation Safety Regulations 1998.\n\n> Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.\n\n#### 1.04 Definitions\n\nNote: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.\n\n (1) In this instrument:\n\n> ACAS means airborne collision avoidance system.\n\n> accelerate stop distance available means the length of the take-off run available plus the length of the stopway.\n\n> actual landing distance: see subsection 9.13(1).\n\n> additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:\n\n (a) proceed to an alternate aerodrome; and\n (b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and\n (c) make an approach and landing.\n\n> adequate aerodrome: see Part 1 of the CASR Dictionary.\n\n> ADF means automatic direction finder.\n\n> aerodrome forecast means:\n\n (a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and\n (b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.\n\n> Note: TAF is an acronym for terminal area forecast.\n\n> airborne collision avoidance system: see Part 1 of the CASR Dictionary.\n\n> airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.\n\n> alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.\n\n> Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:\n\n> Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:\n\n Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.\n En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.\n Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”\n\n> approved ACAS: see subsection 11.21(1).\n\n> APV means any of the following approach procedures with vertical guidance:\n\n (a) RNP APCH-LNAV/VNAV;\n (b) RNP APCH-LPV (decision height at or above 250 ft);\n (c) RNP AR APCH-RNP 0.x.\n\n> Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.\n\n> area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.\n\n> automatic ELT has the meaning given by section 11.50.\n\n> BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.\n\n> Note: At the commencement of this instrument, ICAO Document 8896 included the following:\n\n> Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”","sortOrder":0},{"sectionNumber":"1.01","sectionType":"section","heading":"Name","content":"#### 1.01 Name\n\n (1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.\n (2) This instrument may also be cited as:\n (a) the Part 121 Manual of Standards; or\n (b) the Part 121 MOS.","sortOrder":1},{"sectionNumber":"1.03","sectionType":"section","heading":"Authority","content":"#### 1.03 Authority\n\n This instrument is made under the Civil Aviation Safety Regulations 1998.\n\n> Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.","sortOrder":2},{"sectionNumber":"1.04","sectionType":"section","heading":"Definitions","content":"#### 1.04 Definitions\n\nNote: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.\n\n (1) In this instrument:\n\n> ACAS means airborne collision avoidance system.\n\n> accelerate stop distance available means the length of the take-off run available plus the length of the stopway.\n\n> actual landing distance: see subsection 9.13(1).\n\n> additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:\n\n (a) proceed to an alternate aerodrome; and\n (b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and\n (c) make an approach and landing.\n\n> adequate aerodrome: see Part 1 of the CASR Dictionary.\n\n> ADF means automatic direction finder.\n\n> aerodrome forecast means:\n\n (a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and\n (b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.\n\n> Note: TAF is an acronym for terminal area forecast.\n\n> airborne collision avoidance system: see Part 1 of the CASR Dictionary.\n\n> airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.\n\n> alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.\n\n> Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:\n\n> Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:\n\n Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.\n En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.\n Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”\n\n> approved ACAS: see subsection 11.21(1).\n\n> APV means any of the following approach procedures with vertical guidance:\n\n (a) RNP APCH-LNAV/VNAV;\n (b) RNP APCH-LPV (decision height at or above 250 ft);\n (c) RNP AR APCH-RNP 0.x.\n\n> Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.\n\n> area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.\n\n> automatic ELT has the meaning given by section 11.50.\n\n> BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.\n\n> Note: At the commencement of this instrument, ICAO Document 8896 included the following:\n\n> Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”","sortOrder":3},{"sectionNumber":"1.05","sectionType":"section","heading":"References to AS/NZS standards, TSOs, ETSOs etc.","content":"#### 1.05 References to AS/NZS standards, TSOs, ETSOs etc.\n\n In this instrument, unless the contrary intention appears:\n (a) a reference to a particular AS/NZS standard is a reference to the particular joint Australian and New Zealand Standard, as in force or existing from time to time; and\n (b) a reference to a particular TSO is a reference to that TSO or a later version of that TSO; and\n (c) a reference to a particular ETSO is a reference to that ETSO or a later version of that ETSO.\n\n> Note 1: An example for paragraph (a) is the joint Australian and New Zealand Standard AS/NZS 1754:2004, Child restraint systems for use in motor vehicles.\n\n> Note 2: The first version of a TSO may have been issued with or without the notation “(0)” at the end (for example, citations of TSO-C129 and TSO-129(0) would refer to the same document. Thus, for first version TSOs, either form is an acceptable citation for the other.\n\n> Note 3: Later versions of a TSO are identified by an alphabetical letter (for example, a later version of TSO-C129 or TSO-C129(0) is TSO-C129a). Unless the contrary intention appears in a provision, a reference in this instrument to TSO-C129 or TSO-C129(0) means that version or a later version (in this case, TSO-C129a).","sortOrder":4},{"sectionNumber":"1.06","sectionType":"section","heading":"References in type design and certification documents—EDTO","content":"#### 1.06 References in type design and certification documents—EDTO\n\n A reference, in any of the following documents, to “ETOPS”:\n (a) a flight manual;\n (b) a type certificate data sheet or a supplement to the sheet;\n (c) a CMP document;\n is, for the purposes of this instrument, taken to be a reference to “extended diversion time operations” or “EDTO”.","sortOrder":5},{"sectionNumber":"Chapter 2—Extended diversion time operat","sectionType":"part","heading":"Chapter 2—Extended diversion time operations (EDTO)","content":"## Chapter 2—Extended diversion time operations (EDTO)\n\n### Division 1—Criteria for the grant of EDTO approval\n\n#### 2.01 Scope of Division 1, Chapter 2\n\n This Division:\n (a) is made under paragraph 121.035(2)(a) of CASR; and\n (b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.\n\n#### 2.02 Turbine-engine aeroplanes\n\n The aeroplane must be a turbine-engine aeroplane.\n\n#### 2.03 Type design and certification documents\n\n (1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.\n (2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:\n (a) the flight manual;\n (b) the type certificate data sheet or a supplement to the sheet;\n (c) the CMP document.\n (3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):\n (a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;\n (b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;\n (c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.\n\n#### 2.04 Capability of aeroplane for EDTO—general\n\n CASA must be satisfied of the following matters in relation to an application for EDTO approval:\n (a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;","sortOrder":6},{"sectionNumber":"Division 1","sectionType":"division","heading":"Criteria for the grant of EDTO approval","content":"## Chapter 2—Extended diversion time operations (EDTO)\n\n### Division 1—Criteria for the grant of EDTO approval\n\n#### 2.01 Scope of Division 1, Chapter 2\n\n This Division:\n (a) is made under paragraph 121.035(2)(a) of CASR; and\n (b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.\n\n#### 2.02 Turbine-engine aeroplanes\n\n The aeroplane must be a turbine-engine aeroplane.\n\n#### 2.03 Type design and certification documents\n\n (1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.\n (2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:\n (a) the flight manual;\n (b) the type certificate data sheet or a supplement to the sheet;\n (c) the CMP document.\n (3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):\n (a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;\n (b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;\n (c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.\n\n#### 2.04 Capability of aeroplane for EDTO—general\n\n CASA must be satisfied of the following matters in relation to an application for EDTO approval:\n (a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;","sortOrder":7},{"sectionNumber":"2.01","sectionType":"section","heading":"Scope of Division 1, Chapter 2","content":"#### 2.01 Scope of Division 1, Chapter 2\n\n This Division:\n (a) is made under paragraph 121.035(2)(a) of CASR; and\n (b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.","sortOrder":8},{"sectionNumber":"2.02","sectionType":"section","heading":"Turbine-engine aeroplanes","content":"#### 2.02 Turbine-engine aeroplanes\n\n The aeroplane must be a turbine-engine aeroplane.","sortOrder":9},{"sectionNumber":"2.03","sectionType":"section","heading":"Type design and certification documents","content":"#### 2.03 Type design and certification documents\n\n (1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.\n (2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:\n (a) the flight manual;\n (b) the type certificate data sheet or a supplement to the sheet;\n (c) the CMP document.\n (3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):\n (a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;\n (b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;\n (c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.","sortOrder":10},{"sectionNumber":"2.04","sectionType":"section","heading":"Capability of aeroplane for EDTO—general","content":"#### 2.04 Capability of aeroplane for EDTO—general\n\n CASA must be satisfied of the following matters in relation to an application for EDTO approval:\n (a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;","sortOrder":11},{"sectionNumber":"2.05","sectionType":"section","heading":"Capability of operator—EDTO required system serviceability","content":"#### 2.05 Capability of operator—EDTO required system serviceability\n\n General\n\n(1) CASA must be satisfied that the operator has the capability to ensure that the following equipment and systems of an aeroplane, the subject of an application for EDTO approval, would be serviceable for dispatch on an EDTO flight under the approval:\n\n (a) for a 2-engine aeroplane—one-engine-inoperative auto-land capability, if flight planning for an EDTO en-route alternate aerodrome is predicated on the use of auto-land;\n (b) if operating in the polar region—an automated external defibrillator.\n\n(2) CASA must also be satisfied that the operator has the capability to ensure:\n\n (a) the fuel quantity indicating system and the cargo fire suppression system of the aeroplane would be serviceable for dispatch for the flight; and\n (b) operating the aeroplane with one or both of those systems unserviceable would be permitted by the MEL for the aeroplane and any conditions and limitations of the MEL relating to the unserviceability could be complied with.\n Diversion time more than 180 minutes\n\n(3) Subsection (4) applies if an application for EDTO approval requests a diversion time of more than 180 minutes.\n\n(4) CASA must be satisfied that the operator has the capability to ensure that the following systems of the aeroplane would be serviceable for dispatch on an EDTO flight under the approval:\n\n (a) subject to subsection (5), the auxiliary power unit, including electrical and pneumatic supply to its designated capability;\n (b) if the aeroplane is a 2‑engine aeroplane—the auto‑throttle system;\n (c) a communication system, in addition to any such equipment required for the aeroplane under section 11.08, that is capable of providing effective direct communication (for example, by voice, SATCOM/SATVOICE or ACARS) between the flight crew and air traffic services, and between the flight crew and either or both the operations control and flight dispatcher.\n (5) Paragraph (4)(a) does not apply if an auxiliary power unit:\n (a) for a 2-engine aeroplane—is not required by the type design and certification documents for the aeroplane require it to have an auxiliary power unit for the conduct of EDTO flights; or","sortOrder":12},{"sectionNumber":"2.06","sectionType":"section","heading":"Diversion time for 2-engine aeroplanes","content":"#### 2.06 Diversion time for 2-engine aeroplanes\n\n (1) This section applies to an application to conduct extended diversion time operations using a 2-engine aeroplane.\n (2) The maximum diversion time that can be approved for the aeroplane must not exceed the most limiting of the following time limits:\n (a) the diversion time capability for the airframe/engine combination, evidenced by the documents and information for the aeroplane mentioned in section 2.03;\n (b) the time limit of the aeroplane’s cargo fire suppression system reduced by an operational safety margin of 15 minutes;\n (c) the time limit of the aeroplane’s most EDTO significant time‑limited system (other than the cargo fire suppression system), reduced by an operational safety margin of 15 minutes.\n (3) Paragraph (2)(b) does not apply if a time limit for the aeroplane’s cargo fire suppression system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.\n (4) Paragraph (2)(c) does not apply in relation to an EDTO significant time-limited system of the aeroplane if a time limit for the system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.","sortOrder":13},{"sectionNumber":"2.07","sectionType":"section","heading":"Diversion time for 3- or 4-engine aeroplanes","content":"#### 2.07 Diversion time for 3- or 4-engine aeroplanes\n\n (1) This section applies to an application to conduct extended diversion time operations using a 3- or 4-engine aeroplane.\n (2) The maximum diversion time that can be approved for the aeroplane must not exceed the most limiting of the following time limits:\n (a) the time limit of the aeroplane’s cargo fire suppression system, reduced by an operational safety margin of 15 minutes;\n (b) the time limit of the aeroplane’s most EDTO significant time-limited system (other than the cargo fire suppression system), reduced by an operational safety margin of 15 minutes.\n (3) Paragraph (2)(a) does not apply if a time limit for the aeroplane’s cargo fire suppression system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.\n (4) Paragraph (2)(b) does not apply in relation to an EDTO significant time-limited system of the aeroplane if a time limit for the system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.","sortOrder":14},{"sectionNumber":"2.08","sectionType":"section","heading":"Polar region","content":"#### 2.08 Polar region\n\n If an application for EDTO approval involves conducting the proposed operations through or within the polar region:\n (a) the aeroplane must be equipped with an automated external defibrillator; and\n (b) the MEL for the aeroplane must be sufficient to cover the requested EDTO flights.","sortOrder":15},{"sectionNumber":"2.09","sectionType":"section","heading":"Care and safety of passengers and crew","content":"#### 2.09 Care and safety of passengers and crew\n\n (1) This section applies if an application for EDTO approval:\n (a) requests a diversion time greater than 180 minutes; or\n (b) involves the conduct of operations through or within the polar region.\n\n(2) CASA must be satisfied that the operator can ensure the care and safety of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.\n\n(3) In considering whether it is satisfied of the matters in subsection (2), CASA must take into account:\n\n (a) details, included in the operator’s exposition, of facilities at each EDTO en‑route alternate aerodrome designated for the operations, for ensuring the care and safety of a full complement of passengers and crew; or\n (b) details, included in the operator’s exposition, of the operator’s recovery plan that ensures, for a diversion to any EDTO en‑route alternate aerodrome, the protection and well-being of a full complement of passengers and crew at the aerodrome itself, or in its immediate area, until the passengers and crew are transported to another place that will provide for their care and safety.","sortOrder":16},{"sectionNumber":"Division 2","sectionType":"division","heading":"Form of application for EDTO approval","content":"### Division 2—Form of application for EDTO approval\n\n#### 2.10 Scope of Division 2, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(2)(b) of CASR; and\n (b) prescribes the form in which an application for EDTO approval must be made.\n\n#### 2.11 Form of application\n\n (1) An application for EDTO approval for a particular aeroplane and airframe/engine combination must be made to CASA in writing.\n (2) The application must include the following information:\n (a) the type and model of aeroplane;\n (b) the diversion time requested;\n (c) details of the aeroplane’s airframe/engine combination, including the latest revision number of the CMP document required for extended diversion time operations (as normally identified in the aeroplane’s flight manual, type certificate data sheet or supplemental type certificate);\n (d) details of diversion time capability of the aeroplane and airframe/engine combination as evidenced by the documents and information for the aeroplane mentioned in section 2.03;\n (e) the time limit of the aeroplane’s most time-limiting EDTO significant system (if any) identified in the aircraft flight manual instructions for the aeroplane;\n (f) details of the requested areas of operation, including whether operations would enter the polar region;\n (g) details of the aeroplane speed or speeds the operator will use to comply with the requirements in Division 4 of this Chapter;\n (h) details of the operator’s plans, processes, procedures or systems to ensure the pre-flight serviceability of the systems mentioned in section 2.05;\n (i) details of the procedures required under regulation 121.160 of CASR as they relate to determining operational control for an EDTO flight of the aeroplane;\n (j) details of the dispatch procedures for the aeroplane in relation to the proposed extended diversion time operations;\n (k) a list of the EDTO en-route alternate aerodromes designated for the operations;\n (l) details of the training and checking of flight crew members and flight dispatchers for EDTO flights of the aeroplane;\n (m) details of EDTO training provided to personnel of the operator who:\n (i) are engaged in providing continuing airworthiness management services for the aeroplane; or\n (ii) carry out maintenance on the aeroplane on behalf of an approved maintenance organisation;\n (n) details of the operator’s procedures for complying with the fuel requirements in Chapter 7 in relation to the conduct of EDTO flights;\n (o) a copy of any amendments to the operator’s exposition that would be required for the proposed extended diversion time operations.\n Passenger and crew care & safety\n (3) If the application:\n (a) requests a diversion time greater than 180 minutes; or\n (b) involves flight through or within the polar region;\n the application must also include details of how the operator will ensure the care and safety of a full complement of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.","sortOrder":17},{"sectionNumber":"2.10","sectionType":"section","heading":"Scope of Division 2, Chapter 2","content":"#### 2.10 Scope of Division 2, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(2)(b) of CASR; and\n (b) prescribes the form in which an application for EDTO approval must be made.","sortOrder":18},{"sectionNumber":"2.11","sectionType":"section","heading":"Form of application","content":"#### 2.11 Form of application\n\n (1) An application for EDTO approval for a particular aeroplane and airframe/engine combination must be made to CASA in writing.\n (2) The application must include the following information:\n (a) the type and model of aeroplane;\n (b) the diversion time requested;\n (c) details of the aeroplane’s airframe/engine combination, including the latest revision number of the CMP document required for extended diversion time operations (as normally identified in the aeroplane’s flight manual, type certificate data sheet or supplemental type certificate);\n (d) details of diversion time capability of the aeroplane and airframe/engine combination as evidenced by the documents and information for the aeroplane mentioned in section 2.03;\n (e) the time limit of the aeroplane’s most time-limiting EDTO significant system (if any) identified in the aircraft flight manual instructions for the aeroplane;\n (f) details of the requested areas of operation, including whether operations would enter the polar region;\n (g) details of the aeroplane speed or speeds the operator will use to comply with the requirements in Division 4 of this Chapter;\n (h) details of the operator’s plans, processes, procedures or systems to ensure the pre-flight serviceability of the systems mentioned in section 2.05;\n (i) details of the procedures required under regulation 121.160 of CASR as they relate to determining operational control for an EDTO flight of the aeroplane;\n (j) details of the dispatch procedures for the aeroplane in relation to the proposed extended diversion time operations;\n (k) a list of the EDTO en-route alternate aerodromes designated for the operations;\n (l) details of the training and checking of flight crew members and flight dispatchers for EDTO flights of the aeroplane;\n (m) details of EDTO training provided to personnel of the operator who:\n (i) are engaged in providing continuing airworthiness management services for the aeroplane; or\n (ii) carry out maintenance on the aeroplane on behalf of an approved maintenance organisation;\n (n) details of the operator’s procedures for complying with the fuel requirements in Chapter 7 in relation to the conduct of EDTO flights;\n (o) a copy of any amendments to the operator’s exposition that would be required for the proposed extended diversion time operations.\n Passenger and crew care & safety\n (3) If the application:\n (a) requests a diversion time greater than 180 minutes; or\n (b) involves flight through or within the polar region;\n the application must also include details of how the operator will ensure the care and safety of a full complement of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.","sortOrder":19},{"sectionNumber":"Division 3","sectionType":"division","heading":"Factors to be considered by CASA in approving EDTO","content":"### Division 3—Factors to be considered by CASA in approving EDTO\n\n#### 2.12 Scope of Division 3, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(2)(c) of CASR; and\n (b) prescribes factors to be considered by CASA in deciding whether or not to grant an approval to an operator to conduct extended diversion time operations in relation to a particular aeroplane and airframe/engine combination.\n\n#### 2.13 Safety compensating factors\n\n In considering an application by an operator to conduct extended diversion time operations using a particular aeroplane and airframe/engine combination, CASA must take into account safety compensating factors, including:\n (a) the number of aerodromes in the area of operations; and\n (b) the weather conditions normally prevailing in the area; and\n (c) the availability of communications; and\n (d) the safety and reliability of operations conducted with the airframe/engine combination and any additional MEL restrictions.\n\n#### 2.14 Capability and competence to conduct EDTO\n\n (1) In considering an application by an operator to conduct extended diversion time applications using a particular aeroplane and airframe/engine combination, CASA must consider the capability and competence of the operator to safely conduct and adequately support the intended operations.\n\n> Note: In considering the operator’s capability and competence, CASA may direct the operator, under regulation 11.245 of CASR, to conduct a proving flight using the aeroplane or an approved simulator for the aeroplane.\n\n (2) CASA may take into consideration the operator’s capability and competence to safely conduct the intended extended diversion time operations in the event of the following contingencies:\n (a) total loss of thrust on one engine;\n (b) total loss of normal generated electrical power, involving the demonstration of the EDTO-critical electrical conditions identified during the type certification of the aeroplane;\n (c) total loss of pressurisation;\n (d) any other event or condition required by CASA for reasons relating to operational challenge, safety management, crew workload or performance.","sortOrder":20},{"sectionNumber":"2.12","sectionType":"section","heading":"Scope of Division 3, Chapter 2","content":"#### 2.12 Scope of Division 3, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(2)(c) of CASR; and\n (b) prescribes factors to be considered by CASA in deciding whether or not to grant an approval to an operator to conduct extended diversion time operations in relation to a particular aeroplane and airframe/engine combination.","sortOrder":21},{"sectionNumber":"2.13","sectionType":"section","heading":"Safety compensating factors","content":"#### 2.13 Safety compensating factors\n\n In considering an application by an operator to conduct extended diversion time operations using a particular aeroplane and airframe/engine combination, CASA must take into account safety compensating factors, including:\n (a) the number of aerodromes in the area of operations; and\n (b) the weather conditions normally prevailing in the area; and\n (c) the availability of communications; and\n (d) the safety and reliability of operations conducted with the airframe/engine combination and any additional MEL restrictions.","sortOrder":22},{"sectionNumber":"2.14","sectionType":"section","heading":"Capability and competence to conduct EDTO","content":"#### 2.14 Capability and competence to conduct EDTO\n\n (1) In considering an application by an operator to conduct extended diversion time applications using a particular aeroplane and airframe/engine combination, CASA must consider the capability and competence of the operator to safely conduct and adequately support the intended operations.\n\n> Note: In considering the operator’s capability and competence, CASA may direct the operator, under regulation 11.245 of CASR, to conduct a proving flight using the aeroplane or an approved simulator for the aeroplane.\n\n (2) CASA may take into consideration the operator’s capability and competence to safely conduct the intended extended diversion time operations in the event of the following contingencies:\n (a) total loss of thrust on one engine;\n (b) total loss of normal generated electrical power, involving the demonstration of the EDTO-critical electrical conditions identified during the type certification of the aeroplane;\n (c) total loss of pressurisation;\n (d) any other event or condition required by CASA for reasons relating to operational challenge, safety management, crew workload or performance.","sortOrder":23},{"sectionNumber":"Division 4","sectionType":"division","heading":"Requirements for conduct of EDTO","content":"### Division 4—Requirements for conduct of EDTO\n\n#### 2.15 Scope of Division 4, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(3)(a) of CASR; and\n (b) prescribes requirements in relation to conducting EDTO flights.\n\n#### 2.16 Flight planning limitations for all EDTO flights\n\n (1) A flight plan route for an aeroplane used to conduct an EDTO flight must be limited to that for which the diversion time to an EDTO en‑route alternate aerodrome for the flight, measured at the speed mentioned in subsection (2), does not exceed the maximum diversion time, in ISA and still air conditions.\n (2) For subsection (1), the speed is:\n (a) if the aeroplane is a 2‑engine aeroplane—a one‑engine-inoperative cruising speed specified in the operator’s exposition for this section; or\n (b) if the aeroplane is a 3‑ or 4‑engine aeroplane—a normal cruising speed, specified in the operator’s exposition for this section.\n\nNote: An EDTO flight may also be further limited by a provision applying under section 2.17.\n\n#### 2.17 Additional flight planning limitations—EDTO beyond 180 minutes\n\n (1) The requirements in this section apply in relation to an EDTO beyond a maximum diversion time of 180 minutes.\n Limits of cargo fire suppression system—all aeroplanes\n\n(2) The time required by an aeroplane to fly the distance to a planned EDTO en‑route alternate aerodrome:\n\n (a) at the normal cruising speed specified in the operator’s exposition for this section; and\n (b) correcting for forecast wind and temperature;\n must not exceed the time specified for the aeroplane’s cargo fire suppression system in one of the documents for the aeroplane mentioned in subsection 2.03(2), minus 15 minutes.","sortOrder":24},{"sectionNumber":"2.15","sectionType":"section","heading":"Scope of Division 4, Chapter 2","content":"#### 2.15 Scope of Division 4, Chapter 2\n\n This Division:\n (a) is made for paragraph 121.035(3)(a) of CASR; and\n (b) prescribes requirements in relation to conducting EDTO flights.","sortOrder":25},{"sectionNumber":"2.16","sectionType":"section","heading":"Flight planning limitations for all EDTO flights","content":"#### 2.16 Flight planning limitations for all EDTO flights\n\n (1) A flight plan route for an aeroplane used to conduct an EDTO flight must be limited to that for which the diversion time to an EDTO en‑route alternate aerodrome for the flight, measured at the speed mentioned in subsection (2), does not exceed the maximum diversion time, in ISA and still air conditions.\n (2) For subsection (1), the speed is:\n (a) if the aeroplane is a 2‑engine aeroplane—a one‑engine-inoperative cruising speed specified in the operator’s exposition for this section; or\n (b) if the aeroplane is a 3‑ or 4‑engine aeroplane—a normal cruising speed, specified in the operator’s exposition for this section.\n\nNote: An EDTO flight may also be further limited by a provision applying under section 2.17.","sortOrder":26},{"sectionNumber":"2.17","sectionType":"section","heading":"Additional flight planning limitations—EDTO beyond 180 minutes","content":"#### 2.17 Additional flight planning limitations—EDTO beyond 180 minutes\n\n (1) The requirements in this section apply in relation to an EDTO beyond a maximum diversion time of 180 minutes.\n Limits of cargo fire suppression system—all aeroplanes\n\n(2) The time required by an aeroplane to fly the distance to a planned EDTO en‑route alternate aerodrome:\n\n (a) at the normal cruising speed specified in the operator’s exposition for this section; and\n (b) correcting for forecast wind and temperature;\n must not exceed the time specified for the aeroplane’s cargo fire suppression system in one of the documents for the aeroplane mentioned in subsection 2.03(2), minus 15 minutes.","sortOrder":27},{"sectionNumber":"2.18","sectionType":"section","heading":"Flight dispatch requirements for EDTO","content":"#### 2.18 Flight dispatch requirements for EDTO\n\n General flight dispatch requirements\n (1) An EDTO flight of an aeroplane must not commence unless:\n (a) the pilot in command is provided with the flight dispatch release mentioned in subsection (3); and\n (b) a pre-departure service check is completed; and\n (c) if the flight is one mentioned in subsection 11.08(2)—the communications facilities required under subsection 11.08(3) are available; and\n (d) if the aeroplane is a 2-engine aeroplane—the aeroplane meets the requirements of the CMP document for the flight; and\n (e) any EDTO en‑route alternate aerodromes for the flight are identified and listed in the operational flight plan.\n\n(2) An EDTO flight of an aeroplane must not commence unless:\n\n (a) the following systems and equipment of the aeroplane are serviceable:\n (i) if the aeroplane is a 2‑engine aeroplane—one‑engine‑inoperative auto‑land capability, if flight planning for an EDTO en‑route alternate aerodrome is predicated on the use of auto‑land;\n (ii) if operating in the polar region—an automated external defibrillator; and\n (b) either:\n (i) the fuel quantity indicating system, and the cargo fire suppression system, of the aeroplane is serviceable for the flight; or\n (ii) in the case that a system mentioned in subparagraph (b)(i) is not serviceable for the flight—the MEL for the aeroplane permits the operation of the aeroplane with the unserviceability and any conditions and limitations of the MEL relating to the unserviceability are able to be complied with for the flight.\n (3) For the purposes of paragraph (1)(a), a record of the following information for dispatch of the aeroplane (the flight dispatch release) for the EDTO flight, must have been prepared (whether or not in a standalone document):\n (a) the EDTO en‑route alternate aerodromes for the flight;\n (b) the maximum diversion time for the flight.\n Performance data for EDTO flight\n (4) An EDTO flight of an aeroplane must not commence unless the performance data in the aircraft flight manual instructions for the aeroplane:\n (a) is available to the pilot in command for the specific airframe/engine combination; and\n (b) includes the matters mentioned in subsections (5) and (6); and\n (c) can support all phases of the EDTO flight.\n\n(5) For paragraph (4)(b), the performance data must include:\n\n (a) detailed one-engine-inoperative performance data, including fuel flow data, for ISA and ambient conditions as a function of airspeed and power setting, encompassing:\n (i) drift-down flight profiles (including net performance); and\n (ii) cruising altitude coverage; and\n (iii) altitudes for flight with one-engine-inoperative and depressurised conditions; and\n (iv) holding altitudes; and\n (b) detailed all-engines-operating performance data, including fuel flow data, for ISA and ambient conditions as a function of airspeed and power setting, encompassing:\n (i) cruising altitudes; and\n (ii) altitudes for flight under depressurised conditions; and\n (iii) flight at 10 000 ft above mean sea level; and\n (iv) holding altitudes; and\n (c) any available data related to any other conditions relevant to the EDTO flight that could result in a significant deterioration to the performance of the specific airframe/engine combination, including the following conditions:\n (i) ice accretion on the aeroplane surfaces not encompassed by anti‑ice or de‑ice systems;\n (ii) if required to be considered by the aeroplane’s manufacturer as part of the EDTO airworthiness certification of the aeroplane:\n (A) the ram air turbine deployment; and\n (B) the thrust reverser deployment.\n\n(6) For paragraph (4)(b), the altitudes, airspeeds, thrust settings and fuel flow, used in establishing the EDTO area of operations for the airframe/engine combination, must be used when determining whether the requirements in sections 9.07 and 9.08 can be met for an EDTO flight of the aeroplane.\n\n> Note: Sections 9.07 and 9.08 provide for obstacle clearance performance requirements for the en route phase of a flight.","sortOrder":28},{"sectionNumber":"2.19","sectionType":"section","heading":"Dispatch requirements for EDTO beyond 180 minutes","content":"#### 2.19 Dispatch requirements for EDTO beyond 180 minutes\n\n (1) This section applies in relation to an EDTO flight conducted beyond a maximum diversion time of 180 minutes.\n (2) The following systems of the aeroplane must be serviceable for dispatch:\n (a) if the aeroplane is a 2‑engine aeroplane—the auto-throttle system;\n (b) if required:\n (i) by the aeroplane manufacturer for one-engine-inoperative, or depressurisation, procedures; or\n (ii) for a time-limited system (if any);\n the auxiliary power unit, including electrical and pneumatic supply to its designated capability;\n (c) a communication system, in addition to any such equipment required for the aeroplane under Chapter 11, that is capable of providing effective direct communication (for example, by voice, SATCOM/SATVOICE or ACARS) between the flight crew and air traffic services, and between the flight crew and either or both the operations control and flight dispatcher.","sortOrder":29},{"sectionNumber":"2.20","sectionType":"section","heading":"In‑flight operational procedures for EDTO","content":"#### 2.20 In‑flight operational procedures for EDTO\n\n Significant changes to be evaluated\n (1) A significant change:\n (a) in forecast weather; or\n (b) in the aerodrome availability for the flight; or\n (c) in the required services at any EDTO en-route alternate aerodromes designated for the flight;\n that occurs during an EDTO flight of an aeroplane and before the aeroplane proceeds beyond the EDTO entry point, must be evaluated by the pilot in command as soon as practicable.\n (2) If a significant change mentioned in subsection (1) would prevent a safe approach and landing at an EDTO en-route alternate aerodrome during the estimated time of use—the pilot in command must select an additional EDTO en-route alternate aerodrome where a safe approach and landing can be made.\n EDTO significant event during flight\n (3) If:\n (a) a failure or degradation of an EDTO significant system occurs during an EDTO flight before the aeroplane reaches the EDTO entry point; and\n (b) the pilot in command believes that assistance from the flight dispatcher is necessary;","sortOrder":30},{"sectionNumber":"Division 5","sectionType":"division","heading":"General conditions on EDTO approvals","content":"### Division 5—General conditions on EDTO approvals\n\n#### 2.21 Scope of Division 5, Chapter 2\n\n For the purposes of regulation 11.068 of CASR, this Division imposes conditions on EDTO approvals.\n\n#### 2.22 EDTO procedures—flight dispatcher duties\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must have procedures in the operator’s exposition to ensure that, during flight planning for an EDTO flight of an aeroplane, the flight dispatcher meets the requirement in subsection (2).\n (2) For subsection (1), the flight dispatcher must consider the potential routes and altitudes that would be necessary for diversion to an EDTO en‑route alternate aerodrome when determining whether immediate satellite-based voice communications, required by subsection 11.08(3), are available.\n\n#### 2.23 Training and checking—flight dispatchers\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that any flight dispatcher, who has responsibilities for the dispatch of the aeroplane on an EDTO flight, has received the training required by this section for the person before carrying out the duties and responsibilities of a flight dispatcher for the flight.\n\n(2) The operator must ensure that the training and checking mentioned in paragraph 119.170(4)(a) of CASR, in relation to a flight dispatcher, covers the following content:\n\n (a) contingency procedures for each area of operation intended to be used for EDTO flights;\n (b) diversion procedures and diversion decision-making processes;\n (c) the requirements of the civil aviation legislation in relation to extended diversion time operations.\n\n#### 2.24 Quarterly EDTO summary reports—2‑engine aeroplanes\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must prepare a summary report, in respect of an aeroplane used to conduct extended diversion time operations under the approval, available to CASA on request, for:\n (a) the 3-month period beginning the day after being granted the EDTO approval; and\n (b) each 3-month period beginning the day after the end of the previous 3‑month period;","sortOrder":31},{"sectionNumber":"2.21","sectionType":"section","heading":"Scope of Division 5, Chapter 2","content":"#### 2.21 Scope of Division 5, Chapter 2\n\n For the purposes of regulation 11.068 of CASR, this Division imposes conditions on EDTO approvals.","sortOrder":32},{"sectionNumber":"2.22","sectionType":"section","heading":"EDTO procedures—flight dispatcher duties","content":"#### 2.22 EDTO procedures—flight dispatcher duties\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must have procedures in the operator’s exposition to ensure that, during flight planning for an EDTO flight of an aeroplane, the flight dispatcher meets the requirement in subsection (2).\n (2) For subsection (1), the flight dispatcher must consider the potential routes and altitudes that would be necessary for diversion to an EDTO en‑route alternate aerodrome when determining whether immediate satellite-based voice communications, required by subsection 11.08(3), are available.","sortOrder":33},{"sectionNumber":"2.23","sectionType":"section","heading":"Training and checking—flight dispatchers","content":"#### 2.23 Training and checking—flight dispatchers\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that any flight dispatcher, who has responsibilities for the dispatch of the aeroplane on an EDTO flight, has received the training required by this section for the person before carrying out the duties and responsibilities of a flight dispatcher for the flight.\n\n(2) The operator must ensure that the training and checking mentioned in paragraph 119.170(4)(a) of CASR, in relation to a flight dispatcher, covers the following content:\n\n (a) contingency procedures for each area of operation intended to be used for EDTO flights;\n (b) diversion procedures and diversion decision-making processes;\n (c) the requirements of the civil aviation legislation in relation to extended diversion time operations.","sortOrder":34},{"sectionNumber":"2.24","sectionType":"section","heading":"Quarterly EDTO summary reports—2‑engine aeroplanes","content":"#### 2.24 Quarterly EDTO summary reports—2‑engine aeroplanes\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must prepare a summary report, in respect of an aeroplane used to conduct extended diversion time operations under the approval, available to CASA on request, for:\n (a) the 3-month period beginning the day after being granted the EDTO approval; and\n (b) each 3-month period beginning the day after the end of the previous 3‑month period;","sortOrder":35},{"sectionNumber":"2.25","sectionType":"section","heading":"Navigation documents for EDTO","content":"#### 2.25 Navigation documents for EDTO\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that the flight crew members, assigned to duty for an EDTO flight of an aeroplane used to conduct extended diversion time operations under the approval, are provided with navigation documents that include at least the following information:\n (a) the threshold distances for the aeroplane and the flight;\n (b) the maximum diversion time for the aeroplane and the flight.\n (2) The operator must ensure that the flight crew are given the means of determining the location of each equal time point, and the critical point, for the flight.","sortOrder":36},{"sectionNumber":"2.26","sectionType":"section","heading":"In-flight event reporting for EDTO","content":"#### 2.26 In-flight event reporting for EDTO\n\n (1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator report to CASA any of the following events that occur in relation to an EDTO flight of an aeroplane conducting extended diversion time operations under the approval, within 72 hours of the event occurring:\n (a) in‑flight shut down;\n (b) diversion or turnback;\n (c) uncommanded power change or surge;\n (d) inability to control an engine or to obtain desired power;\n (e) malfunction or adverse trend of an EDTO significant system;\n (f) any other event detrimental to EDTO.\n (2) The operator must conduct an investigation into the cause of the event, and include in the report to CASA at least the following:\n (a) the aeroplane make and serial number;\n (b) the engine make and serial number;\n (c) total time, cycles and time since last maintenance;\n (d) time since overhaul or inspection of the defect item;\n (e) phase of flight that the event occurred;\n (f) corrective action.","sortOrder":37},{"sectionNumber":"Chapter 3—Carriage of documents and emer","sectionType":"part","heading":"Chapter 3—Carriage of documents and emergency and survival equipment information","content":"## Chapter 3—Carriage of documents and emergency and survival equipment information\n\n### Division 1—Flight related documents\n\n#### 3.01 Carriage of documents—all flights\n\n (1) For the purposes of paragraph 121.085(1)(a) of CASR, the following documents are prescribed for carriage on a flight:\n (a) the aircraft flight manual instructions for the aeroplane;\n (b) either:\n (i) the flight technical log for the aeroplane; or\n (ii) if Part 42 of CASR does not apply to the aeroplane—the maintenance release for the aeroplane;\n (c) the minimum equipment list for the aeroplane;\n (d) the configuration deviation list (if any) for the aeroplane;\n (e) the operational flight plan for the flight;\n (f) the journey log for the flight;\n (g) the authorised aeronautical information for the flight;\n (h) the weight and balance documents for the flight.\n\n> Note 1: These documents are in addition to documents required to be carried on the aeroplane under subregulations 121.085(2) and (3), and regulation 121.095, of CASR.\n\n> Note 2: Other documents may also be required to be carried on the aeroplane under other legislation. For example, documentation regarding the carriage of dangerous goods under Part 92 of CASR, or documentation relating to disinsection requirements and procedures under the Biosecurity Act 2015.\n\n(2) Despite paragraph (1)(a), if:\n\n (a) the information and instructions that are required under the relevant airworthiness standards for the aeroplane to be included in the aeroplane’s flight manual are contained in another document; and\n (b) the other document is carried on board the aeroplane; and\n (c) that document does not alter, or contain anything that would conflict with, the information or instructions mentioned in paragraph (a);\n then the document may be carried on board the aeroplane in place of the flight manual.\n\n> Note: An exposition that meets the requirements in subsection (2) could be carried on board instead of the flight manual.","sortOrder":38},{"sectionNumber":"3.01","sectionType":"section","heading":"Carriage of documents—all flights","content":"#### 3.01 Carriage of documents—all flights\n\n (1) For the purposes of paragraph 121.085(1)(a) of CASR, the following documents are prescribed for carriage on a flight:\n (a) the aircraft flight manual instructions for the aeroplane;\n (b) either:\n (i) the flight technical log for the aeroplane; or\n (ii) if Part 42 of CASR does not apply to the aeroplane—the maintenance release for the aeroplane;\n (c) the minimum equipment list for the aeroplane;\n (d) the configuration deviation list (if any) for the aeroplane;\n (e) the operational flight plan for the flight;\n (f) the journey log for the flight;\n (g) the authorised aeronautical information for the flight;\n (h) the weight and balance documents for the flight.\n\n> Note 1: These documents are in addition to documents required to be carried on the aeroplane under subregulations 121.085(2) and (3), and regulation 121.095, of CASR.\n\n> Note 2: Other documents may also be required to be carried on the aeroplane under other legislation. For example, documentation regarding the carriage of dangerous goods under Part 92 of CASR, or documentation relating to disinsection requirements and procedures under the Biosecurity Act 2015.\n\n(2) Despite paragraph (1)(a), if:\n\n (a) the information and instructions that are required under the relevant airworthiness standards for the aeroplane to be included in the aeroplane’s flight manual are contained in another document; and\n (b) the other document is carried on board the aeroplane; and\n (c) that document does not alter, or contain anything that would conflict with, the information or instructions mentioned in paragraph (a);\n then the document may be carried on board the aeroplane in place of the flight manual.\n\n> Note: An exposition that meets the requirements in subsection (2) could be carried on board instead of the flight manual.","sortOrder":40},{"sectionNumber":"3.02","sectionType":"section","heading":"Carriage of documents—flights that begin or end outside Australian territory","content":"#### 3.02 Carriage of documents—flights that begin or end outside Australian territory\n\n For the purposes of paragraph 121.095(2)(a) of CASR, the following documents are prescribed for carriage on a flight of an aeroplane that begins or ends at an aerodrome outside Australian territory:\n (a) the aeroplane’s certificate of registration;\n (aa) for a registered aeroplane—the aeroplane’s certificate of airworthiness;\n (ab) for a foreign registered aeroplane—the aeroplane’s authorisation (however described) that is equivalent to a certificate of airworthiness;\n (b) if the aeroplane has a radio station licence—a copy of the licence;\n (c) if the flight is a passenger transport operation or a medical transport operation—a document containing the information required by regulation 121.110 of CASR (passenger lists);\n (d) if the aeroplane is carrying cargo (other than passenger baggage):\n (i) a manifest and detailed declaration of the cargo; and\n (ii) a statement about whether any of the cargo may require special or unusual handling;\n (e) a certified true copy of the operator’s Australian air transport AOC;\n (f) a copy of the operations specifications issued to the operator in relation to the operator’s Australian air transport AOC.\n\n> Note 1: These documents are in addition to documents that are required to be carried on the aeroplane under regulation 121.085 of CASR.\n\n> Note 2: For paragraph (b): see the definition of radio station licence in the CASR Dictionary.","sortOrder":41},{"sectionNumber":"3.03","sectionType":"section","heading":"Keeping and updating documents etc.","content":"#### 3.03 Keeping and updating documents etc.\n\n For the purposes of paragraph 121.100(a) of CASR, if the flight is a passenger transport operation or a medical transport operation, a copy of the passenger list for the flight is prescribed.","sortOrder":42},{"sectionNumber":"3.04","sectionType":"section","heading":"Information about emergency and survival equipment","content":"#### 3.04 Information about emergency and survival equipment\n\n For the purposes of subregulation 121.135(1) of CASR, if equipment listed in column 1 of an item of table 3.04 is required, under the civil aviation legislation, to be carried on the flight, the information mentioned in column 2 of the item is prescribed for the equipment.\n\n```html\n

Table 3.04—Information about emergency and survival equipment

Item

Column 1

Item of equipment

Column 2

Information

1

A life raft

The number, colour and type of each life raft carried on the flight

2

A signalling device

The number, colour and type of each pyrotechnic signalling device carried on the flight

3

An emergency medical kit

Details of each emergency medical kit carried on the flight

4

A survival ELT

The type and frequency of each survival ELT carried on the flight

5

Water supplies carried as an item of survival equipment

Details of the water supplies carried on the flight

\n```","sortOrder":44},{"sectionNumber":"Chapter 4—Flight preparation (Part 121 a","sectionType":"part","heading":"Chapter 4—Flight preparation (Part 121 alternate aerodromes) requirements","content":"## Chapter 4—Flight preparation (Part 121 alternate aerodromes) requirements\n\n### Division 1—Preliminary\n\n#### 4.01 Scope of Chapter 4\n\n This Chapter:\n (a) is made for subregulation 121.170(1) of CASR; and\n (b) prescribes the flight preparation (Part 121 alternate aerodromes) requirements.\n\n#### 4.03 Definition of isolated destination aerodrome\n\n (1) A planned destination aerodrome is an isolated destination aerodrome for an aeroplane if the amount of fuel, mentioned in subsection (2), for a flight:\n (a) from the planned destination aerodrome; and\n (b) to the nearest aerodrome that would meet the requirements for a destination alternate aerodrome (the relevant aerodrome) for the aeroplane under the civil aviation legislation;\n is greater than the amount mentioned in subsection (3).\n\n> Note: For an aerodrome to be a destination alternate aerodrome, it must also (in addition to meeting the applicable requirements under this Chapter) meet other requirements that apply for aerodromes under this instrument, Division 121.D of CASR, Part 91 of CASR or in other provisions of the civil aviation legislation.\n\n(2) For subsection (1), the amount is the sum of:\n\n (a) the fuel required to:\n (i) perform a missed approach at the planned destination aerodrome; and\n (ii) climb to the expected cruising altitude; and\n (iii) fly the expected routing to the relevant aerodrome; and\n (iv) descent to the point where the expected approach is initiated; and\n (v) land at the relevant aerodrome; and\n (b) the final reserve fuel.\n (3) For subsection (1), the amount is:\n (a) for a piston-engine aeroplane—the lesser of:\n (i) the fuel required to fly for 45 minutes plus the fuel to fly for 15% of the flight time spent at the planned cruising level between the departure aerodrome and the planned destination aerodrome; and\n (ii) 2 hours; or\n (b) for a turbine-engine aeroplane—the fuel required to fly the aeroplane for 2 hours at the planned cruising level above the planned destination aerodrome, including final reserve fuel.\n\n#### 4.04 Definition of relevant weather conditions\n\n(1) In this Chapter, the following weather conditions are the relevant weather conditions:\n\n (a) in relation to cloud—the cloud is more than SCT;\n (b) visibility, including a probability indicator of at least 30% or greater of fog, mist, dust or any other phenomenon restricting visibility;\n (c) in relation to wind—a headwind, crosswind or downwind component more than the maximum for the aeroplane, including any forecast wind gusts;\n (d) a thunderstorm or its associated severe turbulence, or at least a probability of 30% or greater of a thunderstorm or its associated severe turbulence.\n Holding fuel—operationally limiting weather conditions\n (2) Despite subsection (1), if relevant weather conditions would represent an operationally limiting condition, the weather is taken not to be present if, for the flight, the aeroplane carries the amount of holding fuel mentioned in subsection (3).\n (3) For subsection (2), and subject to subsections 4.06(4) to (7), the amount of holding fuel must be at least equal to the number of minutes of the period of the overlap of:\n (a) the estimated time of use; and\n (b) the time at which the operationally limiting weather conditions would no longer apply to the flight.\n\n> Note: Section 4.06 includes rules relating to when intermittent, temporary or other pertinent weather conditions are taken to be present.\n\n#### 4.05 Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements\n\n For the purpose of the flight preparation (Part 121 alternate aerodromes) requirements, the estimated time of use by an aeroplane, of an aerodrome mentioned in an item of table 4.05, is taken to be the period mentioned in column 2 of the item.\n\n```html\n

Table 4.05—Estimated time of use

Item

Column 1

Aerodrome

Column 2

The period:

1

A planned destination aerodrome (other than an isolated destination aerodrome)

commencing 30 minutes before, and ending 30 minutes after, the estimated time of arrival of an aeroplane at the aerodrome

2

A destination alternate aerodrome

commencing 30 minutes before, and ending 30 minutes after, the estimated time of arrival of an aeroplane at the aerodrome

\n```","sortOrder":45},{"sectionNumber":"4.01","sectionType":"section","heading":"Scope of Chapter 4","content":"#### 4.01 Scope of Chapter 4\n\n This Chapter:\n (a) is made for subregulation 121.170(1) of CASR; and\n (b) prescribes the flight preparation (Part 121 alternate aerodromes) requirements.","sortOrder":47},{"sectionNumber":"4.03","sectionType":"section","heading":"Definition of isolated destination aerodrome","content":"#### 4.03 Definition of isolated destination aerodrome\n\n (1) A planned destination aerodrome is an isolated destination aerodrome for an aeroplane if the amount of fuel, mentioned in subsection (2), for a flight:\n (a) from the planned destination aerodrome; and\n (b) to the nearest aerodrome that would meet the requirements for a destination alternate aerodrome (the relevant aerodrome) for the aeroplane under the civil aviation legislation;\n is greater than the amount mentioned in subsection (3).\n\n> Note: For an aerodrome to be a destination alternate aerodrome, it must also (in addition to meeting the applicable requirements under this Chapter) meet other requirements that apply for aerodromes under this instrument, Division 121.D of CASR, Part 91 of CASR or in other provisions of the civil aviation legislation.\n\n(2) For subsection (1), the amount is the sum of:\n\n (a) the fuel required to:\n (i) perform a missed approach at the planned destination aerodrome; and\n (ii) climb to the expected cruising altitude; and\n (iii) fly the expected routing to the relevant aerodrome; and\n (iv) descent to the point where the expected approach is initiated; and\n (v) land at the relevant aerodrome; and\n (b) the final reserve fuel.\n (3) For subsection (1), the amount is:\n (a) for a piston-engine aeroplane—the lesser of:\n (i) the fuel required to fly for 45 minutes plus the fuel to fly for 15% of the flight time spent at the planned cruising level between the departure aerodrome and the planned destination aerodrome; and\n (ii) 2 hours; or\n (b) for a turbine-engine aeroplane—the fuel required to fly the aeroplane for 2 hours at the planned cruising level above the planned destination aerodrome, including final reserve fuel.","sortOrder":48},{"sectionNumber":"4.04","sectionType":"section","heading":"Definition of relevant weather conditions","content":"#### 4.04 Definition of relevant weather conditions\n\n(1) In this Chapter, the following weather conditions are the relevant weather conditions:\n\n (a) in relation to cloud—the cloud is more than SCT;\n (b) visibility, including a probability indicator of at least 30% or greater of fog, mist, dust or any other phenomenon restricting visibility;\n (c) in relation to wind—a headwind, crosswind or downwind component more than the maximum for the aeroplane, including any forecast wind gusts;\n (d) a thunderstorm or its associated severe turbulence, or at least a probability of 30% or greater of a thunderstorm or its associated severe turbulence.\n Holding fuel—operationally limiting weather conditions\n (2) Despite subsection (1), if relevant weather conditions would represent an operationally limiting condition, the weather is taken not to be present if, for the flight, the aeroplane carries the amount of holding fuel mentioned in subsection (3).\n (3) For subsection (2), and subject to subsections 4.06(4) to (7), the amount of holding fuel must be at least equal to the number of minutes of the period of the overlap of:\n (a) the estimated time of use; and\n (b) the time at which the operationally limiting weather conditions would no longer apply to the flight.\n\n> Note: Section 4.06 includes rules relating to when intermittent, temporary or other pertinent weather conditions are taken to be present.","sortOrder":49},{"sectionNumber":"4.05","sectionType":"section","heading":"Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements","content":"#### 4.05 Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements\n\n For the purpose of the flight preparation (Part 121 alternate aerodromes) requirements, the estimated time of use by an aeroplane, of an aerodrome mentioned in an item of table 4.05, is taken to be the period mentioned in column 2 of the item.\n\n```html\n

Table 4.05—Estimated time of use

Item

Column 1

Aerodrome

Column 2

The period:

1

A planned destination aerodrome (other than an isolated destination aerodrome)

commencing 30 minutes before, and ending 30 minutes after, the estimated time of arrival of an aeroplane at the aerodrome

2

A destination alternate aerodrome

commencing 30 minutes before, and ending 30 minutes after, the estimated time of arrival of an aeroplane at the aerodrome

\n```","sortOrder":50},{"sectionNumber":"4.06","sectionType":"section","heading":"Certain weather forecast requirements","content":"#### 4.06 Certain weather forecast requirements\n\n Application\n (1) The requirements in this section apply when assessing an authorised weather forecast for an aerodrome to determine whether relevant weather conditions are forecast to exist for a flight of an aeroplane.\n Cloud\n (2) When determining whether the cloud is more than SCT, the following assumptions must be made:\n (a) forecast amounts of cloud below the cloud ceiling values relevant to a flight of an aeroplane or the landing minima (as the case may be) are cumulative;\n (b) FEW plus FEW is equivalent to SCT;\n (c) FEW plus SCT is equivalent to BKN;\n (d) SCT plus SCT is equivalent to BKN or OVC.\n Change indicators\n (3) The following requirements apply when the change indicator BECMG is used in an aerodrome forecast:\n (a) if the weather conditions within the BECMG element of the forecast represent a deterioration in any of the weather elements within the preceding element of the forecast, the change indication is to be applied from the start of the forecast BECMG period;\n (b) if the weather conditions within the BECMG element of the forecast represent an improvement in all of the weather elements within the preceding elements of the forecast, the change indication is to be applied from the end of the forecast BECMG period.\n (4) When an authorised weather forecast includes weather conditions forecast to occur on an intermittent (“INTER”) basis, those weather conditions are taken to be present for the entire time period that the forecast includes the change indicator of INTER, unless:\n (a) 30 minutes of holding fuel is carried by the aeroplane for the flight; or\n (b) both of the following apply:\n (i) the period of overlap of the estimated time of use and the time period of the change indicator is less than 30 minutes;\n (ii) holding fuel equal to the number of minutes of the overlap is carried by the aeroplane for the flight; or\n (c) subsection (4B) applies.\n (4A) When an authorised weather forecast includes weather conditions forecast to occur on a temporary (“TEMPO”) basis, those weather conditions are taken to be present for the entire time period that the forecast includes the change indicator of TEMPO, unless:\n (a) 60 minutes of holding fuel is carried by the aeroplane for the flight; or\n (b) both of the following apply:\n (i) the period of overlap of the estimated time of use and the time period of the change indicator is less than 60 minutes;\n (ii) holding fuel equal to the number of minutes of the overlap is carried by the aeroplane for the flight; or\n (c) subsection (4B) applies.\n (4B) When an authorised weather forecast contains multiple change indicators of INTER or TEMPO, those weather conditions are taken to be present for a time period mentioned in subsection (4) or (4A) that is relevant to the most operationally limiting change indicator, other than in the case that holding fuel for the most operationally limiting change indicator is carried by the aeroplane for the flight.\n (4C) For the purposes of a circumstance mentioned in subsection (4), (4A) or (4B) (the relevant provision) regarding the carriage of holding fuel, if:\n (a) the flight of the aeroplane is to a planned destination aerodrome that is an isolated destination aerodrome; and\n (b) the destination alternate fuel required by subsection 7.02(4) is in excess of the final reserve fuel carried and required for the flight by at least the amount of holding fuel mentioned in the relevant provision;\n then, the holding fuel is taken to be carried by the aeroplane.\n Probability indicators etc.\n (5) Subject to subsection (7), if an authorised weather forecast includes a probability indicator of 30% or 40% of relevant weather conditions at any time during the estimated time of use, the weather conditions are taken to be present in the time period associated with the probability indicator.\n\n> Note: This section may also be affected by subsection 4.07(8) or 4.06(6).\n\n(6) Despite subsection (5):\n\n (a) a probability indicator of 30%; or\n (b) a combination of a probability indicator of 30% and a change indicator of intermittent deteriorations; or\n (c) a combination of a probability indicator of 30% and a change indicator of temporary deteriorations;\n contained in an aerodrome forecast, or an ICAO landing forecast, for an EDTO en‑route alternate aerodrome at the estimated time of use, does not need to be considered when determining whether relevant weather conditions in relation to cloud ceiling exist under section 4.19.","sortOrder":52},{"sectionNumber":"4.07","sectionType":"section","heading":"Take-off alternate aerodromes","content":"#### 4.07 Take-off alternate aerodromes\n\n Requirements\n (1) A take‑off alternate aerodrome must be planned for a flight, before the flight commences, if:\n (a) the authorised weather forecast for the departure aerodrome indicates that, during the period of time mentioned in subsection (2), relevant weather conditions are forecast to exist below the landing minima mentioned in subsection (3); or\n (b) it would not be possible for the aeroplane, after taking off from the departure aerodrome, to return to that aerodrome for other reasons.\n (2) For paragraph (1)(a), the period of time commences 30 minutes before, and ceases 30 minutes after, the aeroplane’s estimated time of departure at the aerodrome.\n (3) For paragraph (1)(a), the landing minima are those which:\n (a) meet the landing minima requirements; and\n (b) are appropriately adjusted to account for an assumption that the landing at that aerodrome will be conducted with one engine inoperative.\n\n> Note 1: See the CASR Dictionary for the definition of landing minima. The landing minima requirements are prescribed in the Part 91 MOS under paragraph 91.307(1)(b) of CASR: see Chapter 15 of the Part 91 MOS.\n\n> Note 2: A take-off alternate aerodrome is an alternate aerodrome at which an aeroplane would be able to land should this become necessary: see the note to the definition of alternate aerodrome in section 1.04. Factors that could be considered in determining whether the aeroplane would be able to land at the aerodrome would include:\n\n (a) aerodrome runway lighting; and\n (b) the forecast aerodrome weather conditions.","sortOrder":53},{"sectionNumber":"4.08","sectionType":"section","heading":"Destination alternate aerodromes","content":"#### 4.08 Destination alternate aerodromes\n\n Requirement\n (1) At least one destination alternate aerodrome must be planned for a flight of an aeroplane:\n (a) before the flight commences, unless an exception in subsection (2) or (3) applies to the flight; and\n (b) during the flight:\n (i) if an exception in subsection (2) or (3) ceases to apply to the flight; or\n (ii) the exception in subsection (4) does not apply to the flight.\n Exception—isolated destination aerodromes\n (2) It is an exception to the requirement in subsection (1) if the planned destination aerodrome is an isolated destination aerodrome.\n Exception—weather and other conditions etc.\n (3) It is an exception to the requirement in subsection (1) if all of the following requirements, at the estimated time of use of the planned destination aerodrome, are met in relation to the aerodrome:\n (a) the cloud ceiling requirements in subsection (5);\n (b) the visibility requirements in subsection (6);\n (c) the lighting requirements in subsection (7);\n (d) for a planned destination aerodrome that is not located in Australian territory—separate runways are usable at the aerodrome, with at least one runway having an operational authorised instrument approach procedure.\n\n> Note: Example for paragraph (3)(d): separate runways at the same aerodrome would be usable if they are configured in such a way that if one runway were closed, an operation to another runway is operationally available to the aeroplane.\n\n Exception—ICAO landing forecasts or TAF3s\n (4) It is an exception to the requirement in subsection (1) if the aeroplane, during the flight, is within 60 minutes of flight time to the aerodrome of intended landing, and the requirements in section 4.09 (about ICAO landing forecasts or a forecast that is a TAF3) are met.\n Cloud ceiling requirements\n (5) For paragraph (3)(a), the cloud ceiling requirements are that the authorised weather forecast, in relation to the planned destination aerodrome at the estimated time of use, indicates that the cloud ceiling will be greater than:\n (a) 1 000 ft above the landing minima determined by the operator under regulation 121.185 of CASR for the instrument approach procedure likely to be used on arrival at the aerodrome; or","sortOrder":54},{"sectionNumber":"4.09","sectionType":"section","heading":"Planning destination alternate aerodrome—exception relating to ICAO landing forecasts or TAF3","content":"#### 4.09 Planning destination alternate aerodrome—exception relating to ICAO landing forecasts or TAF3\n\n (1) For subsection 4.08(4), the requirements are as follows:\n (a) the authorised weather forecast for the aerodrome is:\n (i) a TAF3 mentioned in subsection (2); or\n (ii) a forecast declared (however described) by the relevant State to be an ICAO landing forecast;\n (b) the weather forecast indicates that the relevant weather conditions:\n (i) from 30 minutes before the estimated time of arrival at the aerodrome; and\n (ii) until 60 minutes after the estimated time of arrival;\n are not forecast to exist below the cloud ceiling and visibility values mentioned in section 4.11 for the approach facility configuration of the aerodrome intended to be used, or available for use, by the aeroplane;","sortOrder":55},{"sectionNumber":"4.10","sectionType":"section","heading":"Two destination alternate aerodromes for flight","content":"#### 4.10 Two destination alternate aerodromes for flight\n\n Application\n (1) The requirement in this section is in addition to the requirement in section 4.08, and applies if an exception in subsection 4.08(2), (3) or (4) does not, or ceases to, apply to a flight of an aeroplane.\n Requirement\n (2) Two destination alternate aerodromes must be planned for a flight of an aeroplane if:\n (a) the authorised weather forecast for the planned destination aerodrome indicates that, during the estimated time of use, the relevant weather conditions are forecast to be below the landing minima determined by the operator under regulation 121.185 of CASR for the flight; or\n (b) an authorised weather forecast for the planned destination aerodrome is either not available for the estimated time of use, or does not completely encompass the estimated time of use.\n Exception\n (3) It is an exception to the requirement in subsection (2) if:\n (a) one destination alternate aerodrome is planned for the flight; and\n (b) that aerodrome meets the requirements in paragraphs 4.08(3)(a) to (d), applied as if the reference to an aerodrome in subsection 4.08(3) were a reference to the destination alternate aerodrome planned for the flight.","sortOrder":56},{"sectionNumber":"4.11","sectionType":"section","heading":"Additional requirements—certain alternate and isolated destination aerodromes","content":"#### 4.11 Additional requirements—certain alternate and isolated destination aerodromes\n\n Ceiling and visibility minima—general\n (1) Subject to subsection (2), an aerodrome may be planned for use as:\n (a) an en‑route alternate aerodrome; or","sortOrder":57},{"sectionNumber":"4.12","sectionType":"section","heading":"Isolated destination aerodromes","content":"#### 4.12 Isolated destination aerodromes\n\n (1) The requirements in subsections (2) and (3) apply in relation to the flight of an aeroplane to a planned destination aerodrome that is an isolated destination aerodrome, unless the exception in subsection (6) applies.\n (2) A critical point must be calculated before the commencement of the flight.\n\n> Note: Section 5.01 requires that the calculated critical point must be included on the operational flight plan before the flight commences.\n\n (3) The flight must not be continued beyond the critical point unless:\n (a) an assessment of the authorised weather forecast relevant to the aerodrome; and\n (b) the aircraft traffic and other operational conditions relevant to conducting an approach and landing at the aerodrome;\n indicate that a safe landing can be made at the estimated time of use.\n\n> Note: See section 1.04 for the definition of critical point.\n\n (4) For subsection (3), if the authorised weather forecast assessed for flight beyond the critical point is an aerodrome forecast or an ICAO landing forecast, the cloud ceiling and visibility requirements for continuing beyond the critical point are those specified in table 4.11.\n (5) For subsection (3), if the authorised weather forecast assessed for flight beyond the critical point is a GAF or GAMET area forecast:\n (a) the cloud ceiling requirements for the aerodrome is the lowest safe altitude for the last route segment to the aerodrome, plus 500 ft; and\n (b) the visibility requirement is not less than 8 km.\n (6) It is an exception to the requirements in subsections (2) and (3) if:\n (a) a destination alternate aerodrome is planned for the flight; and\n (b) the destination alternate fuel carried on board the aeroplane for the purposes of paragraphs 7.05(1)(c), (2)(b) and (3)(b) is the destination alternate fuel required by subsection 7.02(5).","sortOrder":58},{"sectionNumber":"4.13","sectionType":"section","heading":"Portable runway lighting—requirement to plan destination alternate aerodrome","content":"#### 4.13 Portable runway lighting—requirement to plan destination alternate aerodrome\n\n Application\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and\n (c) the runway lighting the aerodrome is equipped with is portable runway lighting only.\n Requirement\n (2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (4) applies for the flight.\n Exceptions\n (3) It is an exception to the requirement in subsection (2) if reliable arrangements, for the purpose of enabling a safe night landing are made for a person:\n (a) who is qualified for, and competent in, setting out and activating the portable lighting; and\n (b) who will set out, activate, and ensure the correct functioning of, the portable runway lighting during the period from at least 30 minutes before the expected time of arrival until the earlier of:\n (i) the time landing and taxiing have been completed; and\n (ii) first light plus 10 minutes.\n (4) It is an exception to the rule in subsection (2) if the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the planned destination aerodrome.","sortOrder":59},{"sectionNumber":"4.14","sectionType":"section","heading":"Portable runway lighting at isolated destination aerodromes","content":"#### 4.14 Portable runway lighting at isolated destination aerodromes\n\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is an isolated destination aerodrome; and\n (c) the runway lighting the aerodrome is equipped with is portable runway lighting only.\n (2) In planning to use the aerodrome for a flight of the aeroplane, reliable arrangements must be made, for the purpose of ensuring a safe night landing, for a person mentioned in subsection (3) to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:\n (a) from at least 30 minutes before the aeroplane’s expected time of arrival:\n (b) until the earlier of:\n (i) the time landing and taxiing have been completed; and\n (ii) first light plus 10 minutes.\n\n(3) The person must be qualified for, and competent in, setting out and activating the portable lighting at the runway.\n\n (4) The pilot in command of the aeroplane must not continue the flight to the isolated destination aerodrome, past the critical point, unless:\n (a) a reasonable certainty exists that the portable lighting and associated arrangements mentioned in subsection (2) will be in place; or\n (b) the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the aerodrome.","sortOrder":60},{"sectionNumber":"4.15","sectionType":"section","heading":"Runway lighting where no standby power","content":"#### 4.15 Runway lighting where no standby power\n\n Application\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and\n (c) the aerodrome is equipped with electric runway lighting, whether pilot‑activated or otherwise, but does not have standby power for the runway lights.\n Requirement\n (2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (5) applies for the flight.\n Exceptions\n (3) It is an exception to the requirement in subsection (2) if:\n (a) portable runway lights are available at the aerodrome; and\n (b) reliable arrangements are made for a person, mentioned in subsection (4), to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:\n (i) from at least 30 minutes before the aeroplane’s expected time of arrival:\n (ii) until the earlier of:\n (A) the time landing and taxiing have been completed; and","sortOrder":61},{"sectionNumber":"4.16","sectionType":"section","heading":"Runway lighting without standby power at isolated destination aerodromes","content":"#### 4.16 Runway lighting without standby power at isolated destination aerodromes\n\n Application\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is an isolated destination aerodrome; and\n (c) the aerodrome is equipped with electric runway lighting, whether pilot activated or otherwise, but does not have standby power for the runway lights.\n Requirements\n (2) The following requirements apply for a flight of the aeroplane, planned to use the aerodrome for landing:\n (a) portable runway lights must be available at the aerodrome;\n (b) reliable arrangements must be made for a person, mentioned in subsection (3), to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:\n (i) from at least 30 minutes before the aeroplane’s expected time of arrival; and\n (ii) until the earlier of:\n (A) the time landing and taxiing have been completed; and\n (B) first light plus 10 minutes;\n (c) the arrangements must require the person to display the portable runway lights in the event of a failure of the primary electric runway lighting.\n\n(3) The person must be qualified for, and competent in, setting out and activating the portable lighting at the runway.\n\n (4) The pilot in command of the aeroplane must not continue the flight to the isolated destination aerodrome, past the critical point, unless:\n (a) a reasonable certainty exists that the portable lighting and associated arrangements mentioned in subsection (2) will be in place; or","sortOrder":62},{"sectionNumber":"4.17","sectionType":"section","heading":"Pilot-activated lighting","content":"#### 4.17 Pilot-activated lighting\n\n Application\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirements in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and\n (c) the aerodrome is equipped with pilot-activated lighting and standby power for the runway lights.\n Requirement\n (2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (4) applies for the flight.\n Exceptions\n (3) It is an exception to the requirement in subsection (2) if reliable arrangements, for the purpose of enabling a safe night landing, are made for a person:\n (a) who is qualified, and competent, to activate and ensure the correct functioning of the runway lights; and\n (b) who will activate, and ensure the correct functioning of, the runway lighting during the period from at least 30 minutes before the expected time of arrival until the earlier of:\n (i) the time landing and taxiing have been completed; and\n (ii) first light plus 10 minutes.\n Exception—holding fuel\n (4) It is an exception to the requirement in subsection (2) if the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the aerodrome.","sortOrder":63},{"sectionNumber":"4.18","sectionType":"section","heading":"Pilot-activated lighting at isolated destination aerodromes","content":"#### 4.18 Pilot-activated lighting at isolated destination aerodromes\n\n Application\n (1) This section applies if, for a flight of an aeroplane:\n (a) runway lighting is required for an aerodrome to meet the requirements in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and\n (b) the aerodrome is an isolated destination aerodrome; and","sortOrder":64},{"sectionNumber":"4.19","sectionType":"section","heading":"EDTO en-route alternate aerodromes","content":"#### 4.19 EDTO en-route alternate aerodromes\n\n Requirements for selection as EDTO en-route alternate aerodrome\n (1) An aerodrome may be selected as an EDTO en-route alternate aerodrome for the flight of an aeroplane at a time before the flight commences, only if the following requirements are met in relation to the aerodrome:\n (a) the aerodrome requirements in subsection (2);\n (b) the performance and equipment requirements in subsection (3);\n (c) the planning minima requirements in subsection (4).\n (2) For paragraph (1)(a), the aerodrome requirements are as follows:\n (a) the aerodrome must be an adequate aerodrome;\n (b) the aerodrome must be listed in the operator’s exposition as an aerodrome that may be selected as an EDTO en‑route alternate aerodrome for use in the event of a diversion during an EDTO flight;\n (e) if the aerodrome is in Australian territory, the aerodrome must:\n (i) have air traffic control or air traffic services available within 30 minutes’ notice; and\n (ii) be a controlled aerodrome, or an uncontrolled aerodrome for which radio carriage is required under regulation 91.400 of CASR;\n (f) if the aerodrome is outside Australian territory, it must have:\n (i) air traffic control services, with no more than 30 minutes’ notice; and\n (ii) rescue and firefighting services to at least Manual of Standards Part 139H category 4, with no more than 30 minutes’ notice.\n Performance and equipment requirements\n\n(3) For paragraph (1)(b), the performance and equipment requirements are that it must be possible for the aeroplane to reach the aerodrome, taking into account:\n\n (a) the lowest safe altitude; and\n (b) the obstacle clearance requirements in Chapter 9; and\n (c) the oxygen requirements in Division 9 of Chapter 11.\n Planning minima requirements\n\n(4) For paragraph (1)(c), the planning minima requirements are as follows:\n\n (a) an aerodrome forecast, or ICAO landing forecast, for the aerodrome must be available at, and entirely encompass, the estimated time of use of the aerodrome by the aeroplane;\n (b) the operator and the pilot in command must have selected an authorised instrument approach procedure that may be used on arrival at the aerodrome:\n (i) taking account of the forecast weather conditions and the runway surface conditions at the estimated time of use; and\n (ii) that would ensure a safe one‑engine‑inoperative landing can be made, in accordance with the civil aviation legislation;\n (c) assuming the aeroplane arrives at the aerodrome with one engine inoperative, the aerodrome forecast, or ICAO landing forecast, indicate that relevant weather conditions, during any part of the estimated time of use at the aerodrome, are not forecast to exist below the cloud ceiling and visibility values determined in accordance with:\n (i) the requirements in subsection (5); and\n (ii) table 4.19.\n\n(5) The following elements of the authorised instrument approach procedure selected under paragraph (4)(b) must be increased as necessary to ensure a safe one‑engine‑inoperative landing can be made under the forecast weather conditions and runway surface conditions at the aerodrome:\n\n (a) the DA;\n (b) the DH;\n (c) the MDA;\n (d) the MDH;\n (e) the circling altitude;\n (f) the circling height.\n (6) For the purposes of subparagraph (4)(c)(ii), an authorised instrument approach procedure selected under paragraph (4)(b) has the cloud ceiling value and the visibility value set out in columns 2 and 3 of the item in table 4.19 that lists the instrument approach procedure in column 1.\n\n```html\n

Table 4.19—EDTO en‑route alternate aerodrome planning minima

Item

Column 1

Instrument approach procedure planned to be used

Column 2

Cloud ceiling value

Column 3

Visibility value

1

An APV or PA

A height of 200 ft above:

(a) the published DA or DH; or

(b) the value determined for those elements under subsection (5)

Visibility of 800 m above the published visibility

2

An NPA that does not involve the conduct of a circling manoeuvre

A height of 400 ft above:

(a) the published MDA or MDH; or

(b) the value determined for those elements under subsection (5)

Visibility of 1 500 m above the published visibility

3

An NPA that involves the conduct of a circling manoeuvre

A height of 400 ft above:

(a) the published circling altitude or circling height; or

(b) the value determined for those elements under subsection (5)

Visibility of 1 500 m above the published visibility

\n```\n\n> Note: See the definitions of APV (approach procedures with vertical guidance), NPA (non‑precision approach procedures) and PA (precision approach procedures) in subsection 1.04(1).\n\n (7) In an item of table 4.19:\n\n> published means published in the authorised aeronautical information for the purposes of the instrument approach procedure mentioned in column 1 that is planned to be used.\n\n Alternative planning minima—low-visibility EDTO\n (8) Despite subsection (4), the alternative requirement in subsection (9) applies if:\n (a) the runway anticipated to be used at the aerodrome has a serviceable precision approach procedure for the runway that is an authorised instrument approach procedure; and\n (b) that procedure has either a Category II or Category III minima published in the authorised aeronautical information; and\n (c) the operator holds an approval, under regulation 91.045 of CASR for the purposes of regulation 91.315 of CASR, to conduct a low-visibility operation that is Category II or Category III; and\n (d) the aeroplane is capable of conducting an instrument approach procedure to Category II or Category III minima with one engine inoperative; and","sortOrder":65},{"sectionNumber":"4.20","sectionType":"section","heading":"Requirements in Division 2 may be varied","content":"#### 4.20 Requirements in Division 2 may be varied\n\n A requirement imposed by a provision in this Division is subject to an approval mentioned in subsection 4.21(1).","sortOrder":66},{"sectionNumber":"4.21","sectionType":"section","heading":"Operational variation approvals—alternate aerodrome requirements","content":"#### 4.21 Operational variation approvals—alternate aerodrome requirements\n\n (1) An operational variation to a requirement imposed by a provision of Division 2 of this Chapter applies if an operator, who meets the requirement in subsection (2), holds an approval under regulation 121.010 of CASR that specifies the operational variation.\n (2) The operator must have submitted to CASA a specific safety risk assessment:\n (a) that demonstrates how an operational variation will maintain or improve safety; and\n (b) that takes into account, and includes information about, at least the following matters:\n (i) the capabilities of the operator;\n (ii) the overall capability of the aeroplane and its systems;\n (iii) available aerodrome technologies, capabilities and infrastructure;\n (iv) the quality and reliability of meteorological information;\n (v) any hazards, safety risks and specific mitigating measures, associated with a proposed variation to a requirement mentioned in Division 2 of this Chapter, that have been identified by the operator.","sortOrder":68},{"sectionNumber":"Chapter 5—Operational flight plans","sectionType":"part","heading":"Chapter 5—Operational flight plans","content":"## Chapter 5—Operational flight plans\n\n#### 5.01 Pre-flight content of operational flight plans\n\n (1) This section:\n (a) is made for paragraph 121.175(2)(b) of CASR; and\n (b) prescribes information that must be contained in an operational flight plan.\n General information requirements\n (2) The operational flight plan must contain the following information:\n (a) the aeroplane’s registration mark;\n (b) the flight number of the flight, if any;\n (c) the date of the flight;\n (d) the name or identification of the departure aerodrome and the planned destination aerodrome for the flight;\n (e) the amount of fuel required to be carried on board the aeroplane for the flight under Chapter 7, and the actual amount of fuel carried on board the aeroplane for the flight;\n (f) for the planned flight route for the flight:\n (i) the route and route segments of the flight, including waypoints, distances and tracks; and\n (ii) the published lowest safe altitude or the lowest safe altitude for the flight (whichever is applicable) for each route segment of the flight; and\n (iii) the planned cruising speed, and flying times between waypoints, for the flight; and\n (iv) the planned altitudes or flight levels during flight;\n (g) if an en‑route alternate aerodrome is required for extended diversion time operations conducted during the flight—the EDTO en‑route alternate aerodrome;\n (h) if the planned destination aerodrome for the flight is an isolated destination aerodrome—the critical point, required to be calculated for the flight under subsection 4.12(2).\n\n> Note 1: See the CASR Dictionary for definitions of lowest safe altitude and published lowest safe altitude.\n\n> Note 2: For an EDTO flight, paragraph 2.18(1)(e) also requires that operational flight plan lists any selected EDTO en-route alternate aerodromes.\n\n Information about alternate aerodromes\n (3) Subject to subsection (4), if a take-off alternate aerodrome is required by subsection 4.07(1) for the flight, the operational flight plan must include the name, or other identifying information, of the take-off alternate aerodrome.","sortOrder":69},{"sectionNumber":"5.01","sectionType":"section","heading":"Pre-flight content of operational flight plans","content":"#### 5.01 Pre-flight content of operational flight plans\n\n (1) This section:\n (a) is made for paragraph 121.175(2)(b) of CASR; and\n (b) prescribes information that must be contained in an operational flight plan.\n General information requirements\n (2) The operational flight plan must contain the following information:\n (a) the aeroplane’s registration mark;\n (b) the flight number of the flight, if any;\n (c) the date of the flight;\n (d) the name or identification of the departure aerodrome and the planned destination aerodrome for the flight;\n (e) the amount of fuel required to be carried on board the aeroplane for the flight under Chapter 7, and the actual amount of fuel carried on board the aeroplane for the flight;\n (f) for the planned flight route for the flight:\n (i) the route and route segments of the flight, including waypoints, distances and tracks; and\n (ii) the published lowest safe altitude or the lowest safe altitude for the flight (whichever is applicable) for each route segment of the flight; and\n (iii) the planned cruising speed, and flying times between waypoints, for the flight; and\n (iv) the planned altitudes or flight levels during flight;\n (g) if an en‑route alternate aerodrome is required for extended diversion time operations conducted during the flight—the EDTO en‑route alternate aerodrome;\n (h) if the planned destination aerodrome for the flight is an isolated destination aerodrome—the critical point, required to be calculated for the flight under subsection 4.12(2).\n\n> Note 1: See the CASR Dictionary for definitions of lowest safe altitude and published lowest safe altitude.\n\n> Note 2: For an EDTO flight, paragraph 2.18(1)(e) also requires that operational flight plan lists any selected EDTO en-route alternate aerodromes.\n\n Information about alternate aerodromes\n (3) Subject to subsection (4), if a take-off alternate aerodrome is required by subsection 4.07(1) for the flight, the operational flight plan must include the name, or other identifying information, of the take-off alternate aerodrome.","sortOrder":70},{"sectionNumber":"5.02","sectionType":"section","heading":"End of flight information for operational flight plans","content":"#### 5.02 End of flight information for operational flight plans\n\n For the purposes of subregulation 121.175(3) of CASR, the operational flight plan must contain the following information:\n (a) if waypoints in the flight plan are required, under regulation 91.630 of CASR, to be reported to Air Traffic Services—the estimated time that the aeroplane will fly over the waypoint;\n (b) the fuel calculations conducted in compliance with the fuel requirements under Chapter 7;\n (c) the aerodrome of final landing for the flight.","sortOrder":71},{"sectionNumber":"Chapter 6—Narrow runway width calculatio","sectionType":"part","heading":"Chapter 6—Narrow runway width calculations","content":"## Chapter 6—Narrow runway width calculations\n\n#### 6.01 Scope of Chapter 6\n\n This Chapter:\n (a) is made for paragraph 121.220(1)(b) of CASR; and\n (b) prescribes the manner of working out the minimum width of a runway for an aeroplane.\n\n#### 6.02 Minimum runway width\n\n Definitions\n (1) In this section:\n\n> outer main gear wheel span, for an aeroplane, means the distance (measured in metres) between the outside edges of the aeroplane’s main gear wheels.\n\n> reference field length, for an aeroplane, means the shortest take-off distance required for a take-off by the aeroplane at its maximum take-off weight:\n\n (a) on a runway that is level and dry; and\n (b) in still air; and\n (c) in ISA conditions at sea level.\n\n> Note: See the CASR Dictionary for definitions of dry (in relation to a runway), maximum take-off weight, and section 1.04 in this instrument for the definition of take-off distance required.\n\n (2) The minimum width of a runway for an aeroplane is the width, of a homogenous runway surface, shown in the cell of table 6.02(2) that is the intersection of:\n (a) the aeroplane’s code letter, worked out under subsection (3); and\n (b) the aeroplane’s code number, worked out under subsection (4).\n\n```html\n

Table 6.02(2)—Minimum runway width

Code letter

A

B

C

D

E

F

Code number

1

18 m

18 m

23 m

‑

‑

‑

2

23 m

23 m

30 m

‑

‑

‑

3

30 m

30 m

30 m

45 m

‑

‑

4

‑

‑

45 m

45 m

45 m

60 m

\n```","sortOrder":72},{"sectionNumber":"6.01","sectionType":"section","heading":"Scope of Chapter 6","content":"#### 6.01 Scope of Chapter 6\n\n This Chapter:\n (a) is made for paragraph 121.220(1)(b) of CASR; and\n (b) prescribes the manner of working out the minimum width of a runway for an aeroplane.","sortOrder":73},{"sectionNumber":"6.02","sectionType":"section","heading":"Minimum runway width","content":"#### 6.02 Minimum runway width\n\n Definitions\n (1) In this section:\n\n> outer main gear wheel span, for an aeroplane, means the distance (measured in metres) between the outside edges of the aeroplane’s main gear wheels.\n\n> reference field length, for an aeroplane, means the shortest take-off distance required for a take-off by the aeroplane at its maximum take-off weight:\n\n (a) on a runway that is level and dry; and\n (b) in still air; and\n (c) in ISA conditions at sea level.\n\n> Note: See the CASR Dictionary for definitions of dry (in relation to a runway), maximum take-off weight, and section 1.04 in this instrument for the definition of take-off distance required.\n\n (2) The minimum width of a runway for an aeroplane is the width, of a homogenous runway surface, shown in the cell of table 6.02(2) that is the intersection of:\n (a) the aeroplane’s code letter, worked out under subsection (3); and\n (b) the aeroplane’s code number, worked out under subsection (4).\n\n```html\n

Table 6.02(2)—Minimum runway width

Code letter

A

B

C

D

E

F

Code number

1

18 m

18 m

23 m

‑

‑

‑

2

23 m

23 m

30 m

‑

‑

‑

3

30 m

30 m

30 m

45 m

‑

‑

4

‑

‑

45 m

45 m

45 m

60 m

\n```","sortOrder":74},{"sectionNumber":"Chapter 7—Fuel requirements","sectionType":"part","heading":"Chapter 7—Fuel requirements","content":"## Chapter 7—Fuel requirements\n\n### Division 1—Preliminary\n\n#### 7.01 Scope of Chapter 7\n\n This Chapter:\n (a) is made for subregulation 121.235(1) of CASR; and\n (b) prescribes requirements relating to fuel for aeroplanes.\n\n#### 7.02 Definition of destination alternate fuel\n\n Destination alternate aerodrome\n (1) If a destination alternate aerodrome is required for a flight of an aeroplane, the destination alternate fuel is the amount of fuel required to:\n (a) perform a missed approach at the destination aerodrome; and\n (b) climb to the expected cruising altitude; and\n (c) fly the expected routing to the destination alternate aerodrome; and\n (d) descend to the point where the expected approach is initiated; and\n (e) conduct the approach; and\n (f) land at the destination alternate aerodrome.\n If there are 2 destination alternate aerodromes\n (2) If 2 destination alternate aerodromes are required for a flight of the aeroplane, the destination alternate fuel is the amount of fuel required to enable the aeroplane to proceed to the destination alternate aerodrome that requires the greater amount of destination alternate fuel under subsection (1).\n No destination alternate aerodrome\n (3) If the aeroplane is operated without a destination alternate aerodrome (other than because the planned destination aerodrome is an isolated destination aerodrome), the destination alternate fuel is the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 1 500 ft above the destination aerodrome elevation in ISA conditions.\n Planned destination aerodrome that is isolated\n (4) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and the aeroplane is operated without a destination alternate aerodrome, the destination alternate fuel is the amount of fuel required to enable the aeroplane:\n (a) for a piston-engine aeroplane—to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising levels, including final reserve fuel, or 2 hours, whichever is less; and\n (b) for a turbine-engine aeroplane—to fly for 2 hours at normal cruise consumption above the isolated destination aerodrome, including final reserve fuel.\n (5) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and a destination alternate aerodrome is planned for the flight, the destination alternate fuel is:\n (a) the amount of fuel required to enable the aeroplane to meet the requirements in paragraphs (1)(a) to (f); and\n (b) any supplementary fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the missed approach point at the destination aerodrome, whichever results in the greater subsequent fuel consumption, to:\n (i) proceed to an alternate aerodrome; and\n (ii) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and\n (iii) make an approach and landing.\n\n#### 7.03 Definition of contingency fuel\n\n (1) The contingency fuel for an aeroplane and a flight, is the amount of fuel required to compensate for unforeseen factors, which must not be less than the amount required under subsection (2) or (3).\n (2) Subject to subsection (3), contingency fuel must include:\n\n(a) either:\n\n (i) 5% of the trip fuel to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or\n (ii) 10% of the trip fuel to the planned destination aerodrome, in the case of a piston-engine aeroplane; but\n (b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.\n (3) If a point of in-flight replanning has been specified by the operator for the flight, contingency fuel must include:\n (a) either:\n (i) 5% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or\n (ii) 10% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a piston-engine aeroplane; but\n (b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.","sortOrder":75},{"sectionNumber":"7.01","sectionType":"section","heading":"Scope of Chapter 7","content":"#### 7.01 Scope of Chapter 7\n\n This Chapter:\n (a) is made for subregulation 121.235(1) of CASR; and\n (b) prescribes requirements relating to fuel for aeroplanes.","sortOrder":77},{"sectionNumber":"7.02","sectionType":"section","heading":"Definition of destination alternate fuel","content":"#### 7.02 Definition of destination alternate fuel\n\n Destination alternate aerodrome\n (1) If a destination alternate aerodrome is required for a flight of an aeroplane, the destination alternate fuel is the amount of fuel required to:\n (a) perform a missed approach at the destination aerodrome; and\n (b) climb to the expected cruising altitude; and\n (c) fly the expected routing to the destination alternate aerodrome; and\n (d) descend to the point where the expected approach is initiated; and\n (e) conduct the approach; and\n (f) land at the destination alternate aerodrome.\n If there are 2 destination alternate aerodromes\n (2) If 2 destination alternate aerodromes are required for a flight of the aeroplane, the destination alternate fuel is the amount of fuel required to enable the aeroplane to proceed to the destination alternate aerodrome that requires the greater amount of destination alternate fuel under subsection (1).\n No destination alternate aerodrome\n (3) If the aeroplane is operated without a destination alternate aerodrome (other than because the planned destination aerodrome is an isolated destination aerodrome), the destination alternate fuel is the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 1 500 ft above the destination aerodrome elevation in ISA conditions.\n Planned destination aerodrome that is isolated\n (4) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and the aeroplane is operated without a destination alternate aerodrome, the destination alternate fuel is the amount of fuel required to enable the aeroplane:\n (a) for a piston-engine aeroplane—to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising levels, including final reserve fuel, or 2 hours, whichever is less; and\n (b) for a turbine-engine aeroplane—to fly for 2 hours at normal cruise consumption above the isolated destination aerodrome, including final reserve fuel.\n (5) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and a destination alternate aerodrome is planned for the flight, the destination alternate fuel is:\n (a) the amount of fuel required to enable the aeroplane to meet the requirements in paragraphs (1)(a) to (f); and\n (b) any supplementary fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the missed approach point at the destination aerodrome, whichever results in the greater subsequent fuel consumption, to:\n (i) proceed to an alternate aerodrome; and\n (ii) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and\n (iii) make an approach and landing.","sortOrder":78},{"sectionNumber":"7.03","sectionType":"section","heading":"Definition of contingency fuel","content":"#### 7.03 Definition of contingency fuel\n\n (1) The contingency fuel for an aeroplane and a flight, is the amount of fuel required to compensate for unforeseen factors, which must not be less than the amount required under subsection (2) or (3).\n (2) Subject to subsection (3), contingency fuel must include:\n\n(a) either:\n\n (i) 5% of the trip fuel to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or\n (ii) 10% of the trip fuel to the planned destination aerodrome, in the case of a piston-engine aeroplane; but\n (b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.\n (3) If a point of in-flight replanning has been specified by the operator for the flight, contingency fuel must include:\n (a) either:\n (i) 5% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or\n (ii) 10% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a piston-engine aeroplane; but\n (b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.","sortOrder":79},{"sectionNumber":"7.04","sectionType":"section","heading":"General requirements","content":"#### 7.04 General requirements\n\n Fuel consumption data\n (1) When determining the amount of usable fuel required under this Chapter for a flight of an aeroplane, the operator and the pilot in command must each use one of the following fuel consumption data sources:\n (a) the most recent aeroplane-specific fuel consumption data derived from a fuel consumption monitoring system used by the operator, if available; or\n (b) the aeroplane manufacturer’s data for the aeroplane.\n\n> Note: The aeroplane manufacturer’s data includes electronic flight planning data. The manufacturer’s data may be in the flight manual, cruise performance manuals or other publications.\n\n Operational conditions etc.\n (2) In determining the amount of usable fuel required under this Chapter, the operator and the pilot in command must each consider the effect of the following matters:\n (a) the operating conditions for the proposed flight, including the following:\n (i) the actual (if known or available) or anticipated weight of the aeroplane;\n (ii) relevant NOTAMs;\n (iii) relevant meteorological reports and forecasts;\n (iv) relevant Air Traffic Services procedures, restrictions and anticipated delays;\n (v) the effects of deferred maintenance items and configuration deviations;\n (b) the potential for deviations from the planned flight because of unforeseen factors.","sortOrder":81},{"sectionNumber":"7.05","sectionType":"section","heading":"Amount of fuel that must be carried for a flight","content":"#### 7.05 Amount of fuel that must be carried for a flight\n\n (1) The operator and the pilot in command of an aeroplane must each ensure that, when a flight of the aeroplane commences, the aeroplane is carrying on board at least the following amounts of usable fuel:\n (a) taxi fuel;\n (b) trip fuel to the planned destination aerodrome;\n (c) destination alternate fuel;\n (d) holding fuel (if required);\n (e) contingency fuel;\n (f) final reserve fuel;\n (g) additional fuel (if applicable);","sortOrder":82},{"sectionNumber":"7.06","sectionType":"section","heading":"Determining amount of fuel that must be carried for EDTO","content":"#### 7.06 Determining amount of fuel that must be carried for EDTO\n\n EDTO critical fuel scenarios\n\n(1) The operator and the pilot in command must each ensure that, when a flight of the aeroplane for an EDTO commences, or from a point of in-flight replanning, the aeroplane is carrying at least the amount of usable fuel that is the greatest of the following, plus the fuel mentioned in subsection (2):\n\n(a) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression at the most critical point followed by a descent to a safe altitude, as required by:\n\n (i) regulation 91.305 of CASR (about minimum heights for IFR flights); and\n (ii) the oxygen requirements in Division 9 of Chapter 11;\n\n(b) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by a descent to a safe altitude, as required by:\n\n (i) regulation 91.305 of CASR (about minimum heights for IFR flights); and\n (ii) the oxygen requirements in Division 9 of Chapter 11;\n\n(c) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming an engine failure at the most critical point.\n\n (2) For the purposes of subsection (1), the fuel is the amount of usable fuel that is sufficient for the aeroplane to:\n (a) hold for 15 minutes at 1 500 ft above the aerodrome elevation; and\n (b) conduct an instrument approach and land.\n Effect of certain meteorological conditions\n (3) If the operator is using an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in wind forecasting, add a 5% wind speed factor (as an increment to a headwind or as a decrement to a tailwind) on the actual or forecast wind used for calculating the fuel requirements of paragraphs (1)(a), (b) and (c).\n (4) If the operator is using a weather forecast that is not an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in the model’s wind data, ensure the aeroplane carries an additional 5% of the fuel calculated in paragraphs (1)(a), (b) and (c).","sortOrder":83},{"sectionNumber":"7.07","sectionType":"section","heading":"Requirements for determining fuel before, and monitoring fuel during, flight","content":"#### 7.07 Requirements for determining fuel before, and monitoring fuel during, flight\n\n (1) The operator and the pilot in command of an aeroplane for a flight must each ensure that:\n (a) the amount of usable fuel on board the aeroplane is determined before the flight commences (the relevant fuel); and\n (b) for an aeroplane that has a maximum take-off weight greater than 5 700 kg—the relevant fuel is recorded; and\n (c) regular in-flight fuel amount checks are conducted.","sortOrder":84},{"sectionNumber":"7.08","sectionType":"section","heading":"Procedures if fuel reaches specified amounts","content":"#### 7.08 Procedures if fuel reaches specified amounts\n\n (1) If the pilot in command of an aeroplane for a flight becomes aware that the amount of usable fuel in the aeroplane on landing at the destination aerodrome would be less than the fuel required under subsection 7.05(3), the pilot in command must:\n (a) take into account the likely air traffic and operational conditions on arrival at:\n (i) the destination aerodrome; and\n (ii) if a destination alternate aerodrome is required for the flight—the destination alternate aerodrome; and\n (iii) any en‑route alternate aerodrome; and\n (b) proceed to an aerodrome mentioned in paragraph (a) that enables the pilot in command to continue to meet the requirements in section 7.05.\n (2) The pilot in command must request from Air Traffic Services the duration of any likely delay in landing if unforeseen factors could result in the aeroplane landing at the destination aerodrome with less than the following amounts of fuel remaining:\n (a) the final reserve fuel;\n (b) the destination alternate fuel required by subsection 7.02(1), (2) or (3).\n (3) The pilot in command must declare to Air Traffic Services a “minimum fuel” state if:\n (a) the pilot in command is committed to land the aeroplane at an aerodrome in accordance with this section; and\n (b) it is calculated that if there is any change to the existing air traffic control clearance issued to the aeroplane in relation to that aerodrome, the aeroplane will land with less than the final reserve fuel remaining.","sortOrder":85},{"sectionNumber":"7.09","sectionType":"section","heading":"Operational variations—fuel calculations","content":"#### 7.09 Operational variations—fuel calculations\n\n (1) Despite sections 7.04 and 7.05, an operator may use an operational variation, specified in the operator’s exposition for the purpose of this section, that relates to the calculation of any of the following, if the requirements in subsections (3) and (5) are met:\n (a) taxi fuel;\n (b) trip fuel;\n (c) contingency fuel;\n (d) destination alternate fuel;\n (e) additional fuel.\n\n(2) To avoid doubt, an operational variation mentioned in subsection (1) cannot relate to the calculation of holding fuel or final reserve fuel.\n\n(3) The operator must have submitted to CASA, at least 28 days before using an operational variation:\n\n (a) evidence of at least one of the following, that demonstrates how the operational variation will maintain or improve aviation safety:\n (i) documented in-service experience;\n (ii) the results of a specific safety risk assessment conducted by the operator that meets the requirements of subsection (4); and\n (b) a copy of the operator’s procedures, proposed for inclusion in the operator’s exposition, in relation to using the operational variation.\n\n> Note: Under regulation 119.105 of CASR, CASA may direct the operator to remove or revise the operational variation, if CASA were to find there was insufficient evidence that it would maintain or improve aviation safety.\n\n(4) For the purposes of subparagraph (3)(a)(ii), the specific safety risk assessment must include at least the following:\n\n (a) flight fuel calculations;\n (b) the capabilities of the operator, including:\n (i) a data-driven method that includes a fuel consumption monitoring program; and\n (ii) the use of sophisticated techniques for determining the suitability of alternate aerodromes; and\n (iii) specific risk mitigating measures.\n\n(5) For the purposes of subsection (1), the operator’s exposition must include procedures in relation to the use of the operational variation.","sortOrder":86},{"sectionNumber":"Chapter 8—Safety briefings and instructi","sectionType":"part","heading":"Chapter 8—Safety briefings and instructions","content":"## Chapter 8—Safety briefings and instructions\n\n### Division 1—Safety briefing cards\n\n#### 8.01 Safety briefing cards\n\n (1A) This section:\n (a) is made for paragraph 121.280(3)(a) of CASR; and\n (b) prescribes information that must be included in the safety briefing card for an aeroplane and a flight.\n (1) A safety briefing card for an aeroplane and a flight must include the following information:\n (a) how to use and adjust seatbelts (other than extension belts);\n (b) if the aeroplane’s seats (or berths) are adjustable—when to adjust the back of the seat (or berth) to an upright position or other position permitted by the aircraft flight manual instructions for the aeroplane;\n (c) if the aeroplane’s seats have attachments (for example, tray tables or footrests)—when the attachment must be in its stowed position;\n (d) if the aeroplane has an attachment, permanently fixed on an interior cabin structure, that is intended to be manipulated or used by passengers during flight (for example, a tray table or bassinet)—when the attachment must be in its stowed position;\n (e) where to stow, or otherwise secure, carry-on baggage and personal effects, and the periods during flight when these items must be stowed or secured;\n (f) where the emergency exits are located, and how to use them;\n (g) if the aeroplane is equipped with an escape path lighting system—the form, function, colour and location of the system;\n (h) how to assume the brace position, including the position for passengers with infants;\n (i) the information mentioned in subsection (2) in relation to equipment mentioned in the provision that is required to be carried on the aeroplane for the flight under Chapter 11;\n (j) that smoking is not permitted during the flight.\n (2) For the purposes of paragraph (1)(i), the information is:\n (a) if passenger operated equipment to dispense oxygen is required to be carried under Division 9 of Chapter 11—the location of the equipment and how to use it; and\n (b) if life jackets are required to be carried on the aeroplane under section 11.59:\n (i) where life jackets (other than infant life jackets) are located; and\n (ii) how to use life jackets (including infant life jackets); and\n (c) if life rafts are required to be carried on the aeroplane under section 11.62—where they are located and how to use them during the initial evacuation of the aeroplane.","sortOrder":87},{"sectionNumber":"8.01","sectionType":"section","heading":"Safety briefing cards","content":"#### 8.01 Safety briefing cards\n\n (1A) This section:\n (a) is made for paragraph 121.280(3)(a) of CASR; and\n (b) prescribes information that must be included in the safety briefing card for an aeroplane and a flight.\n (1) A safety briefing card for an aeroplane and a flight must include the following information:\n (a) how to use and adjust seatbelts (other than extension belts);\n (b) if the aeroplane’s seats (or berths) are adjustable—when to adjust the back of the seat (or berth) to an upright position or other position permitted by the aircraft flight manual instructions for the aeroplane;\n (c) if the aeroplane’s seats have attachments (for example, tray tables or footrests)—when the attachment must be in its stowed position;\n (d) if the aeroplane has an attachment, permanently fixed on an interior cabin structure, that is intended to be manipulated or used by passengers during flight (for example, a tray table or bassinet)—when the attachment must be in its stowed position;\n (e) where to stow, or otherwise secure, carry-on baggage and personal effects, and the periods during flight when these items must be stowed or secured;\n (f) where the emergency exits are located, and how to use them;\n (g) if the aeroplane is equipped with an escape path lighting system—the form, function, colour and location of the system;\n (h) how to assume the brace position, including the position for passengers with infants;\n (i) the information mentioned in subsection (2) in relation to equipment mentioned in the provision that is required to be carried on the aeroplane for the flight under Chapter 11;\n (j) that smoking is not permitted during the flight.\n (2) For the purposes of paragraph (1)(i), the information is:\n (a) if passenger operated equipment to dispense oxygen is required to be carried under Division 9 of Chapter 11—the location of the equipment and how to use it; and\n (b) if life jackets are required to be carried on the aeroplane under section 11.59:\n (i) where life jackets (other than infant life jackets) are located; and\n (ii) how to use life jackets (including infant life jackets); and\n (c) if life rafts are required to be carried on the aeroplane under section 11.62—where they are located and how to use them during the initial evacuation of the aeroplane.","sortOrder":89},{"sectionNumber":"8.02","sectionType":"section","heading":"Scope of Division 2, Chapter 8","content":"#### 8.02 Scope of Division 2, Chapter 8\n\n This Division:\n (a) is made for subregulation 121.285(1) of CASR; and\n (b) prescribes requirements for safety briefings, instructions or demonstrations given to a passenger for a flight of an aeroplane.","sortOrder":91},{"sectionNumber":"8.03","sectionType":"section","heading":"Safety briefing, instructions and demonstrations before take-off","content":"#### 8.03 Safety briefing, instructions and demonstrations before take-off\n\n (1) A safety briefing, instruction or demonstration mentioned in this section must be given to a passenger before the aeroplane takes off for a flight.\n (2) The safety briefing, instruction or demonstration must be given in a form that facilitates the application of the procedures applicable in the event of an emergency.\n (3) A specific safety briefing must be provided directly to any passenger with reduced mobility on the flight, and any person accompanying or assisting the passenger (the accompanying person), and the safety briefing must:\n (a) include what to do if an emergency evacuation of the aeroplane is necessary; and\n (b) be given in a form appropriate to the passenger and an accompanying person.\n (4) A specific safety briefing must be provided directly to any passenger responsible for an infant on the flight that outlines:\n (a) when and how the infant must be restrained; and\n (b) the location of infant life jackets (if required to be carried under section 11.59).\n (5) Subject to subsection (6), a specific safety briefing must be provided directly to any passenger on the flight who is seated in an emergency exit row, that outlines what to do if it becomes necessary to use the exit.\n (6) Subsection (5) does not apply if:\n (a) a cabin crew member who has been assigned to the flight is seated in a cabin crew seat adjacent to the exit; and\n (b) the cabin crew member has been assigned emergency evacuation responsibilities for the exit in accordance with the operator’s exposition.\n (7) If life jackets are required to be carried on the aeroplane under section 11.59, there must be a demonstration of the method of donning and inflating a life jacket.\n (8) A safety briefing that addresses the following matters must be given:\n (a) when seatbelts must be worn during the flight, and how to use them;","sortOrder":92},{"sectionNumber":"8.04","sectionType":"section","heading":"Safety instructions during flight","content":"#### 8.04 Safety instructions during flight\n\n (1) The safety instructions to a passenger, mentioned in this section, must be given at a time, before the landing of the aeroplane, at which the passenger could be reasonably expected to remember the instruction before the flight ends.","sortOrder":93},{"sectionNumber":"Chapter 9—Performance","sectionType":"part","heading":"Chapter 9—Performance","content":"## Chapter 9—Performance\n\n### Division 1—Take-off performance requirements: jet-driven aeroplanes and certain propeller-driven aeroplanes\n\n#### 9.01 Scope of Division 1, Chapter 9\n\n This Division:\n (a) is made for subregulation 121.395(1) of CASR; and\n (b) prescribes requirements relating to take-off performance for a flight of an aeroplane mentioned in section 9.01A.\n\n> Note 1: Regulation 121.390 of CASR requires a calculation that relates to an aeroplane’s performance to be made using performance data set out in the aircraft flight manual instructions for the aeroplane or approved by CASA. See the CASR Dictionary for the definition of aircraft flight manual instructions.\n\n> Note 2: Regulation 91.055 of CASR makes it an offence if an aircraft is operated in a manner that creates a hazard to another aircraft, a person or property.\n\n#### 9.01A Application of this Division\n\n This Division applies to an aeroplane that:\n (a) is a jet-driven aeroplane; or\n (b) is a propeller-driven aeroplane with a maximum take-off weight of more than 5 700 kg.\n\n#### 9.02 Maximum permitted take-off weight\n\n An aeroplane operator and the pilot in command of an aeroplane for a flight must each ensure that, at take-off, the weight of the aeroplane does not exceed each of the following:\n (a) a weight that would enable the aeroplane to meet the requirements mentioned in sections 9.03, 9.04, 9.05, 9.06, 9.07 and 9.08;\n (b) a weight that, taking account of the expected consumption of fuel and oil for the flight, will ensure a landing weight that does not exceed the maximum landing weight;\n (c) a weight that will ensure a landing weight that complies with Division 2 of this Chapter.\n\n> Note: The weight at take-off for an aeroplane is also limited by the maximum take-off weight for the aeroplane, which, for a type-certificated aeroplane, means the maximum take‑off weight for the aeroplane permitted by its flight manual. It is an offence under regulations 91.055 and 121.095 of CASR if an aeroplane is not operated in accordance with the aeroplane’s flight manual.","sortOrder":94},{"sectionNumber":"9.01","sectionType":"section","heading":"Scope of Division 1, Chapter 9","content":"#### 9.01 Scope of Division 1, Chapter 9\n\n This Division:\n (a) is made for subregulation 121.395(1) of CASR; and\n (b) prescribes requirements relating to take-off performance for a flight of an aeroplane mentioned in section 9.01A.\n\n> Note 1: Regulation 121.390 of CASR requires a calculation that relates to an aeroplane’s performance to be made using performance data set out in the aircraft flight manual instructions for the aeroplane or approved by CASA. See the CASR Dictionary for the definition of aircraft flight manual instructions.\n\n> Note 2: Regulation 91.055 of CASR makes it an offence if an aircraft is operated in a manner that creates a hazard to another aircraft, a person or property.","sortOrder":96},{"sectionNumber":"9.01A Application of this Division","sectionType":"section","heading":"9.01A Application of this Division","content":"#### 9.01A Application of this Division\n\n This Division applies to an aeroplane that:\n (a) is a jet-driven aeroplane; or\n (b) is a propeller-driven aeroplane with a maximum take-off weight of more than 5 700 kg.","sortOrder":97},{"sectionNumber":"9.02","sectionType":"section","heading":"Maximum permitted take-off weight","content":"#### 9.02 Maximum permitted take-off weight\n\n An aeroplane operator and the pilot in command of an aeroplane for a flight must each ensure that, at take-off, the weight of the aeroplane does not exceed each of the following:\n (a) a weight that would enable the aeroplane to meet the requirements mentioned in sections 9.03, 9.04, 9.05, 9.06, 9.07 and 9.08;\n (b) a weight that, taking account of the expected consumption of fuel and oil for the flight, will ensure a landing weight that does not exceed the maximum landing weight;\n (c) a weight that will ensure a landing weight that complies with Division 2 of this Chapter.\n\n> Note: The weight at take-off for an aeroplane is also limited by the maximum take-off weight for the aeroplane, which, for a type-certificated aeroplane, means the maximum take‑off weight for the aeroplane permitted by its flight manual. It is an offence under regulations 91.055 and 121.095 of CASR if an aeroplane is not operated in accordance with the aeroplane’s flight manual.","sortOrder":98},{"sectionNumber":"9.03","sectionType":"section","heading":"Take-off distance requirements","content":"#### 9.03 Take-off distance requirements\n\n (1) For the purposes of paragraph 9.02(a), it is a requirement that, assuming that the critical engine fails at VEF and using a single V1:\n (a) the accelerate stop distance required for a take-off from a runway does not exceed the accelerate stop distance available for the runway; and\n (b) the take-off distance required for a take-off from the runway does not exceed the take-off distance available for the runway; and\n (c) any clearway forming part of the take-off distance available does not exceed half the length of the take-off run available; and\n (d) in the case of a wet or contaminated runway, the take-off distance is calculated to the point at which the aeroplane reaches a height of 15 ft above the take-off surface using a reduced V1 not below V1 (wet); and\n (e) the take-off run required does not exceed the take-off run available using V1 for the rejected and continued take-off; and\n (f) on a wet or contaminated runway, the weight at which the aeroplane can take-off from the runway does not exceed that permitted for a take-off on a dry runway.\n (2) For the purposes of paragraphs (1)(a) to (f), the operator and the pilot in command must take into account:\n (a) the take-off configuration of the aeroplane;\n (b) the pressure altitude and presumed temperature at the aerodrome;\n (c) the type of runway surface and the runway surface condition;\n (d) the runway slope in the direction of take-off;\n (e) unless otherwise accounted for in the performance data stated in the aircraft flight manual instructions for the aeroplane, not more than 50% of the headwind component or not less than 150% of the tailwind component for the runway planned to be used;\n (f) the loss of any runway length due to the aligning of the aeroplane for take‑off;\n (g) any credit for the stopway, and the clearway, at the aerodrome as follows:\n (i) stopway that is appropriate for the aeroplane type that can be included in the accelerate stop distance available;\n (ii) clearway that is appropriate for the aeroplane type that can be included within take-off distance available.\n\n> Note 1: See section 1.04 for definitions of accelerate stop distance available, clearway, presumed temperature, take-off distance available, take-off distance required and take-off run available.\n\n> Note 2: See the CASR Dictionary for definitions of dry and wet in relation to a runway.","sortOrder":99},{"sectionNumber":"9.04","sectionType":"section","heading":"Net take-off flight path requirements","content":"#### 9.04 Net take-off flight path requirements\n\n Obstacle clearance\n (1) For the purposes of paragraph 9.02(a), it is a requirement that, assuming a failure of an aeroplane engine that is recognised at V1 appropriate to a dry runway at the aerodrome, the aeroplane vertically clears all obstacles within the net take-off flight path by at least:\n (a) 35 ft, if the aeroplane for the take-off will use a bank angle not exceeding 15°; or\n (b) 15 ft, if the aeroplane:\n (i) is intending to use a bank angle not exceeding 15° for the take-off; and\n (ii) the take‑off will be conducted in compliance with paragraph 9.03(1)(d); or\n (c) 50 ft, if the aeroplane for the take-off will use a bank angle exceeding 15°; or\n (d) 30 ft, if the aeroplane:\n (i) is intending to use a bank angle exceeding 15° for the take-off; and\n (ii) the take-off will be conducted in compliance with paragraph 9.03(1)(d).\n (2) For the purposes of subsection (1), an obstacle is deemed to be within the net take‑off flight path if the lateral distance from the obstacle to the aeroplane’s intended flight path is within a distance calculated in accordance with subsection (2A) or (5).\n (2A) For the purposes of subsection (2), the distance is that which does not exceed the following, subject to the limitations mentioned in subsection (3) or (4) (whichever is applicable):\n (a) if the aeroplane has a wingspan of 60 m or more—90 m plus (0.125 x D);\n (b) if the aeroplane has a wingspan less than 60 m—the distance worked out using the formula:\n (half the wingspan of the aeroplane) + 60 m + (0.125 x D).\n (2B) In subsections (2A) and (5):\n\n> D means the horizontal distance the aeroplane will travel from:\n\n (a) the end of the take-off distance available at the aerodrome; or\n (b) if a turn is scheduled before the end of the take-off distance available—the end of the take-off distance required for the take-off.\n Maximum distance limitations\n\n(3) If the intended flight path does not require a track change exceeding 15°, the distance mentioned in paragraph (2A)(a) or (b) is limited to:\n\n (a) a maximum of 600 m; or\n (b) if the portion of the flight from the departure end of the runway to the lowest safe altitude for the route can be conducted with a navigation specification of RNP 0.2 or better—a maximum of 370 m.\n\n(4) If the intended flight path requires a track change exceeding 15°—the distance mentioned in paragraph (2A)(a) or (b) is limited to:\n\n (a) a maximum of 900 m; or\n (b) if the portion of the flight from the departure end of the runway to the lowest safe altitude for the route can be conducted with a navigation specification of RNP 0.2 or better—a maximum of 600 m.\n Alternative net take-off area requirements\n (4A) Subsection (5) applies only in relation to the flight of an aeroplane for which the requirements mentioned in section 9.04A are met.\n (5) For the purposes of subsection (2), the distance is that which does not exceed the following, subject to the limitations mentioned in subsections (5A) and (5B):\n (a) if the aeroplane has a wingspan of 60 m or more—90 m plus (0.0625 x D);\n (b) if the aeroplane has a wingspan less than 60 m—the distance worked out using the formula:\n (half the wingspan of the aeroplane) + 60 m + (0.0625 x D).\n (5A) For subsection (5), if the portion of the flight from the departure end of the runway to the lowest safe altitude for the route can be conducted with a navigation specification of RNP 0.2 or better, the distance mentioned in paragraph (5)(a) or (b) is limited to a maximum of 370 m.\n (5B) For subsection (5), if the portion of the flight from the departure end of the runway to the lowest safe altitude for the route cannot be conducted with a navigation specification of RNP 0.2 or better, the distance mentioned in paragraph (5)(a) or (b) is limited to a maximum of the distance in nautical miles (converted to metres) of the navigation specification RNP value approved for the aeroplane.\n\n> Note: The reference to “RNP 0.2 or better” includes RNP capability that is more accurate than RNP 0.2, for example, RNP 0.15 which has a smaller RNP number value. A navigation specification that is not “RNP 0.2 or better” refers to an RNP capability that is less accurate, for example, RNP 0.3 which has a larger RNP number value.\n\n (5C) In subsection (5B):\n\n> approved for the aeroplane, in relation to the navigation specification RNP value, means the RNP specification RNP value that the aeroplane is approved for by at least one of the following:\n\n (a) the aircraft flight manual for the aeroplane;\n (b) a document approved under Part 21 of CASR as part of, or based on, an airworthiness assessment;\n (c) if the aeroplane is a foreign-registered aircraft—a document approved in writing by the national aviation authority of the aircraft’s State of registry or State of the operator.\n Operating within navigation specification\n (5D) The operator and the pilot in command must ensure that, immediately before commencing take-off, the portion of the flight from the departure end of the runway to the lowest safe altitude for the route can be conducted within the navigation specification used to determine the distance mentioned in paragraph (3)(b) or (4)(b), or subsection (5A) or (5B).\n Calculating net take-off flight path\n (6) For the purposes of subsection (1), in calculating the net take-off flight path for the flight, the operator and the pilot in command must:\n (a) take into account the following factors:\n (i) the weight of the aeroplane at the commencement of the take-off run;\n (ii) pressure altitude at the aerodrome;\n (iii) presumed temperature at the aerodrome;\n (iv) either not more than 50% of the headwind component or not less than 150% of the tailwind component; and\n (b) ensure the requirements in subsection (7) are complied with.\n\n(7) For paragraph (6)(b), the requirements are:\n\n (a) a track change must not be made before the aeroplane’s net take-off flight path has achieved a height equal to the greater of the following:\n (i) 50 ft above the take-off surface;\n (ii) one half of the aeroplane’s wingspan; and\n (b) the bank angle may only exceed 15° if the performance data used in accordance with regulation 121.390 of CASR provides for a higher angle of bank; and\n (c) the bank angle must not exceed 25°; and\n (d) it must be assumed that the point on the net take-off flight path where a level flight segment commences is the same horizontal distance from the end of the runway as the point where the gross take-off flight path intersects the height selected for the level flight acceleration manoeuvre; and\n (e) the gross gradient of climb achieved under subsection 9.05(3) and section 9.07 is reduced by:\n (i) if the aeroplane is twin-engines—0.8%; or\n (ii) if the aeroplane has 3 engines—0.9%; or\n (iii) if the aeroplane has 4 engines—1.0%; and\n (f) allowance must be made for:\n (i) the effect of the bank angle on operating speeds and flight path; and\n (ii) distance increments resulting from increased operating speeds; and","sortOrder":100},{"sectionNumber":"9.04A Competencies and design requiremen","sectionType":"section","heading":"9.04A Competencies and design requirements—alternative RNP-based engine‑out departure procedures","content":"#### 9.04A Competencies and design requirements—alternative RNP-based engine‑out departure procedures\n\n (1) This section sets out requirements for the purposes of subsection 9.04(4A).\n (2) The operator of the aeroplane for the flight must be the holder of an approval:\n (a) under regulation 91.045 of CASR, issued for the purposes of subparagraph 91.660(1)(b)(i) of CASR; or\n (b) if the aeroplane is a foreign-registered aircraft—by the national aviation authority of the aircraft’s State of registry or of the State of the operator;\n to use a navigation specification of RNP AR DP for a flight of the aeroplane.\n\n> Note: RNP AR DP is a prescribed navigation specification under section 22.01 of the Part 91 Manual of Standards and may not be used for a flight without the approvals mentioned: see regulation 91.660 of CASR. “AR” in the term indicates authorisation required and “DP” in the term indicates departure procedure.\n\n (3) The instrument departure procedure used by the operator and the pilot in command of the aeroplane, to meet the requirements in section 9.04 for the flight, must be designed by a person who is the holder of:\n (a) a procedure design certificate that is in force, issued by CASA under Part 173 of CASR; or\n (b) a procedure design authorisation that is in force, issued by CASA under Part 173 of CASR; or\n (c) an authorisation equivalent to one mentioned in paragraph (a) or (b), that is in force, and that was issued by the FAA, EASA, or the national aviation authority of the United Kingdom, New Zealand or Canada.\n (4) The design of the instrument departure procedure must:\n (a) provide for a flight track that is designed for use by aeroplanes using PBN‑based course guidance; and\n (b) consider the following matters in relation to flight track:\n (i) the ability of a pilot to initiate and maintain a desired speed and bank angle in a turn;\n (ii) the effect of wind on the take-off flight path;\n (iii) the effect of temperature on turns;\n (iv) the effect of terrain proximity on TAWS warning.","sortOrder":101},{"sectionNumber":"9.05","sectionType":"section","heading":"Gross gradient requirements—take-off configuration","content":"#### 9.05 Gross gradient requirements—take-off configuration\n\n (1) Subsections (2) and (3) set out, for the purposes of paragraph 9.02(a), the requirements relating to gross gradients in the take-off configuration.\n (2) In the take-off configuration assuming failure of the critical engine recognised at V1, the aeroplane must be able to climb, without ground effect and without landing gear retraction, at the speed established as the speed at which the aeroplane becomes airborne, and, in doing so, achieve a gross gradient of climb of at least:\n (a) if the aeroplane has 2 engines—positive; or\n (b) if the aeroplane has 3 engines—0.3%; or\n (c) if the aeroplane has 4 engines—0.5%.\n (3) In the take-off configuration that exists with the critical engine inoperative and the landing gear fully retracted, the aeroplane at speed V2 is able to achieve a gross gradient of climb of at least:\n (a) if the aeroplane is a commuter type aeroplane—2%; or\n (b) otherwise:\n (i) if the aeroplane has 2 engines—2.4%; or\n (ii) if the aeroplane has 3 engines—2.7%; or\n (iii) if the aeroplane has 4 engines—3.0%.","sortOrder":102},{"sectionNumber":"9.06","sectionType":"section","heading":"Level flight acceleration manoeuvre requirements","content":"#### 9.06 Level flight acceleration manoeuvre requirements\n\n (1) Subsections (2) and (3) set out, for the purposes of paragraph 9.02(a), the requirements relating to level flight acceleration manoeuvres.\n (2) The aeroplane may be accelerated in level flight from V2 speed to final take-off climb speed at a height above the take-off surface that is the greater of:\n (a) 400 ft; and\n (b) the height necessary to achieve obstacle clearance in accordance with subsection 9.04(1).\n (3) During the level flight acceleration manoeuvre, the aeroplane, with the critical engine inoperative, must have an available gross gradient of climb of at least:\n (a) if the aeroplane has 2 engines—1.2%; and\n (b) if the aeroplane has 3 engines—1.4%; and\n (c) if the aeroplane has 4 engines—1.5%.","sortOrder":103},{"sectionNumber":"9.07","sectionType":"section","heading":"Gross gradient requirements—en route configuration","content":"#### 9.07 Gross gradient requirements—en route configuration\n\n (1) This section sets out, for the purposes of paragraph 9.02(a), the requirements relating to gross gradients in the en route configuration.\n (2) In the en route configuration existing at the end of the level flight acceleration manoeuvre, the aeroplane must be able to achieve a gross gradient of climb of at least:\n (a) if the aeroplane has 2 engines—1.2%; and\n (b) if the aeroplane has 3 engines—1.4%; and\n (c) if the aeroplane has 4 engines—1.5%.\n (3) For the purposes of subsection (2), the gradient of climb must be achievable at final take-off climb speed with the critical engine inoperative and the remaining engines at maximum continuous power or thrust.","sortOrder":104},{"sectionNumber":"9.08","sectionType":"section","heading":"En route requirements","content":"#### 9.08 En route requirements\n\n General requirements\n (1) It is a requirement, for the purposes of paragraph 9.02(a), that the aeroplane:\n (a) following the critical engine failing at the most critical point along the route; and\n (b) in accordance with the one‑engine‑inoperative net flight path data contained within the performance data, used in accordance with regulation 121.390 of CASR;\n is able to comply with the requirements in subsection (2).\n (2) For subsection (1), the requirements are that, subject to subsection (4), the net flight path:\n (a) during flight from the cruising altitude to an aerodrome where a landing can be made in accordance with Division 2 of this Chapter, must:\n (i) have a positive slope at 1 000 ft above all terrain and obstructions within 5 NM of the intended track to be flown; or\n (ii) clear all terrain and obstructions by at least 2 000 ft vertically, within 5 NM of the intended track to be flown; and\n (b) must have a positive slope at 1 500 ft above the aerodrome where the landing is assumed to be made after the engine failure.\n (3) For the purposes of subsection (2), the operator and the pilot in command must take into account:\n (a) the effects of forecast wind on the flight path; and\n (b) the effect of the icing protection systems if the meteorological conditions require their operation; and\n (c) fuel jettisoning to an extent consistent with reaching the aerodrome with the required fuel reserves.\n\n> Note: Chapter 4 contains requirements relating to the selection of en‑route alternate aerodromes.\n\n (4) Despite subsection (2), the route width margins mentioned in subparagraph (2)(a)(i) or (ii) must be increased to 10 NM if the aeroplane cannot maintain a track using a navigation specification of RNP 2 or better.\n En-route 90-minute limitation for 3- or 4‑engine aeroplanes\n (5) Also, for the purposes of paragraph 9.02(a), if the aeroplane is a 3- or 4‑engine aeroplane, it is a requirement that the route to be flown by the aeroplane is not more than 90 minutes away from an aerodrome where a landing can be made in accordance with Division 2 of this Chapter.\n (6) The aeroplane may be operated more than 90 minutes away from such an aerodrome if:\n (a) it is assumed that 2 engines fail simultaneously at the most critical point of that portion of the route where the aeroplane is more than 90 minutes (at normal cruising speed) away from an aerodrome where a landing can be made in accordance with Division 2 of this Chapter; and\n (b) the 2-engine inoperative en route flight path data permits the aeroplane to continue the flight, in the expected meteorological conditions, from the point where the 2 engines are assumed to have failed, to an aerodrome at which it is possible to land with 2 engines inoperative; and\n (c) the net flight path, taking into account the effect of icing protection systems if the meteorological conditions require their operation, clears all terrain and obstructions by at least 2 000 ft within (subject to subsection (7)) 5 NM of the intended track to be flown; and\n (d) the net flight path has a positive slope at an altitude of 1 500 ft above the aerodrome where the landing is assumed to be made after the failure of 2 engines; and\n (e) the expected weight of the aeroplane at the point where the 2 engines are assumed to fail must be not less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of at least 1 500 ft directly over the aerodrome and thereafter to fly level for at least 15 minutes.\n (7) Despite paragraph (6)(c), the route width margins must be increased to 10 NM if the aeroplane cannot maintain a track using a navigation specification of RNP 2 or better.","sortOrder":105},{"sectionNumber":"Division 1A","sectionType":"division","heading":"Take-off performance requirements: propeller-driven aeroplanes with maximum take-off weight not more than 5 700 kg","content":"### Division 1A—Take-off performance requirements: propeller-driven aeroplanes with maximum take-off weight not more than 5 700 kg\n\n#### 9.08A Scope of Division 1A, Chapter 9\n\n This Division:\n (a) is made for subregulation 121.395(1) of CASR; and\n (b) prescribes requirements relating to take-off performance for a flight of an aeroplane mentioned in section 9.08B.\n\n> Note 1: Regulation 121.390 of CASR requires a calculation that relates to an aeroplane’s performance to be made using performance data set out in the aircraft flight manual instructions for the aeroplane or approved by CASA. See the CASR Dictionary for the definition of aircraft flight manual instructions.\n\n> Note 2: Regulation 91.055 of CASR makes it an offence if an aircraft is operated in a manner that creates a hazard to another aircraft, a person or property.\n\n#### 9.08B Application of this Division\n\n This Division applies to an aeroplane that:\n (a) is a propeller-driven aeroplane; and\n (b) has a maximum take-off weight of not more than 5 700 kg.\n\n#### 9.08C Definitions for this Division\n\n In this Division:\n\n> approved take‑off factor, for an aeroplane, means the take‑off factor for which the aeroplane operator holds an approval under regulation 121.010 of CASR.\n\n> factored take‑off run: see section 9.08D.\n\n> standard take‑off factor means:\n\n (a) for an aeroplane with a maximum take-off weight of not more than 2 000 kg—1.15; and\n (b) for an aeroplane with an maximum take-off weight of more than 2 000 kg, but less than 3 500 kg—a factor derived by linear interpolation between 1.15 and 1.25, according to the aeroplane’s maximum take-off weight; and\n (c) for an aeroplane with a maximum take-off weight of 3 500 kg or more—1.25.\n\n#### 9.08D Meaning of factored take-off run\n\n The factored take‑off run, for an aeroplane that is of the kind mentioned in column 1 of an item in table 9.08D, is the take‑off run required, for the aeroplane, multiplied by the factor mentioned in column 2 of the item.","sortOrder":106},{"sectionNumber":"9.08A Scope of Division 1A, Chapter 9","sectionType":"section","heading":"9.08A Scope of Division 1A, Chapter 9","content":"#### 9.08A Scope of Division 1A, Chapter 9\n\n This Division:\n (a) is made for subregulation 121.395(1) of CASR; and\n (b) prescribes requirements relating to take-off performance for a flight of an aeroplane mentioned in section 9.08B.\n\n> Note 1: Regulation 121.390 of CASR requires a calculation that relates to an aeroplane’s performance to be made using performance data set out in the aircraft flight manual instructions for the aeroplane or approved by CASA. See the CASR Dictionary for the definition of aircraft flight manual instructions.\n\n> Note 2: Regulation 91.055 of CASR makes it an offence if an aircraft is operated in a manner that creates a hazard to another aircraft, a person or property.","sortOrder":107},{"sectionNumber":"9.08B Application of this Division","sectionType":"section","heading":"9.08B Application of this Division","content":"#### 9.08B Application of this Division\n\n This Division applies to an aeroplane that:\n (a) is a propeller-driven aeroplane; and\n (b) has a maximum take-off weight of not more than 5 700 kg.","sortOrder":108},{"sectionNumber":"9.08C Definitions for this Division","sectionType":"section","heading":"9.08C Definitions for this Division","content":"#### 9.08C Definitions for this Division\n\n In this Division:\n\n> approved take‑off factor, for an aeroplane, means the take‑off factor for which the aeroplane operator holds an approval under regulation 121.010 of CASR.\n\n> factored take‑off run: see section 9.08D.\n\n> standard take‑off factor means:\n\n (a) for an aeroplane with a maximum take-off weight of not more than 2 000 kg—1.15; and\n (b) for an aeroplane with an maximum take-off weight of more than 2 000 kg, but less than 3 500 kg—a factor derived by linear interpolation between 1.15 and 1.25, according to the aeroplane’s maximum take-off weight; and\n (c) for an aeroplane with a maximum take-off weight of 3 500 kg or more—1.25.","sortOrder":109},{"sectionNumber":"9.08D Meaning of factored take-off run","sectionType":"section","heading":"9.08D Meaning of factored take-off run","content":"#### 9.08D Meaning of factored take-off run\n\n The factored take‑off run, for an aeroplane that is of the kind mentioned in column 1 of an item in table 9.08D, is the take‑off run required, for the aeroplane, multiplied by the factor mentioned in column 2 of the item.","sortOrder":110},{"sectionNumber":"9.08E Approval of take‑off factor for ae","sectionType":"section","heading":"9.08E Approval of take‑off factor for aeroplanes","content":"#### 9.08E Approval of take‑off factor for aeroplanes\n\n CASA may, under regulation 121.010 of CASR, approve a take‑off factor for an aeroplane, for operations at a particular aerodrome, which is less than the standard take‑off factor for the aeroplane, only if the proposed take‑off factor has been risk-assessed by the aeroplane’s operator for operations at the aerodrome.","sortOrder":111},{"sectionNumber":"9.08F Maximum permitted take-off weight","sectionType":"section","heading":"9.08F Maximum permitted take-off weight","content":"#### 9.08F Maximum permitted take-off weight\n\n The operator, and pilot in command, must each ensure that, at take‑off, the aeroplane’s weight does not exceed each of the following:\n (a) a weight that would enable the aeroplane to meet the requirements stated in sections 9.08G to 9.08K;\n (b) a weight that, taking account of the expected consumption of fuel and oil for the flight, will ensure a landing weight that does not exceed the maximum landing weight;\n (c) a weight that will ensure a landing weight that, taking account of the expected consumption of fuel and oil for the flight, complies with Division 2.\n\n> Note: The weight at take-off for an aeroplane is also limited by the maximum take‑off weight for the aeroplane, which in the Dictionary, for a type certificated aeroplane, is defined to mean the maximum take-off weight for the aeroplane permitted by its flight manual. It is an offence under regulation 91.095, or 121.055, of CASR if an aeroplane is not operated in accordance with the aeroplane’s aircraft flight manual instructions.","sortOrder":112},{"sectionNumber":"9.08G Take-off requirements","sectionType":"section","heading":"9.08G Take-off requirements","content":"#### 9.08G Take-off requirements\n\n (1) The operator, and pilot in command, must each ensure:\n (a) the factored take-off run, for a take-off of the aeroplane from a runway at an aerodrome, does not exceed the take-off run available for the runway; and\n (b) the take-off distance required for a take-off of the aeroplane from the runway does not exceed the take-off distance available for the runway; and\n (c) any clearway forming part of the take-off distance available for the runway does not exceed half the length of the take-off run available for the runway.","sortOrder":113},{"sectionNumber":"9.08H Initial climb performance and obst","sectionType":"section","heading":"9.08H Initial climb performance and obstacle clearance","content":"#### 9.08H Initial climb performance and obstacle clearance\n\n (1) The operator, and pilot in command, must each ensure that until the aeroplane reaches the minimum height (the relevant height) for the flight in accordance with regulation 91.265, 91.267 or 91.305, of CASR, as applicable:\n (a) for all flights—the aeroplane has the performance to clear all obstacles by a safe margin, as determined by the operator’s exposition; and\n (b) for flights not conducted in VMC by day—the aeroplane has the performance to reach, and maintain, the relevant height.\n (2) For the purposes of subsection (1), the following matters must be taken into account:\n (a) the take-off configuration of the aeroplane;\n (b) the pressure altitude, and presumed temperature, at the aerodrome;\n (c) the obstacles, if any, in the vicinity of the take‑off path and en route;\n (d) the forecast weather en route.","sortOrder":114},{"sectionNumber":"9.08J Take-off requirements—additional r","sectionType":"section","heading":"9.08J Take-off requirements—additional requirements for aeroplanes with maximum take-off weight more than 3 500 kg","content":"#### 9.08J Take-off requirements—additional requirements for aeroplanes with maximum take-off weight more than 3 500 kg\n\n (1) This section applies if an aeroplane has a maximum take-off weight of more than 3 500 kg.","sortOrder":115},{"sectionNumber":"9.08K En route obstacle clearance for mu","sectionType":"section","heading":"9.08K En route obstacle clearance for multi‑engine aeroplane","content":"#### 9.08K En route obstacle clearance for multi‑engine aeroplane\n\n (1) The operator and pilot in command of an aeroplane must each ensure that the aeroplane has the performance to conduct the flight in accordance with regulation 91.265, 91.267 or 91.305, of CASR, as applicable, if:\n (a) an engine of the aeroplane becomes inoperative, during a flight, before the aeroplane reaches the planned cruising altitude, or cruising level, for the flight; and\n (b) each remaining engine of the aeroplane is operating within the maximum continuous power limitations stated in the aeroplane’s flight manual.\n (2) Subsection (1) does not apply if the operator’s exposition states procedures requiring the pilot in command to have a plan, in the circumstances mentioned in subsection (1), that enables the aeroplane to return to the departure aerodrome, or divert to a take‑off alternate aerodrome, clear of all ground, water and obstacles.\n (3) The procedures mentioned in subsection (2) may include drift-down procedures, provided that the procedures enable the aeroplane to descend, and land, at an aerodrome with at least 2 000 ft vertical separation from all ground, water and obstacles within 5 nautical miles on either side, or ahead, of the aeroplane’s track until established within the aerodrome’s circuit area.","sortOrder":116},{"sectionNumber":"9.09","sectionType":"section","heading":"Scope of Division 2, Chapter 9","content":"#### 9.09 Scope of Division 2, Chapter 9\n\n This Division:\n (a) is made for subregulation 121.420(1) of CASR; and\n (b) prescribes requirements relating to landing performance for a flight of an aeroplane.\n\n> Note 1: Regulation 121.390 of CASR requires a calculation that relates to an aeroplane’s performance to be made using performance data set out in the aircraft flight manual instructions for the aeroplane or approved by CASA. See the CASR Dictionary for the definition of aircraft flight manual instructions.\n\n> Note 2: Regulation 91.055 of CASR makes it an offence if an aircraft is operated in a manner that creates a hazard to another aircraft, a person or property.","sortOrder":118},{"sectionNumber":"9.10","sectionType":"section","heading":"Pre-flight landing requirements—dry runway","content":"#### 9.10 Pre-flight landing requirements—dry runway\n\n (1) The operator and the pilot in command of an aeroplane for a flight must each ensure that, when the flight begins, if an authorised weather forecast indicates that the runway at:\n (a) the planned destination aerodrome; and\n (b) in the case that a destination alternate aerodrome is required for the flight—the destination alternate aerodrome;\n at the aeroplane’s estimated time of arrival will be dry, the distance required to bring the aeroplane to a stop on the runway will meet the requirements of subsection (2).\n (2) For subsection (1), the requirements are that the distance required to bring the aeroplane to a stop on a runway at the planned destination aerodrome, and the destination alternate aerodrome (if any), for the flight, is not greater than:\n (a) for a jet engine aeroplane—60% of the landing distance available for the runway; and\n (b) for a turbo-propeller or piston-engine aeroplane—70% of the landing distance available for the runway.\n\n(3) For the purposes of subsection (2), the operator and the pilot in command must take into account the following factors:\n\n (a) that the runway will be dry;\n (b) that the aeroplane crosses the runway threshold at a height of 50 ft;\n (c) the runway expected to be used, taking into account the wind speed and direction, instrument approach procedure to be used (if any) and terrain;\n (d) the anticipated landing configuration for the aeroplane;\n (e) subject to paragraph (j)—the wind direction and speed;\n (f) the expected consumption of fuel and oil in flight to the planned destination aerodrome;","sortOrder":119},{"sectionNumber":"9.11","sectionType":"section","heading":"Pre-flight landing requirements—wet or contaminated runway","content":"#### 9.11 Pre-flight landing requirements—wet or contaminated runway\n\n (1) Subject to subsection (2), the operator and the pilot in command of an aeroplane for a flight must each ensure that, when the flight begins, if an authorised weather forecast indicates that the runway at:\n (a) the planned destination aerodrome; and\n (b) in the case that a destination alternate aerodrome is required for the flight—the destination alternate aerodrome;\n at the aeroplane’s estimated time of arrival, may be wet, the landing distance available at the aerodrome is at least 115% of the landing distance required under subsection 9.10(1).\n (2) A landing distance on a wet runway, that is shorter than that required under subsection (1) but not less than that required under subsection 9.10(1), may be used if the performance data used in accordance with regulation 121.390 of CASR provides landing distance information for wet runways and the landing distance is calculated in accordance with the information.\n (3) If an authorised weather forecast indicates that the runway at the planned destination aerodrome or destination alternate aerodrome (if any) at the aeroplane’s estimated time of arrival may be contaminated, the operator and the pilot in command must each ensure that, when the flight begins, the landing distance available at the aerodrome is at least the greater of the following:\n (a) the landing distance available, mentioned in subsection (1);\n (b) 115% of the required landing distance calculated in accordance with the performance data used in accordance with regulation 121.390 of CASR, where the data is specific to operations on contaminated runways.\n (4) This section is subject to section 9.11A.","sortOrder":120},{"sectionNumber":"9.11A Wet or contaminated runways if des","sectionType":"section","heading":"9.11A Wet or contaminated runways if destination alternate aerodrome required—alternative pre-flight landing distance requirements","content":"#### 9.11A Wet or contaminated runways if destination alternate aerodrome required—alternative pre-flight landing distance requirements\n\n (1) Subsection (2) applies if, for a flight of an aeroplane:\n (a) an authorised weather forecast indicates that the runway at the planned destination aerodrome, at the aeroplane’s estimated time of arrival, may be wet; and\n (b) a destination alternate aerodrome is planned for the flight; and\n (c) 2 destination alternate aerodromes are not required to be planned for the flight.\n\n> Note: See section 4.10 for when 2 destination alternate aerodromes must be planned for a flight.\n\n (2) Despite subsection 9.11(1), the operator and the pilot in command of the aeroplane for the flight must ensure that, when the flight begins, the landing distance available at the planned destination aerodrome is at least the landing distance required under subsection 9.10(1).\n (3) Subsection (4) applies if, for a flight of an aeroplane:\n (a) an authorised weather forecast indicates that the runway at the planned destination aerodrome, at the aeroplane’s estimated time of arrival, may be contaminated; and\n (b) a destination alternate aerodrome is planned for the flight; and\n (c) 2 destination alternate aerodromes are not required to be planned for the flight.\n (4) Despite subsection 9.11(3), the operator and the pilot in command of the aeroplane for the flight must ensure that, when the flight begins, the landing distance available at the planned destination aerodrome is at least the greater of the following:\n (a) the landing distance required under subsection 9.10(1);\n (b) the required landing distance calculated in accordance with the performance data for the aeroplane under regulation 121.390 of CASR, where the data is specific to operations on contaminated runways.","sortOrder":121},{"sectionNumber":"9.12","sectionType":"section","heading":"Certain aerodromes—planned missed approach climb requirements","content":"#### 9.12 Certain aerodromes—planned missed approach climb requirements\n\n (1) The operator and the pilot in command of an aeroplane for a flight must each ensure that, when the flight begins, the aeroplane is able to comply with the requirement in subsection (2) at the aeroplane’s estimated time of arrival at:\n (a) the planned destination aerodrome; and\n (b) if a destination alternate aerodrome is required for the flight—the destination alternate aerodrome.","sortOrder":122},{"sectionNumber":"9.13","sectionType":"section","heading":"Landing distance—in-flight requirements","content":"#### 9.13 Landing distance—in-flight requirements\n\n (1) In this instrument:\n\n> actual landing distance means the landing distance required for the actual conditions at an aerodrome using the deceleration devices required to be used for the landing of an aeroplane.\n\n> Note: The ICAO Aeroplane Performance Manual (Doc 10064), Chapter 5 – Landing Performance, explains the requirements for aeroplane manufacturer provision of actual landing distance data.\n\n Actual landing distance data—if used\n (2) Subsection (3) applies if, during a flight of an aeroplane:\n (a) performance data used in accordance with regulation 121.390 of CASR contains actual landing distance data; and\n (b) that data is used when calculating the landing distance required at the aerodrome of intended landing.","sortOrder":123},{"sectionNumber":"Chapter 10—Weight and balance","sectionType":"part","heading":"Chapter 10—Weight and balance","content":"## Chapter 10—Weight and balance\n\n#### 10.01 Standard weights\n\n (1) This section prescribes standard weights for the purposes of paragraph 121.440(2)(c) of CASR.\n (2) The standard weight for each person’s carry-on baggage (in total) is 7 kg.\n\n> Note: Subsection (2) sets out the standard weight for carry-on baggage, whereas subsection (3) and table 10.01 set out the standard weight for a person (which does not include baggage).\n\n (3) If an aeroplane for a flight has a seating capacity mentioned in an item of column 1 of table 10.01, being:\n (a) the number of passenger seats permitted by the aeroplane’s maximum operational passenger seat configuration; plus\n (b) the dedicated crew seats;\n the standard weight for a passenger or crew member described in column 2, 3, 4, 5, 6 or 7 is the amount set out for the person in the item, measured in kilograms.\n\n```html\n

Table 10.01—Standard weights for passengers and crew

Item

Column 1

Column 2

Column 3

Column 4

Column 5

Column 6

Column 7

Maximum operational seating capacity

Adult male or a person mentioned in ss 10.01(5)

Adult female

Infant

Child

Adolescent male

Adolescent female

1

7-9

86

71

17

44

65

58

2

10-14

86

70

16

43

64

58

3

15-19

85

69

16

43

63

57

4

20-39

84

69

16

42

63

57

5

40-59

83

68

16

42

62

56

6

60-79

82.5

67.3

16

41

61.4

55.4

7

80-99

82.2

67.1

16

41

61.2

55.3

8

100-149

82

66.9

16

41

61.1

55.2

9

150-299

81.8

66.7

16

41

60.9

55

10

300-499

81.4

66.3

16

41

60.6

54.8

11

500 or more

81.2

66.1

16

41

60.5

54.7

\n```","sortOrder":124},{"sectionNumber":"10.01","sectionType":"section","heading":"Standard weights","content":"#### 10.01 Standard weights\n\n (1) This section prescribes standard weights for the purposes of paragraph 121.440(2)(c) of CASR.\n (2) The standard weight for each person’s carry-on baggage (in total) is 7 kg.\n\n> Note: Subsection (2) sets out the standard weight for carry-on baggage, whereas subsection (3) and table 10.01 set out the standard weight for a person (which does not include baggage).\n\n (3) If an aeroplane for a flight has a seating capacity mentioned in an item of column 1 of table 10.01, being:\n (a) the number of passenger seats permitted by the aeroplane’s maximum operational passenger seat configuration; plus\n (b) the dedicated crew seats;\n the standard weight for a passenger or crew member described in column 2, 3, 4, 5, 6 or 7 is the amount set out for the person in the item, measured in kilograms.\n\n```html\n

Table 10.01—Standard weights for passengers and crew

Item

Column 1

Column 2

Column 3

Column 4

Column 5

Column 6

Column 7

Maximum operational seating capacity

Adult male or a person mentioned in ss 10.01(5)

Adult female

Infant

Child

Adolescent male

Adolescent female

1

7-9

86

71

17

44

65

58

2

10-14

86

70

16

43

64

58

3

15-19

85

69

16

43

63

57

4

20-39

84

69

16

42

63

57

5

40-59

83

68

16

42

62

56

6

60-79

82.5

67.3

16

41

61.4

55.4

7

80-99

82.2

67.1

16

41

61.2

55.3

8

100-149

82

66.9

16

41

61.1

55.2

9

150-299

81.8

66.7

16

41

60.9

55

10

300-499

81.4

66.3

16

41

60.6

54.8

11

500 or more

81.2

66.1

16

41

60.5

54.7

\n```","sortOrder":125},{"sectionNumber":"10.02","sectionType":"section","heading":"Weight and balance documents","content":"#### 10.02 Weight and balance documents\n\n (1) For the purposes of subregulation 121.455(1) of CASR, weight and balance documents for a flight must include the following:\n (a) the registration mark of the aeroplane;\n (b) the name of the pilot in command;\n (c) the name of the person who prepared the weight and balance documents;\n (d) the date of the flight;\n (e) the flight identification number or estimated time of departure;\n (f) the name or identification of the departure aerodrome and the destination aerodrome;\n (g) the total of the aeroplane’s empty weight, the weight of any removable equipment, the weight of consumables and the weight of all the crew members;\n (h) the weights in the following subparagraphs, separately itemised:\n (i) the total weight of passengers and carry-on baggage;\n (ii) the total weight of cargo not otherwise included in subparagraph (i);\n (iii) the total weight of usable fuel;\n (i) the aeroplane’s zero fuel weight, take-off weight and planned landing weight;\n (j) the aeroplane’s maximum zero fuel weight, maximum take-off weight and maximum landing weight;","sortOrder":126},{"sectionNumber":"Chapter 11—Equipment","sectionType":"part","heading":"Chapter 11—Equipment","content":"## Chapter 11—Equipment\n\n### Division 1—General\n\n#### 11.01 Purpose of Chapter 11\n\n (1) For the purposes of subregulation 121.460(1) of CASR, this Chapter prescribes requirements relating to:\n (a) the fitment and non-fitment of equipment to an aeroplane; and\n (b) the carrying of equipment on an aeroplane; and\n (c) equipment that is fitted to, or carried on, an aeroplane.\n\n> Note: Requirements in relation to equipment may also be in relation to the inoperability of the equipment.\n\n (2) In this Chapter, unless the contrary intention appears in or for a particular provision:\n (a) a reference to a pilot seeing or viewing anything from a pilot’s seat is taken to mean that the thing is seen or viewed from the pilot’s normal sitting position in the seat; and\n (b) any mention of feet (or ft) in the context of an altitude is taken to mean feet above mean sea level (AMSL), unless otherwise stated.\n\n#### 11.02 Standards etc.\n\n In this Chapter, a reference in a provision to a document that is applied, adopted or incorporated for the purposes of the provision is a reference to the document as it exists or is in force from time to time, unless the contrary intention is expressly stated by the reference being to a specifically dated version of the document.\n\n#### 11.03 Aeroplane operator—Chapter 11 requirements\n\n (1) The operator of an aeroplane must ensure that each requirement set out in this Chapter that applies in relation to the aeroplane is met.\n (2) The pilot in command of an aeroplane for a flight must ensure that each of the requirements mentioned in the following provisions is met for the aeroplane and the flight:\n (a) subsections 11.16(1) to (6);\n (b) subsection 11.18(2);\n (c) section 11.22;\n (d) subsections 11.42(2) and (3);\n (f) subsections 11.67(1) to (7);\n (g) subsections 11.68(1) and (2).","sortOrder":127},{"sectionNumber":"11.01","sectionType":"section","heading":"Purpose of Chapter 11","content":"#### 11.01 Purpose of Chapter 11\n\n (1) For the purposes of subregulation 121.460(1) of CASR, this Chapter prescribes requirements relating to:\n (a) the fitment and non-fitment of equipment to an aeroplane; and\n (b) the carrying of equipment on an aeroplane; and\n (c) equipment that is fitted to, or carried on, an aeroplane.\n\n> Note: Requirements in relation to equipment may also be in relation to the inoperability of the equipment.\n\n (2) In this Chapter, unless the contrary intention appears in or for a particular provision:\n (a) a reference to a pilot seeing or viewing anything from a pilot’s seat is taken to mean that the thing is seen or viewed from the pilot’s normal sitting position in the seat; and\n (b) any mention of feet (or ft) in the context of an altitude is taken to mean feet above mean sea level (AMSL), unless otherwise stated.","sortOrder":129},{"sectionNumber":"11.02","sectionType":"section","heading":"Standards etc.","content":"#### 11.02 Standards etc.\n\n In this Chapter, a reference in a provision to a document that is applied, adopted or incorporated for the purposes of the provision is a reference to the document as it exists or is in force from time to time, unless the contrary intention is expressly stated by the reference being to a specifically dated version of the document.","sortOrder":130},{"sectionNumber":"11.03","sectionType":"section","heading":"Aeroplane operator—Chapter 11 requirements","content":"#### 11.03 Aeroplane operator—Chapter 11 requirements\n\n (1) The operator of an aeroplane must ensure that each requirement set out in this Chapter that applies in relation to the aeroplane is met.\n (2) The pilot in command of an aeroplane for a flight must ensure that each of the requirements mentioned in the following provisions is met for the aeroplane and the flight:\n (a) subsections 11.16(1) to (6);\n (b) subsection 11.18(2);\n (c) section 11.22;\n (d) subsections 11.42(2) and (3);\n (f) subsections 11.67(1) to (7);\n (g) subsections 11.68(1) and (2).","sortOrder":131},{"sectionNumber":"11.04","sectionType":"section","heading":"Approval of aeroplane equipment","content":"#### 11.04 Approval of aeroplane equipment\n\n (1) Before a registered aeroplane begins a flight, any equipment that is required to be fitted to, or carried on, the aeroplane under this Chapter must be compliant with the requirements of, or approved under, Part 21 of CASR.\n (2) Subsection (1) does not apply to any of the following:\n (a) an item of equipment used to display the time;\n (b) an independent portable light, for example, a flashlight or torch;\n (c) a headset;\n (d) a portable megaphone;\n (e) a sea anchor and other equipment for mooring;\n (f) a first-aid kit, an emergency medical kit or a universal precaution kit;\n (g) survival equipment, including signalling equipment.\n (3) Before a foreign-registered aeroplane begins a flight, the equipment fitted to, or carried on, the aeroplane must have been approved by the national aviation authority of the aeroplane’s State of registry.\n (4) If equipment is carried on an aeroplane although not required by this Chapter to be fitted or carried, then:\n (a) the equipment need not be compliant with the requirements of, or approved under, Part 21 of CASR; and\n (b) for a foreign-registered aeroplane—the equipment need not have been approved by the national aviation authority of the aeroplane’s State of registry; and\n (c) no information provided by the equipment may be used by a flight crew member to comply with any requirement of this Chapter in relation to equipment that is required to be fitted or carried for communications or navigation; and\n (d) the equipment, whether functional or otherwise, must not at any time affect the airworthiness of the aeroplane; and\n (e) if the equipment is surveillance equipment—the equipment, whether functional or otherwise, must not at any time affect the safety of other aircraft or interfere with the proper functioning of an air traffic service.\n\n> Note: An example of surveillance equipment that could affect the safety of other aircraft is equipment that transmits a signal on a frequency used by ADS‑B but does not provide the proper information. Similarly, equipment could transmit improper information to an air traffic service surveillance system.","sortOrder":133},{"sectionNumber":"11.05","sectionType":"section","heading":"Visibility and accessibility of equipment","content":"#### 11.05 Visibility and accessibility of equipment\n\n (1) This section applies in relation to equipment that is required, under this Chapter, to be fitted to, or carried on, an aeroplane for a flight.\n (2) Any equipment that is for a pilot’s manual or visual use in, or from, the cockpit must be visible to, and usable by, the pilot from the pilot’s seat in the aeroplane.\n (3) Emergency equipment that is required to be fitted to, or carried on, an aeroplane for a flight under this Chapter must be easily accessible for immediate use in the event of an emergency.","sortOrder":134},{"sectionNumber":"11.06","sectionType":"section","heading":"Serviceability of equipment","content":"#### 11.06 Serviceability of equipment\n\n Any equipment required by this Chapter to be fitted to, or carried on, an aeroplane for a flight must be operative unless:\n (a) another section of this Chapter provides otherwise; or\n (b) the equipment:\n (i) is inoperative because of a defect that has been approved as a permissible unserviceability for the aeroplane for the flight; and\n (ii) is fitted or carried in accordance with the permissible unserviceability.\n\n> Note: For paragraph (a), a minimum equipment list (a MEL) can only permit equipment that is required to be fitted to, or carried on, an aircraft by this Chapter, to be unserviceable within the limits of the requirements contained in this Chapter. For example, section 11.20 contains an allowable time period of 72 hours related to flights with inoperative altitude alerting equipment. A MEL would not be approved if it contained a maximum time period for altitude alerting equipment to be inoperative, that was greater than the time period specified by either a master minimum equipment list (MMEL) or the legislation.\n\n> Note: MELs are approved under regulation 91.935 of CASR.","sortOrder":135},{"sectionNumber":"11.07","sectionType":"section","heading":"Flight instrument requirements","content":"#### 11.07 Flight instrument requirements\n\n (1) An aeroplane in an operation under the IFR must be fitted with equipment for measuring and displaying the following flight information:\n (a) indicated airspeed;\n (b) pressure altitude;\n (c) magnetic heading;\n (d) time;\n (e) Mach number—but only for an aeroplane with operating limitations expressed in terms of Mach number;\n (f) turn and slip;\n (g) attitude;\n (h) vertical speed;\n (i) stabilised heading;\n (j) outside air temperature;\n (k) whether the supply of power to gyroscopic instruments (if any) is adequate.\n (2) An aeroplane in an operation under the IFR must be fitted with equipment, separate from, and independent of, the corresponding equipment mentioned in subsection (1), for measuring and displaying the following flight information:\n (a) indicated airspeed;\n (b) pressure altitude;\n (c) Mach number—but only for an aeroplane with operating limitations expressed in terms of Mach number;\n (d) turn and slip;\n (e) attitude;\n (f) vertical speed;\n (g) stabilised heading.\n (3) Despite subsections (1) and (2), for an aeroplane in an operation under the IFR, the equipment for measuring and displaying the flight information mentioned in column 1 of an item in table 11.07 must meet the requirements mentioned in column 2 of the item.","sortOrder":137},{"sectionNumber":"11.08","sectionType":"section","heading":"Radiocommunication systems","content":"#### 11.08 Radiocommunication systems\n\n (1) An aeroplane for a flight, in any class of airspace, must be fitted with at least 2 independent radiocommunication systems:\n (a) collectively capable of communication on all frequencies necessary to meet the reporting, broadcast and listening watch requirements under regulations 91.630, 91.635, 91.640 and 91.675 of CASR, from any point on the route of the flight, including in the event of any diversions; and\n (b) each capable of receiving meteorological information at any time during the flight; and\n (c) at least one of which must have 2-way voice communication capability; and\n (d) at least one of which must provide for communication on the aeronautical emergency frequency 121.5 MHz.\n (2) Subsection (3) applies if the aeroplane is a 2-engine aeroplane and has an EDTO approval with a maximum diversion time that is more than 180 minutes.\n (3) At least one radiocommunication system fitted to the aeroplane must, for an EDTO flight under the approval:\n (a) be capable of providing immediate satellite-based voice communication (SATCOM/SATVOICE); and\n (b) provide communication capability:\n (i) between the flight crew and air traffic services; and\n (ii) between the flight crew and the operational control centre.","sortOrder":139},{"sectionNumber":"11.09","sectionType":"section","heading":"Navigation equipment","content":"#### 11.09 Navigation equipment\n\n (1) In this section:\n\n> approved GNSS means:\n\n (a) a GNSS system that is authorised in accordance with one of the following:\n (i) (E)TSO-C129;\n (ii) (E)TSO-C145;\n (iii) (E)TSO-C146;\n (iv) (E)TSO-C196a; or\n (b) a multi-sensor navigation system that:\n (i) includes GNSS and inertial integration; and\n (ii) is approved under Part 21 of CASR as providing a level of performance equivalent to a GNSS system mentioned in subparagraph (a)(ii), (iii) or (iv).\n\n> Note: For paragraph (a), GNSS equipment authorised in accordance with (E)TSO-C129 is unlikely to support ADS-B position source equipment requirements.","sortOrder":140},{"sectionNumber":"11.10","sectionType":"section","heading":"Automatic pilot","content":"#### 11.10 Automatic pilot\n\n (1) Subject to subsection (3), an aeroplane must be fitted with an automatic pilot.\n (2) The automatic pilot must have at least the following modes:\n (a) an altitude holding mode;","sortOrder":141},{"sectionNumber":"11.11","sectionType":"section","heading":"Equipment to ensure clear view through the windshield","content":"#### 11.11 Equipment to ensure clear view through the windshield\n\n (1) An aeroplane with a maximum take-off weight of more than 5 700 kg must be fitted with equipment to remove precipitation from the area of windshield directly in front of a pilot’s seat.\n (2) An aeroplane with a maximum take-off weight of 5 700 kg or less must:\n (a) meet the requirement under subsection (1) as if it applied to the aeroplane; or\n (b) have a windshield whose design is such that moderate rain will not impair the pilot’s view for take-off, landing or normal flight.\n\n> Note: Subsection 11.07(2) of the Part 91 Manual of Standards requires RVSM operations to be conducted in accordance with the requirements of the authorised aeronautical information. For an aeroplane that does not have an automatic pilot with the altitude hold function serviceable, operations in RVSM airspace may be restricted as a result of these requirements.","sortOrder":142},{"sectionNumber":"11.12","sectionType":"section","heading":"Internal doors and curtains","content":"#### 11.12 Internal doors and curtains\n\n (1) If an aeroplane has any of the following:\n (a) an internal door;\n (b) a curtain;\n through which a passenger in a passenger seat must pass to reach a passenger emergency exit, the door or curtain must be fitted in accordance with this section.\n (2) An internal door, or curtain, must have a means of being secured open.\n (3) There must be:\n\n(a) a placard placed on an internal door indicating that the door must be secured open during take-off and landing; and\n\n(b) a means for a crew member to open a door that is normally accessible to, and lockable by, a passenger.\n\n(4) There must be a placard adjacent to a curtain indicating that the curtain must be secured open during take-off and landing.","sortOrder":143},{"sectionNumber":"11.13","sectionType":"section","heading":"Survival equipment—remote areas and over water","content":"#### 11.13 Survival equipment—remote areas and over water\n\n (1) A flight of an aeroplane that will be conducted in or through a remote area (within the meaning given by section 26.63 of the Part 91 MOS) must carry survival equipment that is appropriate for sustaining life in the area in or through which the flight will be conducted.","sortOrder":144},{"sectionNumber":"11.14","sectionType":"section","heading":"Equipment to measure and record cosmic radiation","content":"#### 11.14 Equipment to measure and record cosmic radiation\n\n (1) An aeroplane for a flight above FL 490 must be fitted with equipment to measure and display, in a unit that is readily visible to a flight crew member piloting the aeroplane, the total cosmic radiation received in the aeroplane’s cabin.\n (2) For the purposes of subsection (1), the equipment must continuously measure and display:\n (a) the dose rate of total cosmic radiation being received during the flight; and\n (b) the cumulative dose of total cosmic radiation received on each flight.\n (3) In this section:\n\n> total cosmic radiation means the sum total of ionizing and neutron radiation of galactic and solar origin.","sortOrder":145},{"sectionNumber":"11.15","sectionType":"section","heading":"Cockpit and cabin lighting requirements","content":"#### 11.15 Cockpit and cabin lighting requirements\n\n (1) An aeroplane operating by night must be fitted with (or carry, as applicable) the following lighting equipment:\n (a) cockpit lighting that meets the requirements mentioned in subsection (2);\n (b) cabin lighting that enables each occupant of the aeroplane to see and use:\n (i) the occupant’s seatbelt and oxygen facilities, if any; and\n (ii) the normal and emergency exits;\n (c) for each flight crew member—an independent portable light accessible to the flight crew member from the flight crew member’s normal seat in the aeroplane;\n (d) for each other crew member (if any)—an independent portable light accessible to the crew member at the crew member’s crew station.\n (2) Cockpit lighting equipment of an aeroplane operating by night must:\n (a) illuminate each item of equipment that may be used by the flight crew; and\n (b) illuminate the documents that may be used by the flight crew, including checklists and flight documents; and\n (c) be compatible with each item of equipment that may be used by a pilot; and\n (d) be arranged in a way that:\n (i) enables all placards and instrument markings to be read from each pilot’s normal sitting position in a pilot’s seat in the aeroplane; and\n (ii) each pilot’s eyes are shielded from direct and reflected light; and\n (e) be adjustable so that the intensity of the lighting can be varied for the light conditions.\n\n(3) Cockpit lighting equipment of an aeroplane operating by day must meet the requirements in paragraphs (2)(a) to (c) if natural light does not adequately illuminate the items of equipment and documents mentioned in paragraphs (2)(a) and (b).","sortOrder":147},{"sectionNumber":"11.16","sectionType":"section","heading":"Anti-collision lights","content":"#### 11.16 Anti-collision lights\n\n (1) An aeroplane operating by day or by night must be fitted with anti-collision lights.\n (2) The anti-collision light equipment fitted to an aeroplane must comprise:\n (a) at least one red beacon light; or\n (b) at least 2 white strobe lights; or\n (c) a combination of all of the lights mentioned in paragraphs (a) and (b).\n (3) For anti-collision light equipment comprising one or more red beacon lights only, the lights must be displayed as follows:\n (a) for a turbine-engine aeroplane—from immediately before the engines are started until the time the engines are shut down at the end of the flight;\n (b) for any other aeroplane—from immediately after the engines are started until the time the engines are shut down at the end of the flight.\n (4) For anti-collision light equipment comprising white strobe lights only, the lights must be displayed as follows:\n (a) for a turbine-engine aeroplane—from immediately before the engines are started until the time the engines are shut down at the end of the flight;\n (b) for any other aeroplane—from immediately after the engines are started until the time the engines are shut down at the end of the flight.\n (5) For anti-collision light equipment comprising a combination of red beacon lights and white strobe lights, the lights must be displayed as follows:\n (a) for the red beacon lights—in accordance with the requirements in subsection (3);\n (b) for the white strobe lights, in accordance with the following:\n (i) if the aeroplane, on its way to the runway from which it will take off, or on its way from the runway on which it has landed, crosses any other runway that is in use for take-offs or landings (an active runway)—while the aeroplane is crossing the active runway;\n (ii) from the time the aeroplane first enters the runway from which the aeroplane will take off until the time the aeroplane leaves the runway on which it has landed.\n (6) Subsections (3), (4) and (5) do not apply if the pilot in command reasonably believes that, in the circumstances, reflection or glare from the anti-collision light system may cause a hazard to an aircraft.","sortOrder":148},{"sectionNumber":"11.17","sectionType":"section","heading":"Landing lights","content":"#### 11.17 Landing lights\n\n An aeroplane operating by night must be fitted with at least:\n (a) 2 landing lights; or\n (b) a single landing light having 2 independent and separately energised illumination sources.","sortOrder":149},{"sectionNumber":"11.18","sectionType":"section","heading":"Navigation lights","content":"#### 11.18 Navigation lights\n\n (1) An aeroplane operating by night must be fitted with navigation lights.\n (2) If required to be fitted under subsection (1), the navigation lights must be displayed during a flight and when operating on the movement area of an aerodrome.","sortOrder":150},{"sectionNumber":"Division 6","sectionType":"division","heading":"Alerting and warning system requirements","content":"### Division 6—Alerting and warning system requirements\n\n#### 11.19 Altitude alerting system and assigned altitude indicator\n\n (1) The following aeroplanes must be fitted with altitude alerting equipment in accordance with subsection (2):\n (a) a piston-engine aeroplane operating in controlled airspace above FL 150;\n (b) a turbine-engine aeroplane.\n (2) For subsection (1), the altitude alerting equipment must:\n (a) include an assigned altitude indicator; and\n (b) alert the flight crew if the aeroplane approaches a preselected altitude; and\n (c) alert the flight crew, including by an aural or visual warning, if the aeroplane deviates from a preselected altitude.\n (3) An aeroplane that is not required to be fitted with altitude alerting equipment under subsection (1) must be fitted with altitude alerting equipment at least in the form of an assigned altitude indicator.\n\n#### 11.20 Aeroplane flown with inoperative altitude alerting equipment or assigned altitude indicator\n\n Despite section 11.19, altitude alerting equipment may be inoperative at the beginning of a flight only if:\n (a) the flight:\n (i) begins within 72 hours of the time the equipment was found to be inoperative; and\n (ii) is from an aerodrome at which there is no facility for the equipment to be repaired or replaced; and\n (b) for an aeroplane that is required to be fitted with an ACAS—the ACAS is not also inoperative.\n\n> Note: For a flight of an aeroplane fitted with inoperative altitude alerting equipment, section 11.07 of the Part 91 Manual of Standards states requirements in relation to air traffic control clearances.\n\n#### 11.20A Radio altimeters\n\n From the beginning of 1 April 2026, each radio altimeter fitted to an aeroplane used for the conduct of a low-visibility approach in Australian territory must comply with the requirements for tolerance to radio frequency interference specified for a “radio altimeter tolerant airplane” in FAA Airworthiness Directive AD 2023-10-02 (FAA AD 2023-10-02) as existing on 26 May 2023.\n\n> Note 1: In FAA AD 2023-10-02, a “radio altimeter tolerant airplane” is defined for the purposes of the AD as “one for which the radio altimeter, as installed, demonstrates the tolerances specified in paragraphs (g)(1)(i) and (ii) of this AD, using a method approved by the FAA.”.\n\n> Note 2: 26 May 2023 is the date FAA AD 2023-10-02 was published in the Federal Register of the United States Government.","sortOrder":151},{"sectionNumber":"11.19","sectionType":"section","heading":"Altitude alerting system and assigned altitude indicator","content":"#### 11.19 Altitude alerting system and assigned altitude indicator\n\n (1) The following aeroplanes must be fitted with altitude alerting equipment in accordance with subsection (2):\n (a) a piston-engine aeroplane operating in controlled airspace above FL 150;\n (b) a turbine-engine aeroplane.\n (2) For subsection (1), the altitude alerting equipment must:\n (a) include an assigned altitude indicator; and\n (b) alert the flight crew if the aeroplane approaches a preselected altitude; and\n (c) alert the flight crew, including by an aural or visual warning, if the aeroplane deviates from a preselected altitude.\n (3) An aeroplane that is not required to be fitted with altitude alerting equipment under subsection (1) must be fitted with altitude alerting equipment at least in the form of an assigned altitude indicator.","sortOrder":152},{"sectionNumber":"11.20","sectionType":"section","heading":"Aeroplane flown with inoperative altitude alerting equipment or assigned altitude indicator","content":"#### 11.20 Aeroplane flown with inoperative altitude alerting equipment or assigned altitude indicator\n\n Despite section 11.19, altitude alerting equipment may be inoperative at the beginning of a flight only if:\n (a) the flight:\n (i) begins within 72 hours of the time the equipment was found to be inoperative; and\n (ii) is from an aerodrome at which there is no facility for the equipment to be repaired or replaced; and\n (b) for an aeroplane that is required to be fitted with an ACAS—the ACAS is not also inoperative.\n\n> Note: For a flight of an aeroplane fitted with inoperative altitude alerting equipment, section 11.07 of the Part 91 Manual of Standards states requirements in relation to air traffic control clearances.","sortOrder":153},{"sectionNumber":"11.20A Radio altimeters","sectionType":"section","heading":"11.20A Radio altimeters","content":"#### 11.20A Radio altimeters\n\n From the beginning of 1 April 2026, each radio altimeter fitted to an aeroplane used for the conduct of a low-visibility approach in Australian territory must comply with the requirements for tolerance to radio frequency interference specified for a “radio altimeter tolerant airplane” in FAA Airworthiness Directive AD 2023-10-02 (FAA AD 2023-10-02) as existing on 26 May 2023.\n\n> Note 1: In FAA AD 2023-10-02, a “radio altimeter tolerant airplane” is defined for the purposes of the AD as “one for which the radio altimeter, as installed, demonstrates the tolerances specified in paragraphs (g)(1)(i) and (ii) of this AD, using a method approved by the FAA.”.\n\n> Note 2: 26 May 2023 is the date FAA AD 2023-10-02 was published in the Federal Register of the United States Government.","sortOrder":154},{"sectionNumber":"11.21","sectionType":"section","heading":"Airborne collision avoidance system (ACAS)","content":"#### 11.21 Airborne collision avoidance system (ACAS)\n\n (1) In this instrument:\n\n> approved ACAS means an ACAS that is authorised in writing by CASA or the national aviation authority of a recognised country in accordance with one of the following:\n\n (a) (E)TSO-C119c;\n (b) (E)TSO-C219.\n\n> resolution advisory, or RA, for an ACAS, means an indication given to the flight crew recommending:\n\n (a) a manoeuvre intended to provide separation from all threats; or\n (b) a manoeuvre restriction intended to maintain existing separation.\n\n> traffic advisory, or TA, for an ACAS, means an indication given to the flight crew that a certain intruder aircraft is a potential threat.\n\n (2) An aeroplane mentioned in subsection (3) must be fitted with an approved ACAS.\n (3) For subsection (2), the aeroplane must be a turbine-engine aeroplane that:\n (a) either:\n (i) has a maximum take-off weight of more than 15 000 kg; or\n (ii) has a maximum certificated passenger seating capacity of more than 30; or\n (b) is first registered, in Australia or elsewhere, on or after 1 January 2014, and:\n (i) has a maximum take-off weight of more than 5 700 kg but not more than 15 000 kg; or\n (ii) has a maximum certificated passenger seating capacity of more than 19 but not more than 30.","sortOrder":155},{"sectionNumber":"11.22","sectionType":"section","heading":"ACAS—requirements for use","content":"#### 11.22 ACAS—requirements for use\n\n (1) During the period mentioned in subsection (2), an approved ACAS fitted to an aeroplane under section 11.21, or a TCAS fitted to an aeroplane as mentioned in section 11.21A, must be activated in a mode that enables a resolution advisory to be produced.\n (2) For subsection (1), the period begins when the aeroplane commences the take-off for the flight and ends when the aeroplane lands for the flight.\n (3) Despite subsection (1), if the aeroplane’s flight manual requires the ACAS to be operated in another mode in specified circumstances, the ACAS may be operated in that mode in those circumstances.\n\n> Note: For example, the RA indication mode (using traffic advisory (TA) indication only or equivalent) may be inhibited if this is called for by an abnormal procedure specified in the aeroplane’s flight manual.","sortOrder":156},{"sectionNumber":"11.23","sectionType":"section","heading":"Flight with inoperative ACAS or TCAS","content":"#### 11.23 Flight with inoperative ACAS or TCAS\n\n (1) An approved ACAS, or a TCAS mentioned in section 11.21A, may be inoperative at the beginning of a flight only if:\n (a) the flight:\n (i) begins from an aerodrome at which there is no facility for the ACAS or TCAS to be replaced, within 72 hours of the time the ACAS or TCAS was found to be inoperative; or\n (ii) is to an aerodrome at which there is a facility for the ACAS or TCAS to be repaired or replaced; and\n (b) if the aeroplane is required to be fitted with an altitude alerting system—that system is not also inoperative.","sortOrder":157},{"sectionNumber":"11.24","sectionType":"section","heading":"Terrain awareness and warning system (TAWS)","content":"#### 11.24 Terrain awareness and warning system (TAWS)\n\n (1) In this section:\n\n> TAWS-Class A means a terrain awareness and warning system that:\n\n (a) meets the performance requirements for Class A equipment in (E)TSO‑C151a; and\n (b) is authorised in writing by CASA or the national aviation authority of a recognised country.\n\n> TAWS-Class B means a terrain awareness and warning system that:\n\n (a) meets the performance requirements for Class B equipment in (E)TSO‑C151a; and\n (b) is authorised in writing by CASA or the national aviation authority of a recognised country.\n (2) A turbine-engine aeroplane must be fitted with a TAWS-Class A.\n (3) A piston-engine aeroplane must be fitted with a TAWS-Class A or a TAWS‑Class B.","sortOrder":158},{"sectionNumber":"11.25","sectionType":"section","heading":"Flight with inoperative TAWS equipment","content":"#### 11.25 Flight with inoperative TAWS equipment\n\n A TAWS fitted in accordance with section 11.24 may be inoperative at the beginning of a flight but only if the flight begins:\n (a) from an aerodrome at which there is no facility for the TAWS to be repaired or replaced; and\n (b) within 24 hours of the time the TAWS was found to be inoperative.","sortOrder":159},{"sectionNumber":"11.26","sectionType":"section","heading":"Airborne weather radar equipment","content":"#### 11.26 Airborne weather radar equipment\n\n (1) An aeroplane must be fitted with airborne weather radar equipment.","sortOrder":160},{"sectionNumber":"11.27","sectionType":"section","heading":"Flight with inoperative airborne weather radar equipment","content":"#### 11.27 Flight with inoperative airborne weather radar equipment\n\n (1) Despite section 11.26, airborne weather radar equipment may be inoperative at the beginning of a flight only if none of the relevant forecasts or reports indicate that potentially hazardous weather conditions exist:\n (a) in the flight path along which the aeroplane will be flown; or\n (b) if the operational flight plan for the flight includes an alternate aerodrome—in the flight path to the alternate aerodrome.\n (2) In this section:\n\n> potentially hazardous weather conditions means such potential weather conditions as can be detected by airborne weather radar equipment.","sortOrder":161},{"sectionNumber":"Division 7","sectionType":"division","heading":"Flight recorders","content":"### Division 7—Flight recorders\n\n#### 11.28 Definitions—flight recorders\n\nIn this instrument:\n\n> CVR means cockpit voice recorder.\n\nFDR means flight data recorder.\n\n> flight recorder means a combination recorder, FDR or CVR.\n\n> Note: A combination recorder is an item of equipment that combines the functions of a flight data recorder and a cockpit voice recorder: see the definition of the term in the CASR Dictionary.\n\n#### 11.29 Flight data recorder\n\n One FDR must be fitted to an aeroplane that has a maximum take-off weight of more than 5 700 kg and is:\n (a) turbine-powered; or\n (b) of a type first certificated in its country of manufacture on, or after, 1 July 1965.\n\n#### 11.30 Cockpit voice recorder\n\n One CVR must be fitted to:\n (a) an aeroplane that has a maximum take-off weight of more than 5 700 kg and which:\n (i) is turbine-powered; or\n (ii) is of a type first certificated in its country of manufacture on. or after, 1 July 1965.\n (b) a multi-engine turbine-powered aeroplane that:\n (i) has a maximum take-off weight of 5 700 kg or less; and\n (ii) is pressurised; and\n (iii) is type certificated in its country of manufacture for operation with more than 11 seats (including seats specifically designed for the use of crew members); and\n (iv) was first issued with a certificate of airworthiness after 1 January 1988.\n\n#### 11.31 Combination recorders\n\n If the combined effect of sections 11.29 and 11.30 is that the aeroplane must be fitted with both one FDR and one CVR, the requirements may be met by the fitment of:\n (a) 2 combination recorders; or\n (b) one FDR and one combination recorder; or\n (c) one CVR and one combination recorder.","sortOrder":162},{"sectionNumber":"11.28","sectionType":"section","heading":"Definitions—flight recorders","content":"#### 11.28 Definitions—flight recorders\n\nIn this instrument:\n\n> CVR means cockpit voice recorder.\n\nFDR means flight data recorder.\n\n> flight recorder means a combination recorder, FDR or CVR.\n\n> Note: A combination recorder is an item of equipment that combines the functions of a flight data recorder and a cockpit voice recorder: see the definition of the term in the CASR Dictionary.","sortOrder":163},{"sectionNumber":"11.29","sectionType":"section","heading":"Flight data recorder","content":"#### 11.29 Flight data recorder\n\n One FDR must be fitted to an aeroplane that has a maximum take-off weight of more than 5 700 kg and is:\n (a) turbine-powered; or\n (b) of a type first certificated in its country of manufacture on, or after, 1 July 1965.","sortOrder":164},{"sectionNumber":"11.30","sectionType":"section","heading":"Cockpit voice recorder","content":"#### 11.30 Cockpit voice recorder\n\n One CVR must be fitted to:\n (a) an aeroplane that has a maximum take-off weight of more than 5 700 kg and which:\n (i) is turbine-powered; or\n (ii) is of a type first certificated in its country of manufacture on. or after, 1 July 1965.\n (b) a multi-engine turbine-powered aeroplane that:\n (i) has a maximum take-off weight of 5 700 kg or less; and\n (ii) is pressurised; and\n (iii) is type certificated in its country of manufacture for operation with more than 11 seats (including seats specifically designed for the use of crew members); and\n (iv) was first issued with a certificate of airworthiness after 1 January 1988.","sortOrder":165},{"sectionNumber":"11.31","sectionType":"section","heading":"Combination recorders","content":"#### 11.31 Combination recorders\n\n If the combined effect of sections 11.29 and 11.30 is that the aeroplane must be fitted with both one FDR and one CVR, the requirements may be met by the fitment of:\n (a) 2 combination recorders; or\n (b) one FDR and one combination recorder; or\n (c) one CVR and one combination recorder.","sortOrder":166},{"sectionNumber":"11.32","sectionType":"section","heading":"FDR, CVR and combination recorder technical requirements","content":"#### 11.32 FDR, CVR and combination recorder technical requirements\n\n (1) An FDR or a combination recorder must comply with one of the following:\n (a) the requirements of Civil Aviation Order 103.19 Instrument 2007, as in force from time to time;\n (b) (E)TSO-C124a.\n\n> Note: These standards include the minimum recording time requirements.\n\n (2) A CVR or a combination recorder must comply with one of the following:\n (a) the requirements of Civil Aviation Order 103.20 Instrument 2007, as in force from time to time;\n (b) (E)TSO-C123a.\n\n> Note: These standards include the minimum recording time requirements.\n\n (3) The operator of an aeroplane that is required to be fitted with any of the following must ensure that, at any time:\n (a) for an FDR or a combination recorder—the recorder retains its last 25 hours of flight data recording; and\n (b) for a CVR or a combination recorder—the recorder retains its last 30 minutes of cockpit voice recording; and\n (c) for an FDR or a combination recorder—data are preserved from the last 2 occasions on which flight data recording was calibrated.\n\n> Note: The purpose of paragraph (c) is to enable determination of the accuracy of recorded data.","sortOrder":167},{"sectionNumber":"11.33","sectionType":"section","heading":"Use of FDR, CVR and combination recorders","content":"#### 11.33 Use of FDR, CVR and combination recorders\n\n (1) Subject to subsection (4), an FDR fitted to an aeroplane under this Division must record continuously from the time the aeroplane begins moving under its own power, until the time the flight is terminated and the aeroplane can no longer move under its own power.\n (2) Subject to subsection (4), a CVR fitted to an aeroplane under this Division must:\n (a) start to record before the aeroplane first begins moving under its own power for a flight; and\n (b) as far as practicable, if electrical power is available, start to record as early as possible during the cockpit checks before the engines are started at the beginning of the flight; and\n (c) record continuously until the termination of the flight when the aeroplane is no longer capable of moving under its own power and the engines have been shut down; and\n (d) as far as practicable, if electrical power is available, continue recording until as close as possible to the conclusion of the cockpit checks immediately following engine shutdown at the end of the flight.","sortOrder":168},{"sectionNumber":"11.34","sectionType":"section","heading":"Flight with an inoperative FDR, CVR or combination recorder","content":"#### 11.34 Flight with an inoperative FDR, CVR or combination recorder\n\n (1) An FDR, CVR or combination recorder fitted onto an aeroplane may be inoperative at the beginning of a flight, only if:\n (a) the flight begins from a departure aerodrome with no facility for the flight recorder to be repaired or replaced; and\n (b) any requirements that apply under paragraphs (2)(a) to (d) are met.\n (2) For paragraph (1)(b), the requirements are:\n (a) if the aeroplane is only required to be fitted with one CVR or FDR—the inoperative CVR or FDR has not been inoperative for more than 21 days; and\n (b) if the aeroplane is required to be fitted with both one CVR and one FDR:\n (i) the inoperative CVR or FDR has not been inoperative for more than 21 days; and\n (ii) the other recorder is operative; and\n (c) if the aeroplane is fitted with one combination recorder—the inoperative combination recorder has not been inoperative for more than 3 days; and\n (d) if the aeroplane is fitted with more than one combination recorder:\n (i) the inoperative combination recorder has not been inoperative for more than 21 days; and\n (ii) at least one combination recorder is operative.","sortOrder":169},{"sectionNumber":"11.35","sectionType":"section","heading":"Data link recorder","content":"#### 11.35 Data link recorder\n\n (1) With effect from the beginning of 2 December 2023, this section applies to an aeroplane that:\n (a) is:\n (i) first issued with a certificate of airworthiness, or an authorisation (however described) equivalent to a certificate of airworthiness issued by the NAA of a Contracting State, on or after 1 January 2016; or\n (ii) modified on or after 1 January 2016 to install and utilise any of the data link communications application types listed in column 1 of table 11.35(4); and\n (b) is required under section 11.30 to be fitted with a CVR; and\n (c) has the capability to operate data link communications.\n (2) The following requirements apply to the aeroplane:\n (a) data link communications messages must be recorded;\n (b) the recording must be on a flight recorder capable of preserving the recordings in the event of any accident to the aeroplane;\n (c) the recording must be capable of correlation to the relevant contents of the CVR.\n (3) The flight recorder mentioned in subsection (2) must be capable of recording for at least the same duration as the CVR fitted under section 11.30.\n (4) For the purposes of subsection (2), the recording of data link communications messages for an application type mentioned in column 1 of an item in table 11.35(4), as described in column 2 of the item, must meet the recording content requirement of each symbol mentioned in column 3 of the item, in accordance with subsection (5) and as described in table 11.35(5).\n\n```html\n

Table 11.35(4)—Requirements for recording of data link communications messages for applications

Item

Column 1

Application type

Column 2

Application description

Column 3

Recording content

1

Data link initiation

This includes any application used to log on to, or initiate, a data link service. In Future Air Navigation System (FANS)-1/A and air traffic navigation (ATN), these are ATS facilities notification (AFN) and context management (CM) respectively

C

2

Controller/pilot communication

This includes any application used to exchange requests, clearances, instructions and reports between the flight crew and air traffic controllers. In FANS-1/A and ATN, this includes the controller pilot data link communications (CPDLC) application. It also includes applications used for the exchange of oceanic clearances (OCL) and departure clearances (DCL) as well as data link delivery of taxi clearances

C

3

Addressed surveillance

This includes any surveillance application in which the ground sets up contracts for delivery of surveillance data. In FANS-1/A and ATN, this includes the automatic dependent surveillance‑contract (ADS-C) application. Where parametric data are reported within the message, they must be recorded unless data from the same source are recorded on the FDR

C

4

Flight information

This includes any service used for delivery of flight information to specific aircraft. This includes, for example, data link aviation weather report service (D-METAR), data link-automatic terminal service (D-ATIS), digital Notice to Airmen (D-NOTAM) and other textual data link services

C

5

Aircraft broadcast surveillance

This includes elementary and enhanced surveillance systems, as well as automatic dependent surveillance-broadcast (ADS-B) output data. Where the parametric data sent by the aeroplane are reported within the message, they must be recorded unless data from the same source are recorded on the FDR

M*

6

Aeronautical operational control data

This includes any application transmitting or receiving data used for AOC operations, including data in relation to the initiation, continuation, diversion or termination of a flight in the interests of the safety of the aircraft and the regularity and efficiency of the flight

M*

\n```\n\n (5) For subsection (4), the recording content requirement for a symbol mentioned in column 1 of an item in table 11.35(5) is that described in column 2 of the item.\n\n```html\n

Table 11.35(5)—Requirements for recording content

Item

Column 1

Recording content symbol

Column 2

Recording content symbol’s requirements

1

C

Complete contents recorded

2

M

Information that enables correlation with any associated records stored separately from the aeroplane

3

*

Applications that are to be recorded only as far as practicable given the architecture of the system

\n```","sortOrder":170},{"sectionNumber":"Division 8","sectionType":"division","heading":"Aeroplane interior communication systems","content":"### Division 8—Aeroplane interior communication systems\n\n#### 11.36 Flight crew intercommunication system\n\n (1) An aeroplane must be fitted with a flight crew intercommunication system that consists of one headset, and one microphone that is not of the hand-held type, for each flight crew member for the flight.\n (2) The aeroplane must also be fitted with, or carry, either:\n (a) another headset, and another microphone not of the hand-held type, in addition to those carried under subsection (1); or\n (b) a hand-held microphone and cockpit speaker that can enable any flight crew member to conduct all required communications within the crew or external to the aeroplane.\n\n#### 11.37 Crew interphone system\n\n (1) This section applies if:\n (a) a cabin crew member is required to be carried on an aeroplane for a flight; or\n (b) a crew member occupies a crew station remote from the flight deck.\n (2) An aeroplane must be fitted with a crew interphone system (the interphone system) in accordance with this section.\n (3) The interphone system, other than its handsets, headsets, microphones, selector switches and signalling devices, must operate independently of:\n (a) the flight crew intercommunication system; and\n (b) the public-address system.\n (4) The interphone system must be readily accessible for use by:\n (a) each flight crew member from the flight crew member’s seat in the flight crew compartment (cockpit); and\n (b) each cabin crew member at the cabin crew member’s crew station.\n (5) The interphone system must enable any crew member to activate an incoming call alert that:\n (a) uses aural or visual signals; and\n (b) distinguishes between normal and emergency calls.\n (6) The interphone system must provide 2-way communication between the following:\n (a) the flight crew compartment (cockpit) and each crew station in a passenger compartment;\n (b) the flight crew compartment (cockpit) and each galley located other than on the same level as a passenger compartment;\n (c) the flight crew compartment (cockpit) and each crew rest area located other than on the same level as a passenger compartment;","sortOrder":171},{"sectionNumber":"11.36","sectionType":"section","heading":"Flight crew intercommunication system","content":"#### 11.36 Flight crew intercommunication system\n\n (1) An aeroplane must be fitted with a flight crew intercommunication system that consists of one headset, and one microphone that is not of the hand-held type, for each flight crew member for the flight.\n (2) The aeroplane must also be fitted with, or carry, either:\n (a) another headset, and another microphone not of the hand-held type, in addition to those carried under subsection (1); or\n (b) a hand-held microphone and cockpit speaker that can enable any flight crew member to conduct all required communications within the crew or external to the aeroplane.","sortOrder":172},{"sectionNumber":"11.37","sectionType":"section","heading":"Crew interphone system","content":"#### 11.37 Crew interphone system\n\n (1) This section applies if:\n (a) a cabin crew member is required to be carried on an aeroplane for a flight; or\n (b) a crew member occupies a crew station remote from the flight deck.\n (2) An aeroplane must be fitted with a crew interphone system (the interphone system) in accordance with this section.\n (3) The interphone system, other than its handsets, headsets, microphones, selector switches and signalling devices, must operate independently of:\n (a) the flight crew intercommunication system; and\n (b) the public-address system.\n (4) The interphone system must be readily accessible for use by:\n (a) each flight crew member from the flight crew member’s seat in the flight crew compartment (cockpit); and\n (b) each cabin crew member at the cabin crew member’s crew station.\n (5) The interphone system must enable any crew member to activate an incoming call alert that:\n (a) uses aural or visual signals; and\n (b) distinguishes between normal and emergency calls.\n (6) The interphone system must provide 2-way communication between the following:\n (a) the flight crew compartment (cockpit) and each crew station in a passenger compartment;\n (b) the flight crew compartment (cockpit) and each galley located other than on the same level as a passenger compartment;\n (c) the flight crew compartment (cockpit) and each crew rest area located other than on the same level as a passenger compartment;","sortOrder":173},{"sectionNumber":"11.38","sectionType":"section","heading":"Public-address system","content":"#### 11.38 Public-address system\n\n (1) An aeroplane must be fitted with a public-address system, in accordance with this section, to enable crew members to address the passengers whether the aeroplane is in flight or on the ground.\n (2) The public-address system, other than handsets, headsets, microphones, selector switches and signalling devices, must operate independently of:\n (a) the flight crew intercommunication system; and\n (b) the crew interphone system (if any).\n (3) The public-address system must be readily accessible for use by each flight crew member from the flight crew member’s seat in the flight crew compartment.\n (4) At each emergency exit with an adjacent cabin crew seat on the same level as a passenger compartment (a relevant location), there must be a handset or microphone operable by the cabin crew member while seated.\n (5) Despite subsection (4), a single handset or microphone may serve more than one relevant location, but only if the 2 relevant locations are so close as to allow unassisted verbal communication between the seated cabin crew members.\n (6) The public-address system must be operable within 10 seconds of activation by a cabin crew member at each relevant location.\n (7) Announcements made using the public-address system must be audible at all of the following:\n (a) passenger seats;\n (b) toilets;\n (c) galleys;\n (d) cabin crew stations;\n (e) crew rest areas.","sortOrder":174},{"sectionNumber":"Division 9","sectionType":"division","heading":"Oxygen equipment and oxygen supplies","content":"### Division 9—Oxygen equipment and oxygen supplies\n\n#### 11.39 Definitions for Division 9, Chapter 11\n\n In this Division:\n\n> assisting crew member means a crew member assisting a flight crew member with the flight crew member’s duties.\n\n> quick-donning mask means an oxygen mask that:\n\n (a) is for a flight crew member’s personal use; and\n (b) within 5 seconds of it being deployed and ready for use, the flight crew member can, with 1 hand, place over the face, secure and seal.\n\n> required cabin crew member means a cabin crew member required for the flight of an aeroplane under regulation 121.635 of CASR.\n\n> standard temperature and pressure means 0 degrees Celsius at a pressure of 760 mm Hg.\n\n> STPD means standard temperature and pressure dry.\n\n#### 11.40 Supplemental oxygen—pressurised aeroplanes\n\n (1) A pressurised aeroplane operated at a pressure altitude above 10 000 ft (a relevant aeroplane) must be fitted with, or carry, supplemental oxygen equipment capable of storing and dispensing supplemental oxygen to crew members and passengers.\n (2) Subject to subsection (2A), a relevant aeroplane must carry sufficient supplemental oxygen to meet the requirements set out in table 11.40.\n (2A) If:\n (a) the relevant aeroplane is certified to fly with a pressure altitude of only 25 000 ft or below; and\n (b) the aeroplane is able to safely descend within 4 minutes to a cabin pressure altitude of 13 000 ft;\n then the supplemental oxygen supply requirements in table 11.40 may be reduced as mentioned in subsection (2B).\n (2B) For subsection (2A):\n (a) for a person mentioned in column 1 of item 2 of the table (required cabin crew members)—to a supply for each required cabin crew member for the entire period when the cabin pressure altitude is between 10 000 ft and 13 000 ft; and\n (b) for a person mentioned in column 1 of item 3 of the table (passengers and crew not covered by item 1 or 2 of the table)—to a supply for 10% of the passengers and those crew, for the entire period when the cabin pressure altitude is between 10 000 ft and 13 000 ft.","sortOrder":175},{"sectionNumber":"11.39","sectionType":"section","heading":"Definitions for Division 9, Chapter 11","content":"#### 11.39 Definitions for Division 9, Chapter 11\n\n In this Division:\n\n> assisting crew member means a crew member assisting a flight crew member with the flight crew member’s duties.\n\n> quick-donning mask means an oxygen mask that:\n\n (a) is for a flight crew member’s personal use; and\n (b) within 5 seconds of it being deployed and ready for use, the flight crew member can, with 1 hand, place over the face, secure and seal.\n\n> required cabin crew member means a cabin crew member required for the flight of an aeroplane under regulation 121.635 of CASR.\n\n> standard temperature and pressure means 0 degrees Celsius at a pressure of 760 mm Hg.\n\n> STPD means standard temperature and pressure dry.","sortOrder":176},{"sectionNumber":"11.40","sectionType":"section","heading":"Supplemental oxygen—pressurised aeroplanes","content":"#### 11.40 Supplemental oxygen—pressurised aeroplanes\n\n (1) A pressurised aeroplane operated at a pressure altitude above 10 000 ft (a relevant aeroplane) must be fitted with, or carry, supplemental oxygen equipment capable of storing and dispensing supplemental oxygen to crew members and passengers.\n (2) Subject to subsection (2A), a relevant aeroplane must carry sufficient supplemental oxygen to meet the requirements set out in table 11.40.\n (2A) If:\n (a) the relevant aeroplane is certified to fly with a pressure altitude of only 25 000 ft or below; and\n (b) the aeroplane is able to safely descend within 4 minutes to a cabin pressure altitude of 13 000 ft;\n then the supplemental oxygen supply requirements in table 11.40 may be reduced as mentioned in subsection (2B).\n (2B) For subsection (2A):\n (a) for a person mentioned in column 1 of item 2 of the table (required cabin crew members)—to a supply for each required cabin crew member for the entire period when the cabin pressure altitude is between 10 000 ft and 13 000 ft; and\n (b) for a person mentioned in column 1 of item 3 of the table (passengers and crew not covered by item 1 or 2 of the table)—to a supply for 10% of the passengers and those crew, for the entire period when the cabin pressure altitude is between 10 000 ft and 13 000 ft.","sortOrder":177},{"sectionNumber":"11.41","sectionType":"section","heading":"Supplemental oxygen—unpressurised aeroplanes","content":"#### 11.41 Supplemental oxygen—unpressurised aeroplanes\n\n (1) An unpressurised aeroplane operated at a pressure altitude above 10 000 ft (a relevant aeroplane) must carry sufficient supplemental oxygen to meet the requirements set out in table 11.41.\n (2) A relevant aeroplane to which subsection (1) applies must be fitted with, or carry, supplemental oxygen equipment capable of storing and dispensing supplemental oxygen to crew members and passengers.\n (3) For a person mentioned in column 1 of an item of the table, supplemental oxygen must be made available in accordance with the supply requirements mentioned for the item in column 2.\n (4) Each flight crew member and assisting crew member must use the supplemental oxygen that is made available to each of them in accordance with the supply requirements mentioned in column 2 of item 1 of the table.","sortOrder":178},{"sectionNumber":"11.42","sectionType":"section","heading":"Oxygen masks usage requirements—pressurised aeroplane above FL 250","content":"#### 11.42 Oxygen masks usage requirements—pressurised aeroplane above FL 250\n\n (1) This section applies for a flight of a pressurised aeroplane that is flown above FL 250 at any time during the flight.\n (2) At least one pilot occupying a pilot seat:\n (a) must be wearing a sealed oxygen mask (securely worn) that:\n (i) is being supplied with supplemental oxygen; or\n (ii) automatically supplies supplemental oxygen when the cabin pressure altitude is at or above 14 000 ft; or\n (b) must have access to a quick-donning mask that is supplied with supplemental oxygen when the mask is donned.\n (3) During the period when the aeroplane is flown above FL 450 during the flight, at least one pilot occupying a pilot seat must be wearing one of the following that is being supplied with supplemental oxygen:\n (a) a sealed oxygen mask (securely worn);\n (b) a quick-donning mask.","sortOrder":179},{"sectionNumber":"11.43","sectionType":"section","heading":"Oxygen dispensing units for passengers in a pressurised aeroplane","content":"#### 11.43 Oxygen dispensing units for passengers in a pressurised aeroplane\n\n (1) Subsection (2) applies for a pressurised aeroplane that:\n (a) is of a type that was first issued with either of the following, on or after 9 November 1998:\n (i) a certificate of airworthiness; or\n (ii) an authorisation (however described) equivalent to a certificate of airworthiness issued by the national aviation authority of a Contracting State; and","sortOrder":180},{"sectionNumber":"11.44","sectionType":"section","heading":"Protective breathing equipment—flight crew members","content":"#### 11.44 Protective breathing equipment—flight crew members\n\n (1) When an aeroplane begins a flight, it must be carrying protective breathing equipment (PBE) for each flight crew member in accordance with this section.\n (2) The PBE:\n (a) must protect the wearer’s eyes, nose and mouth; and\n (b) in relation to the part protecting the wearer’s eyes:\n (i) must not adversely affect vision in any noticeable way; and\n (ii) must allow corrective glasses to be worn in a normal position; and\n (c) must be able to supply oxygen continuously for at least 15 minutes.\n\n> Note: The oxygen supply for the PBE for each flight crew member can be provided by the supplemental oxygen required under section 11.40 or 11.41 (as applicable to the flight).\n\n (3) The protective breathing equipment for a flight crew member must be accessible for immediate use at the flight crew member’s crew station.\n (4) The PBE must not prevent, or be likely to prevent, a flight crew member from effectively using any crew intercommunications or radiocommunications equipment fitted to, or carried on, the aeroplane.","sortOrder":181},{"sectionNumber":"11.45","sectionType":"section","heading":"Portable protective breathing equipment","content":"#### 11.45 Portable protective breathing equipment\n\n (1) When a pressurised aeroplane begins a flight, it must be carrying portable protective breathing equipment (portable PBE units) in accordance with this section.\n (2) Each portable PBE unit:\n (a) must protect the wearer’s eyes, nose and mouth; and\n (b) in relation to the part of the unit protecting the wearer’s eyes:\n (i) must not adversely affect vision in any noticeable way; and\n (ii) must allow corrective glasses to be worn in a normal position; and","sortOrder":182},{"sectionNumber":"11.46","sectionType":"section","heading":"First-aid oxygen equipment—pressurised aeroplane","content":"#### 11.46 First-aid oxygen equipment—pressurised aeroplane\n\n (1) In this section:\n\n> First-aid oxygen means a supply of undiluted oxygen for any passengers who, for physiological reasons, may still require oxygen when:\n\n (a) there has been a cabin depressurisation; and\n (b) the amounts of supplemental oxygen supply otherwise required under this Division have been exhausted.\n (2) Until immediately before 2 December 2023, an aeroplane must comply with the requirements related to first-aid oxygen (however described) in accordance with:\n (a) Civil Aviation Order 20.4, and Civil Aviation Order 108.26, as in force immediately before the commencement of this instrument; or\n (b) this section.\n (3) With effect from the beginning of 2 December 2023, an aeroplane must be fitted with or carry first-aid oxygen in accordance with this section.\n (4) This section applies to a pressurised aeroplane that:\n (a) is flown above FL 250 at any stage during the flight; and\n (b) carries a passenger on the flight.\n (5) When the aeroplane begins the flight, it must carry, for use in first aid, such a volume of first-aid oxygen as will provide an average oxygen gas flow rate, calculated assuming dry oxygen gas at standard temperature and pressure, of 3 litres per minute per person:\n (a) for whichever of the following is the greater number of persons:\n (i) 2% of the number of passengers carried on the flight;\n (ii) 1 person; and\n (b) for the flight period after a cabin depressurisation event during which the aeroplane’s cabin pressure altitude is above 8 000 ft but is not above 15 000 ft.\n (6) When the aeroplane begins the flight, it must carry, for use in dispensing first-aid oxygen, a sufficient number of specific first-aid oxygen dispensing units relative to the number of passengers on board, but in no case less than 2 such units.\n (7) An oxygen dispensing unit:\n (a) must be capable of generating a flow rate, calculated assuming dry oxygen gas at standard temperature and pressure, of at least 4 litres per minute per person STPD; and\n (b) may have a means of reducing the flow to not less than 2 litres per minute per person STPD at any altitude.","sortOrder":183},{"sectionNumber":"Division 10","sectionType":"division","heading":"Emergency locator transmitters","content":"### Division 10—Emergency locator transmitters\n\n#### 11.47 Carriage of ELTs\n\n (1) Until immediately before 2 December 2023, an aeroplane for a flight must be fitted with or carry emergency locator transmitters (ELTs) in accordance with:\n (a) regulation 252A of CAR, and subsection 6 of Civil Aviation Order 20.11 (as it applies to ELTs), as each of those provisions is in force immediately before the commencement of this instrument; or\n (b) this Division.\n (2) For the purposes of paragraph (1)(a), if immediately before 2 December 2021 the aeroplane flight would have been:\n (a) classed as a charter flight—then the ELT requirements are those that would have applied to such a charter flight; and\n (b) classed as an RPT flight—then the ELT requirements are those that would have applied to such an RPT flight.\n (3) With effect from the beginning of 2 December 2023, an aeroplane must be fitted with or carry ELTs in accordance with sections 11.48 to 11.51.\n\n#### 11.48 ELT must be fitted or carried\n\n An aeroplane that has the characteristics mentioned in columns 1 and 2 of an item in table 11.48, must be fitted with, or carry, at least the number and kind of ELTs mentioned in column 3 of the item.\n\n```html\n

Table 11.48—Emergency locator transmitters

Item

Column 1

Maximum certificated passenger seating capacity of the aeroplane

Column 2

Date certificate of airworthiness was first issued, or date an authorisation (however described) equivalent to a certificate of airworthiness issued by the NAA of a Contracting State, was first issued

Column 3

ELT requirements—at least:

1

Greater than 19

After 1 July 2008

2 ELTs, at least one of which must be an automatic ELT

2

Greater than 19

On or before 1 July 2008

Either:

1 automatic ELT; or

2 ELTs

3

19 or less

After 1 July 2008

1 automatic ELT

4

19 or less

On or before 1 July 2008

1 ELT

\n```","sortOrder":184},{"sectionNumber":"11.47","sectionType":"section","heading":"Carriage of ELTs","content":"#### 11.47 Carriage of ELTs\n\n (1) Until immediately before 2 December 2023, an aeroplane for a flight must be fitted with or carry emergency locator transmitters (ELTs) in accordance with:\n (a) regulation 252A of CAR, and subsection 6 of Civil Aviation Order 20.11 (as it applies to ELTs), as each of those provisions is in force immediately before the commencement of this instrument; or\n (b) this Division.\n (2) For the purposes of paragraph (1)(a), if immediately before 2 December 2021 the aeroplane flight would have been:\n (a) classed as a charter flight—then the ELT requirements are those that would have applied to such a charter flight; and\n (b) classed as an RPT flight—then the ELT requirements are those that would have applied to such an RPT flight.\n (3) With effect from the beginning of 2 December 2023, an aeroplane must be fitted with or carry ELTs in accordance with sections 11.48 to 11.51.","sortOrder":185},{"sectionNumber":"11.48","sectionType":"section","heading":"ELT must be fitted or carried","content":"#### 11.48 ELT must be fitted or carried\n\n An aeroplane that has the characteristics mentioned in columns 1 and 2 of an item in table 11.48, must be fitted with, or carry, at least the number and kind of ELTs mentioned in column 3 of the item.\n\n```html\n

Table 11.48—Emergency locator transmitters

Item

Column 1

Maximum certificated passenger seating capacity of the aeroplane

Column 2

Date certificate of airworthiness was first issued, or date an authorisation (however described) equivalent to a certificate of airworthiness issued by the NAA of a Contracting State, was first issued

Column 3

ELT requirements—at least:

1

Greater than 19

After 1 July 2008

2 ELTs, at least one of which must be an automatic ELT

2

Greater than 19

On or before 1 July 2008

Either:

1 automatic ELT; or

2 ELTs

3

19 or less

After 1 July 2008

1 automatic ELT

4

19 or less

On or before 1 July 2008

1 ELT

\n```","sortOrder":186},{"sectionNumber":"11.49","sectionType":"section","heading":"ELT—basic technical requirements","content":"#### 11.49 ELT—basic technical requirements\n\n In this Division, an ELT is a transmitter that meets the following requirements:\n (a) if the transmitter is activated—the transmitter must transmit simultaneously on 121.5 MHz and 406 MHz;\n (b) if the transmitter is fitted to, or carried on, an Australian aeroplane—the transmitter must be registered with the Australian Maritime Safety Authority (AMSA) and with no other authority;\n (c) if the transmitter is fitted to, or carried on, a foreign-registered aeroplane—the transmitter must be registered with the authority of the aeroplane’s State of registry that is responsible for SAR services, and not with AMSA;\n (d) the transmitter must, for identification purposes, be coded in accordance with the requirements for the transmitter in Appendix 1 to Chapter 5 of Part II, Voice Communications, in Volume III of ICAO Annex 10, Aeronautical Telecommunications;\n (e) if the transmitter is fitted with a lithium-sulphur dioxide battery—the battery must be authorised by the FAA or EASA in accordance with (E)TSO-C142a.","sortOrder":187},{"sectionNumber":"11.50","sectionType":"section","heading":"Automatic ELT","content":"#### 11.50 Automatic ELT\n\n (1) An automatic ELT is an ELT in accordance with section 11.49 that meets the requirements mentioned in subsection (2).\n (2) For the purposes of subsection (1), the ELT:\n (a) must be automatically activated on impact; and\n (b) must be one of the following types:\n (i) a type authorised by the FAA or EASA in accordance with (E)TSO‑C126;\n (ii) a type authorised by EASA in accordance with:\n (A) for operation on 121.5 MHz—ETSO-2C91a; and\n (B) for operation on 406 MHz—ETSO-2C126;\n (iii) a type approved under Part 21 of CASR as having a level of performance equivalent to a type of transmitter mentioned in subparagraph (i) or (ii).","sortOrder":188},{"sectionNumber":"11.51","sectionType":"section","heading":"Survival ELT","content":"#### 11.51 Survival ELT\n\n (1) A survival ELT is an ELT in accordance with section 11.49 that meets the requirements mentioned in subsection (2).\n (2) For the purposes of subsection (1), the ELT must be:\n (a) removable from the aeroplane; and\n (b) one of the following types:\n (i) an emergency position-indicating radio beacon of a type that meets the requirements of AS/NZS 4280.1:2003;","sortOrder":189},{"sectionNumber":"Division 11","sectionType":"division","heading":"Portable emergency equipment","content":"### Division 11—Portable emergency equipment\n\n#### 11.52 Hand-held fire extinguishers\n\n (1) In this section:\n\n> Class A cargo or baggage compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n> Class B cargo or baggage compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n> Class E cargo compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n (2) An aeroplane must carry at least the following number of hand-held fire extinguishers:\n (a) one in the flight crew compartment;\n (b) one in each galley, or (in the case that a galley is not in a passenger, crew or cargo compartment) readily accessible for use in the galley;\n (c) one that is accessible to the crew members, and that is conveniently located for use, in relation to each of the following:\n (i) a Class A cargo or baggage compartment;\n (ii) a Class B cargo or baggage compartment;\n (iii) a Class E cargo compartment;\n (d) for an aeroplane with the maximum operational passenger seat configuration mentioned in an item of column 1 of table 11.52—the number of extinguishers mentioned in column 2 of the item, conveniently located to provide adequate availability for use in each passenger compartment;\n\n```html\n

Table 11.52—Requirements for number of hand-held fire extinguishers

Item

Column 1

Maximum operational passenger seat configuration

Column 2

Number of extinguishers

1

7-30

1

2

31-60

2

3

61-200

3

4

201-300

4

5

301-400

5

6

401-500

6

7

501-600

7

8

601 or more

8

\n```","sortOrder":190},{"sectionNumber":"11.52","sectionType":"section","heading":"Hand-held fire extinguishers","content":"#### 11.52 Hand-held fire extinguishers\n\n (1) In this section:\n\n> Class A cargo or baggage compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n> Class B cargo or baggage compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n> Class E cargo compartment has the meaning given within FAR 25.857, as in force from time to time.\n\n (2) An aeroplane must carry at least the following number of hand-held fire extinguishers:\n (a) one in the flight crew compartment;\n (b) one in each galley, or (in the case that a galley is not in a passenger, crew or cargo compartment) readily accessible for use in the galley;\n (c) one that is accessible to the crew members, and that is conveniently located for use, in relation to each of the following:\n (i) a Class A cargo or baggage compartment;\n (ii) a Class B cargo or baggage compartment;\n (iii) a Class E cargo compartment;\n (d) for an aeroplane with the maximum operational passenger seat configuration mentioned in an item of column 1 of table 11.52—the number of extinguishers mentioned in column 2 of the item, conveniently located to provide adequate availability for use in each passenger compartment;\n\n```html\n

Table 11.52—Requirements for number of hand-held fire extinguishers

Item

Column 1

Maximum operational passenger seat configuration

Column 2

Number of extinguishers

1

7-30

1

2

31-60

2

3

61-200

3

4

201-300

4

5

301-400

5

6

401-500

6

7

501-600

7

8

601 or more

8

\n```","sortOrder":191},{"sectionNumber":"11.53","sectionType":"section","heading":"First-aid kits","content":"#### 11.53 First-aid kits\n\n (1) This section applies on and after 2 December 2023.\n (2) Subject to subsection (3), an aeroplane for a flight must carry the number of first-aid kits mentioned in column 2 of the item in table 11.53 that states, in column 1 of the item, the maximum operational passenger seat configuration of the aeroplane.\n\n```html\n

Table 11.53—First-aid kits

Item

Column 1

Maximum operational passenger seat configuration of:

Column 2

Number of first-aid kits:

1

0-100

1

2

101-200

2

3

201-300

3

4

301-400

4

5

401-500

5

6

501 or more

6

\n```\n\n (3) Subsection (2) does not apply if an aeroplane takes off from an aerodrome at which no facility exists for first-aid kits to be replenished or replaced, provided that the aeroplane carries a sufficient number of first-aid kits, taking into consideration the number of passengers on board for, and the duration of, the flight.\n (4) For the purposes of subsection (2), a first-aid kit must:\n (a) contain sufficient supplies for the number of persons to be carried on a flight of the aeroplane; and","sortOrder":192},{"sectionNumber":"11.54","sectionType":"section","heading":"Emergency medical kit","content":"#### 11.54 Emergency medical kit\n\n (1) This section applies to an aeroplane that:\n (a) has a maximum operational passenger seat configuration of more than 30; and\n (b) is engaged in a passenger transport operation or medical transport operation; and\n (c) during the flight, will be flown further from an aerodrome mentioned in subsection (2) than the distance the aeroplane can fly in 60 minutes, in still air and ISA conditions, at its normal cruising speed.\n (2) For the purposes of paragraph (1)(c), the aerodrome is an aerodrome:\n (a) at which qualified medical assistance is ordinarily available; or\n (b) from which medical assistance is readily accessible.\n (3) The aeroplane must carry an emergency medical kit.","sortOrder":193},{"sectionNumber":"11.55","sectionType":"section","heading":"Universal precaution kits","content":"#### 11.55 Universal precaution kits\n\n (1) This section applies to an aeroplane that is engaged in a passenger transport operation or a medical transport operation.\n (2) The aeroplane must carry the number of universal precaution kits mentioned in column 2 of the item in table 11.55 that states, in column 1 of the item, the maximum operational passenger seat configuration of the aeroplane.\n\n```html\n

Table 11.55—Universal precaution kits

Item

Column 1

Maximum operational passenger seat configuration of:

Column 2

Number of universal precaution kits:

1

250 or less

1

2

More than 250

2

\n```\n\n (3) Subsection (2) does not apply if an aeroplane takes off from an aerodrome at which no facility exists for universal precaution kits to be replenished or replaced, provided that the aeroplane carries a sufficient number of universal precaution kits, taking into consideration the number of passengers on board for, and the duration of, the flight.","sortOrder":194},{"sectionNumber":"11.56","sectionType":"section","heading":"Crash axe or crowbar","content":"#### 11.56 Crash axe or crowbar\n\n An aeroplane must carry a crash axe or a crowbar safely but accessibly stowed in its flight crew compartment (cockpit).","sortOrder":195},{"sectionNumber":"11.57","sectionType":"section","heading":"Megaphones","content":"#### 11.57 Megaphones\n\n (1) This section applies to an aeroplane that:\n (a) has a maximum operational passenger seat configuration of more than 60; and\n (b) is engaged in a passenger transport operation or a medical transport operation.\n (2) The aeroplane must carry at least the number of portable, battery-powered, megaphones (megaphones) mentioned in column 2 of the item in table 11.57 that states, in column 1 of the item, the maximum operational passenger seat configuration of the aeroplane.\n\n```html\n

Table 11.57—Megaphones

Item

Column 1

Maximum operational passenger seat configuration of:

Column 2

Number of megaphones—at least:

1

100 or less

1

2

More than 100

2

\n```\n\n (3) If 1 megaphone is carried in an aeroplane under this section, it must be kept in a place where it is readily accessible from a crew member’s seat.\n (4) If 2 megaphones are carried in an aeroplane under this subsection, they must be distributed through the passenger cabin or cabins so as to be readily accessible to crew members.\n (5) Each megaphone must:\n (a) be able to perform its function throughout any flight on which it is carried; and\n (b) be designed for ease of handling and use with one hand; and\n (c) have a volume control or adequate acoustic feedback suppression.","sortOrder":196},{"sectionNumber":"Division 12","sectionType":"division","heading":"Equipment for flights over water","content":"### Division 12—Equipment for flights over water\n\n#### 11.58 Sea anchors etc. and sound signals—seaplanes and amphibians\n\n (1) This section applies to a flight of an aeroplane if:\n (a) the aeroplane is a seaplane or an amphibian; and\n (b) the flight involves take-off from, or landing on, water.\n (2) When the aeroplane begins the flight, it must carry the following:\n (a) a sea anchor;\n (b) other equipment for mooring.\n (3) If the flight is conducted on or over water to which the International Regulations apply, the aeroplane must carry equipment for making the sound signals required by the International Regulations for the flight.\n\n> Note: The expression International Regulations is defined in the CASR Dictionary.\n\n#### 11.59 Life jacket carriage requirements\n\n (1) This section applies to a flight of an aeroplane:\n (a) if the aeroplane is a seaplane or an amphibian; or\n (b) for an aeroplane that is not a seaplane or an amphibian—if during the flight the aeroplane is flown more than 50 NM from an area of land that is suitable for a forced landing.\n (2) When the aeroplane begins the flight, it must carry the following:\n (a) for each infant on board—a life jacket, or another equally effective flotation device, that may have a whistle;\n (b) for each other person on board—a life jacket that must have a whistle.\n (3) This section does not apply if:\n (a) the aeroplane is flown over water for the purpose of climbing after take-off from, or descending to land at, an aerodrome; and\n (b) the aeroplane is flown in accordance with a navigational procedure that is normal for the climb or descent at the aerodrome.\n\n#### 11.60 Stowage of life jackets\n\n (1) This section applies to an aeroplane that is required to carry an approved life jacket or a flotation device under section 11.59.\n (2) Subject to subsection (3), when the aeroplane begins the flight, unless the life jacket or flotation device is being worn:\n (a) each infant’s life jacket or flotation device must be stowed where it is readily accessible by an adult responsible for the infant, in the event of an emergency evacuation; and\n (b) each other person’s life jacket must be stowed where it is readily accessible from the person’s seat in the event of an emergency evacuation.","sortOrder":197},{"sectionNumber":"11.58","sectionType":"section","heading":"Sea anchors etc. and sound signals—seaplanes and amphibians","content":"#### 11.58 Sea anchors etc. and sound signals—seaplanes and amphibians\n\n (1) This section applies to a flight of an aeroplane if:\n (a) the aeroplane is a seaplane or an amphibian; and\n (b) the flight involves take-off from, or landing on, water.\n (2) When the aeroplane begins the flight, it must carry the following:\n (a) a sea anchor;\n (b) other equipment for mooring.\n (3) If the flight is conducted on or over water to which the International Regulations apply, the aeroplane must carry equipment for making the sound signals required by the International Regulations for the flight.\n\n> Note: The expression International Regulations is defined in the CASR Dictionary.","sortOrder":198},{"sectionNumber":"11.59","sectionType":"section","heading":"Life jacket carriage requirements","content":"#### 11.59 Life jacket carriage requirements\n\n (1) This section applies to a flight of an aeroplane:\n (a) if the aeroplane is a seaplane or an amphibian; or\n (b) for an aeroplane that is not a seaplane or an amphibian—if during the flight the aeroplane is flown more than 50 NM from an area of land that is suitable for a forced landing.\n (2) When the aeroplane begins the flight, it must carry the following:\n (a) for each infant on board—a life jacket, or another equally effective flotation device, that may have a whistle;\n (b) for each other person on board—a life jacket that must have a whistle.\n (3) This section does not apply if:\n (a) the aeroplane is flown over water for the purpose of climbing after take-off from, or descending to land at, an aerodrome; and\n (b) the aeroplane is flown in accordance with a navigational procedure that is normal for the climb or descent at the aerodrome.","sortOrder":199},{"sectionNumber":"11.60","sectionType":"section","heading":"Stowage of life jackets","content":"#### 11.60 Stowage of life jackets\n\n (1) This section applies to an aeroplane that is required to carry an approved life jacket or a flotation device under section 11.59.\n (2) Subject to subsection (3), when the aeroplane begins the flight, unless the life jacket or flotation device is being worn:\n (a) each infant’s life jacket or flotation device must be stowed where it is readily accessible by an adult responsible for the infant, in the event of an emergency evacuation; and\n (b) each other person’s life jacket must be stowed where it is readily accessible from the person’s seat in the event of an emergency evacuation.","sortOrder":200},{"sectionNumber":"11.62","sectionType":"section","heading":"Life raft carriage requirements","content":"#### 11.62 Life raft carriage requirements\n\n (1) When an aeroplane begins a flight to which this section applies, it must carry sufficient life rafts to provide a place on a life raft for each person on the aeroplane.\n (2) This section applies to a flight of an aeroplane if, during the flight, the aeroplane is flown further over water than the following distances from a suitable forced landing area situated on land:\n (a) for a jet-driven multi-engine aeroplane with a maximum take-off weight of more than 2 722 kg—whichever is the shorter of the following:\n (i) the distance the aeroplane would fly in 2 hours at its normal cruising speed in still air;\n (ii) 400 NM;\n (b) for a turbine-engine propeller-driven aeroplane with a maximum take-off weight of more than 5 700 kg—whichever is the shorter of the following:\n (i) the distance the aeroplane would fly in 2 hours at its normal cruising speed in still air;\n (ii) 400 NM;\n (c) for any other aeroplane—whichever is the shorter of the following:\n (i) the distance the aeroplane would fly in 30 minutes at its normal cruising speed in still air;\n (ii) 100 NM.\n (3) For the purposes of subsection (1), when working out the number of life rafts to be carried on an aeroplane:\n (a) the capacity of a life raft is the rated capacity specified by the manufacturer for the life raft; and\n (b) the number of infants on board the aeroplane need not be taken into account.\n (4) Any overload capacity of a life raft is not to be taken into account in determining its capacity for the purposes of paragraph (3)(a).","sortOrder":201},{"sectionNumber":"11.63","sectionType":"section","heading":"Stowage of life rafts","content":"#### 11.63 Stowage of life rafts\n\n (1) This section applies to an aeroplane that is required to carry a life raft under section 11.62.","sortOrder":202},{"sectionNumber":"11.64","sectionType":"section","heading":"Underwater locating device (ULD)","content":"#### 11.64 Underwater locating device (ULD)\n\n (1) In this section:\n\n> approved ULD means an underwater locating device that is authorised by CASA or the national aviation authority of a recognised country in accordance with one of the following:\n\n (a) TSO-C200;\n (b) ETSO-C200.\n\n> tail section means the tail assembly of an aeroplane consisting of its vertical and horizontal stabilizers, and including its fin, rudder, and elevators.\n\n (2) With effect from the beginning of 2 December 2023, this section applies to a flight of an aeroplane if:\n (a) the aeroplane has a maximum take-off weight of more than 27 000 kg; and\n (b) under this Division, the aeroplane is required to carry a life raft for the flight.\n (3) For the flight, the aeroplane must be fitted with an approved ULD that meets the requirements in subsection (4).\n (4) For subsection (3), the approved ULD must:\n (a) not be installed in or on the aeroplane’s wings or any part of its tail section; and\n (b) be automatically activated as soon as the aeroplane’s fuselage enters any body of water; and\n (c) when activated—continuously, and for at least 30 days’ duration, emit a sound signal on the 8.8 kHz frequency.","sortOrder":203},{"sectionNumber":"Division 13","sectionType":"division","heading":"Surveillance equipment","content":"### Division 13—Surveillance equipment\n\n#### 11.65 Definitions\n\n In this instrument:\n\n> ADS-B means automatic dependent surveillance – broadcast.\n\n> ADS-B OUT means the functional capability of an aircraft or vehicle to periodically broadcast its state vector (position and velocity) and other information derived from on-board systems in a format suitable for ADS-B IN capable receivers.\n\n> aircraft address means a unique combination of 24 bits available for assignment to an aircraft for the purpose of air-ground communications, navigation, and surveillance.\n\n> alternate ADS-B OUT equipment configuration: see paragraph (b) of the definition of approved ADS-B OUT equipment configuration.\n\n> approved ADS-B OUT equipment configuration means an equipment configuration capable of ADS-B OUT operation on the ground and in flight, and that is one of the following:\n\n (a) an approved Mode S transponder with ADS-B capability connected to an approved GNSS position source;\n (b) an alternate ADS-B OUT equipment configuration meeting the requirements mentioned in section 11.70;\n (c) another system approved under Part 21 of CASR as having a level of performance equivalent to a system mentioned in paragraph (a) or (b).\n\n> approved GNSS position source means a GNSS position source that is:\n\n (a) authorised by the FAA or EASA in accordance with one of the following:\n (i) (E)TSO-C145a;\n (ii) (E)TSO-C146a;\n (iii) (E)TSO-C196a; or\n (b) an alternate GNSS position source meeting the requirements mentioned in section 11.69; or\n (c) another system approved under Part 21 of CASR as having a level of performance equivalent to performance in accordance with paragraph (a) or (b).\n\n> approved Mode A/C transponder means a Mode A transponder or a Mode C transponder that is authorised:\n\n (a) by CASA or the national aviation authority of a recognised country in accordance with TSO‑C74c or ETSO-C74d; or\n (b) by CASA in accordance with ATSO-1C74c.","sortOrder":204},{"sectionNumber":"11.65","sectionType":"section","heading":"Definitions","content":"#### 11.65 Definitions\n\n In this instrument:\n\n> ADS-B means automatic dependent surveillance – broadcast.\n\n> ADS-B OUT means the functional capability of an aircraft or vehicle to periodically broadcast its state vector (position and velocity) and other information derived from on-board systems in a format suitable for ADS-B IN capable receivers.\n\n> aircraft address means a unique combination of 24 bits available for assignment to an aircraft for the purpose of air-ground communications, navigation, and surveillance.\n\n> alternate ADS-B OUT equipment configuration: see paragraph (b) of the definition of approved ADS-B OUT equipment configuration.\n\n> approved ADS-B OUT equipment configuration means an equipment configuration capable of ADS-B OUT operation on the ground and in flight, and that is one of the following:\n\n (a) an approved Mode S transponder with ADS-B capability connected to an approved GNSS position source;\n (b) an alternate ADS-B OUT equipment configuration meeting the requirements mentioned in section 11.70;\n (c) another system approved under Part 21 of CASR as having a level of performance equivalent to a system mentioned in paragraph (a) or (b).\n\n> approved GNSS position source means a GNSS position source that is:\n\n (a) authorised by the FAA or EASA in accordance with one of the following:\n (i) (E)TSO-C145a;\n (ii) (E)TSO-C146a;\n (iii) (E)TSO-C196a; or\n (b) an alternate GNSS position source meeting the requirements mentioned in section 11.69; or\n (c) another system approved under Part 21 of CASR as having a level of performance equivalent to performance in accordance with paragraph (a) or (b).\n\n> approved Mode A/C transponder means a Mode A transponder or a Mode C transponder that is authorised:\n\n (a) by CASA or the national aviation authority of a recognised country in accordance with TSO‑C74c or ETSO-C74d; or\n (b) by CASA in accordance with ATSO-1C74c.","sortOrder":205},{"sectionNumber":"11.66","sectionType":"section","heading":"Carriage of surveillance equipment","content":"#### 11.66 Carriage of surveillance equipment\n\n An aeroplane in an operation mentioned in column 1 of an item in table 11.66, in the class of airspace mentioned in column 2 of the item, must be fitted with surveillance equipment that meets the requirements mentioned in column 3 of the item.","sortOrder":206},{"sectionNumber":"11.67","sectionType":"section","heading":"Operation of surveillance equipment—general requirements","content":"#### 11.67 Operation of surveillance equipment—general requirements\n\n (1) The requirements of this section are subject to section 11.71.\n (2) Surveillance equipment required to be fitted to, or carried on, an aircraft by section 11.66 must be continuously operated during the circumstances mentioned in section 11.66.\n\n> Note: Continuous operation for a transponder means that the equipment must be operated in a mode that enables an SSR response to be transmitted.\n\n (3) Subsection (2) does not apply if air traffic control has issued an instruction that the surveillance equipment is not to be operated.\n (4) If an aircraft is fitted with more than 1 approved transponder, only 1 transponder is to be operated at any time.\n (5) For each transponder, the Mode A code must be set:\n (a) to the transponder code assigned by air traffic control for the flight; or\n (b) if no transponder code is so assigned—to the relevant standard code in table 11.67(5).\n\n```html\n

Table 11.67(5)—Transponders: Mode A standard codes

Item

Column 1

Situation

Column 2

Mode A code

1

(a) Flights in Class A, B, C or D airspace;

(b) IFR flights in Class E airspace

3000

2

IFR flights in Class G airspace

2000

3

VFR flights in Class E or Class G airspace

1200

4

Flights in Class G over water at a distance greater than 15 NM from shore

4000

5

Flights engaged in coastal surveillance

7615

6

Ground testing by aircraft maintenance staff

2100

\n```","sortOrder":207},{"sectionNumber":"11.68","sectionType":"section","heading":"Mode S transponders and ADS-B OUT—specific requirements","content":"#### 11.68 Mode S transponders and ADS-B OUT—specific requirements\n\n (1) An approved ADS-B OUT equipment configuration fitted to an aeroplane for a flight must be configured in accordance with the following:\n (a) the assigned aircraft address must be entered into the equipment;\n (b) with one of the following forms of aircraft flight identification entered into the equipment:\n (i) if a flight notification is filed with air traffic control for the flight—the aircraft identification mentioned on the flight notification;\n (ii) if no flight notification is filed with air traffic control for the flight—the aircraft registration mark.\n (2) An approved Mode S transponder must transmit each of the following when interrogated on the manoeuvring area of an aerodrome or in flight:\n (a) the assigned aircraft address;\n (b) the Mode A code;\n (c) the Mode C code;\n (d) subject to subsection (3)—the aircraft flight identification.\n (3) Transmission of the aircraft flight identification by an approved Mode S transponder is optional for an aeroplane that was first certificated in its country of manufacture before 9 February 2012 (an older aeroplane). However, an older aeroplane that is equipped to transmit, may transmit its aircraft flight identification.\n (4) If an approved Mode S transponder transmits any Mode S EHS DAPs, the transmitted DAPs must comply with the standards set out in paragraph 3.1.2.10.5.2.3 and Table 3-10 of Volume IV, Surveillance and Collision Avoidance Systems, of ICAO Annex 10.\n\n> Note 1: Paragraph 3.1.2.10.5.2.3 includes paragraphs 3.1.2.10.5.2.3.1, 3.1.2.10.5.2.3.2 and 3.1.2.10.5.2.3.3.\n\n> Note 2: Australian Mode S SSR supports EHS DAPs. Transmission of Mode S EHS DAPs that are not in accordance with the ICAO standards may provide misleading information to air traffic control. Operators need to ensure that EHS DAPs are being transmitted.\n\n (5) If an approved Mode S transponder is fitted to an aeroplane first certificated in its country of manufacture on or after 9 February 2012:\n (a) having a certificated maximum take-off weight above 5 700 kg; or\n (b) that is capable of normal operation at a maximum cruising true airspeed above 250 kts;\n the transponder’s receiving and transmitting antennae must:\n (c) be located in the upper and lower fuselage; and\n (d) operate in diversity, as specified in paragraphs 3.1.2.10.4 to 3.1.2.10.4.5 (inclusive) of Volume IV, Surveillance and Collision Avoidance Systems, of ICAO Annex 10.\n\n> Note: Paragraph 3.1.2.10.4.2.1 is recommendatory only.\n\n (6) An aeroplane must not fly in Australian territory if it is fitted with Mode S transponder equipment other than an approved ADS-B OUT equipment configuration, unless the equipment is:\n (a) deactivated; or\n (b) set to transmit only a value of zero for the NUCp, NACp, NIC or SIL.\n\n> Note: It is considered equivalent to deactivation if NUCp, NACp, NIC or SIL is set to continually transmit only a value of zero.\n\n (7) The pilot in command of an aeroplane for a flight must ensure the requirements in subsections (1) and (2) are met for the aeroplane and the flight.\n\n> Note: The aeroplane operator is also subject to the requirements in subsections (1) and (2), and each other requirement in this section and this Chapter that applies in relation to the aeroplane and a flight: see subsection 11.03(2).","sortOrder":208},{"sectionNumber":"11.69","sectionType":"section","heading":"Alternate GNSS position source for ADS-B OUT—requirements","content":"#### 11.69 Alternate GNSS position source for ADS-B OUT—requirements\n\n (1) For an aeroplane first certificated in its country of manufacture on or after 8 December 2016, an alternate GNSS position source is acceptable if the source:\n (a) is certified by CASA or the national aviation authority of a recognised country for use in IFR flight; and\n (b) has included in its specification and operation the following:\n (i) FDE, computed in accordance with the definition at paragraph 1.7.3 of RTCA/DO-229D;\n (ii) the output function HPL, computed in accordance with the definition at paragraph 1.7.2 of RTCA/DO-229D;\n (iii) functionality that, for the purpose of HPL computation, accounts for the absence of the SA of the GPS in accordance with paragraph 1.8.1.1 of RTCA/DO-229D.\n (2) For an aeroplane first certificated in its country of manufacture before 8 December 2016, an alternate GNSS position source is acceptable if it meets the requirements of subsection (1), other than subparagraph (1)(b)(iii) which is optional.\n\n> Note: The following GNSS receivers meet the requirements of this section, namely, those certified to (E)TSO-C145a or (E)TSO-C146a, or later versions; or those manufactured to comply with (E)TSO-C196a. Some later versions of GNSS receivers certified to (E)TSO-C129 may also meet the requirements, i.e. those having FDE and HPL features incorporated.","sortOrder":209},{"sectionNumber":"11.70","sectionType":"section","heading":"Alternate ADS-B OUT equipment configuration—requirements","content":"#### 11.70 Alternate ADS-B OUT equipment configuration—requirements\n\n (1) An alternate ADS-B OUT equipment configuration is acceptable if:\n (a) it has been certified by CASA or the national aviation authority of a recognised country, during type certification, as meeting the standards of EASA AMC 20-24 or EASA CS‑ACNS; and\n (b) the aircraft flight manual or flight manual supplement attests to the certification; and\n (c) the GNSS system meets the performance requirements mentioned in subsection 11.69(1).\n (2) An alternate ADS-B OUT equipment configuration is acceptable if:\n (a) it has been certified by EASA, during type certification, as meeting the standards of EASA AMC 20-24; and\n (b) the aircraft flight manual attests to the certification; and\n (c) the GNSS system meets the performance requirements mentioned in subsection 11.69(1).\n (3) For an aeroplane first certificated in its country of manufacture on or after 8 December 2016, an equipment configuration is acceptable if:\n (a) it has been certified by the FAA, during type certification, as meeting the standards of 14 CFR 91.227; and\n (b) the aircraft flight manual attests to the certification; and","sortOrder":210},{"sectionNumber":"11.71","sectionType":"section","heading":"Aeroplane flown with no operative surveillance equipment","content":"#### 11.71 Aeroplane flown with no operative surveillance equipment\n\n Where this Chapter requires surveillance equipment to be fitted to an aeroplane, the equipment may be inoperative at the beginning of a flight if the flight:\n (a) begins from an aerodrome at which there is no facility for the surveillance equipment to be repaired or replaced; and\n (b) ends not more than 72 hours after the time the surveillance equipment was found to be inoperative.\n\n> Note: See also section 11.06 for additional requirements related to a flight with inoperative equipment. For a flight with no operative surveillance equipment, within controlled airspace or at a controlled aerodrome, Division 11.2 of the Part 91 Manual of Standards has requirements related to air traffic control clearances. Whether a clearance is issued, or when a clearance may be issued, could be affected by the flight not being conducted with operative surveillance equipment.","sortOrder":211},{"sectionNumber":"Chapter 12—Flight crew training and chec","sectionType":"part","heading":"Chapter 12—Flight crew training and checking","content":"## Chapter 12—Flight crew training and checking\n\nNote: Division 91.D.11 of CASR contains requirements that may be relevant to the use of an aeroplane for conducting a training or checking event mentioned in this Chapter.","sortOrder":212},{"sectionNumber":"12.01","sectionType":"section","heading":"Requirement to use flight simulators for certain kinds of aeroplanes","content":"#### 12.01 Requirement to use flight simulators for certain kinds of aeroplanes\n\n For the purposes of paragraph 121.510(1)(b) of CASR, an aeroplane of a kind listed in an item of table 12.01 is prescribed.\n\n```html\n

Table 12.01—Requirement to use flight simulators for certain kinds of aeroplanes

Item

Column 1

Column 2

Type certificate holder or manufacturer

Aircraft type rating or model or variant

1

RESERVED

RESERVED

2

\n```","sortOrder":214},{"sectionNumber":"12.02","sectionType":"section","heading":"Scope of Division 2, Chapter 12","content":"#### 12.02 Scope of Division 2, Chapter 12\n\n This Division:\n (a) is made for paragraph 121.555(1)(b) of CASR; and\n (b) prescribes requirements for an aeroplane operator’s initial training for a flight crew member.","sortOrder":216},{"sectionNumber":"12.03","sectionType":"section","heading":"Flight crew—training facilities and devices: initial training","content":"#### 12.03 Flight crew—training facilities and devices: initial training\n\n A training facility or device used to conduct the operator’s initial training must meet the requirements of Division 3 of Chapter 13 that apply in relation to the training.","sortOrder":217},{"sectionNumber":"12.04","sectionType":"section","heading":"Flight crew—position description and responsibilities training","content":"#### 12.04 Flight crew—position description and responsibilities training\n\n Initial training for a flight crew member must include training on the following matters:\n (a) the flight crew member’s duties and responsibilities during operations, including the need to respond promptly and effectively to emergency situations;\n (b) responsibilities in ensuring that relevant documents and manuals are kept up-to-date;\n (c) responsibilities in ensuring that the flight crew member performs his or her duties in accordance with the operator’s exposition;\n (d) identifying when crew members other than flight crew members have the authority and responsibility to initiate an evacuation and any other emergency procedure.","sortOrder":218},{"sectionNumber":"12.05","sectionType":"section","heading":"Flight crew—effective communication and coordination","content":"#### 12.05 Flight crew—effective communication and coordination\n\n (1) Initial training for a flight crew member must include training on the importance of effective communication and coordination:\n (a) between crew members; and","sortOrder":219},{"sectionNumber":"12.06","sectionType":"section","heading":"Flight crew—fire and smoke: initial training","content":"#### 12.06 Flight crew—fire and smoke: initial training\n\n (1) Initial training for a flight crew member must include training in fire and smoke detection and suppression, including training in:\n (a) the importance of:\n (i) dealing promptly with flight deck and cabin emergencies involving fire and smoke; and\n (ii) correctly identifying the source of the fire; and\n (iii) taking specific actions necessary for coordination and assistance when fire or smoke is discovered; and\n (b) the classification of fires and the appropriate type of extinguishing agents for each classified type of fire; and\n (c) firefighting techniques for particular fire situations, including techniques for the application of extinguishing agents; and\n (d) the consequences of misapplication of extinguishing agents and of using extinguishing agents in a confined space; and\n (e) the effects of smoke in an enclosed area; and\n (f) the visual restrictions associated with using smoke protection equipment relevant to aviation.\n\n(2) On and after 2 December 2023, the training must also include practical training in firefighting that covers:\n\n (a) extinguishing a fire; and\n (b) using the firefighting equipment, specified for the purpose in the operator’s exposition, in a smoke-filled (or simulated smoke-filled) environment.\n\n> Note 1: The practical training mentioned in paragraph (2)(a) is a live firefighting exercise and therefore must meet the requirements in subsections 13.09(2) and (3).\n\n> Note 2: The practical training mentioned in paragraph (2)(b) must meet the requirements in subsection 13.09(1).","sortOrder":220},{"sectionNumber":"12.07","sectionType":"section","heading":"Flight crew—fatigue and fitness for duty","content":"#### 12.07 Flight crew—fatigue and fitness for duty\n\n Initial training for a flight crew member must include training on the following matters:\n (a) the requirements for continuing competence and fitness to operate as a flight crew member, including flight and duty time limitations and rest requirements;\n (b) alertness management, the physiological effects of fatigue, sleep physiology, circadian rhythm and time zone changes.","sortOrder":221},{"sectionNumber":"12.08","sectionType":"section","heading":"Flight crew—general-survival training","content":"#### 12.08 Flight crew—general-survival training\n\n (1) Initial training for a flight crew member must include training in survival methods on land and water appropriate to the operator’s areas of operation.\n (2) The training must include practical training using survival equipment determined by the operator, under the procedures mentioned in regulation 121.340 of CASR, for an aeroplane in respect of which the flight crew member has been assigned duties.","sortOrder":222},{"sectionNumber":"12.09","sectionType":"section","heading":"Flight crew—water-survival training","content":"#### 12.09 Flight crew—water-survival training\n\n Life jackets\n (1) The requirements in subsection (2) apply if:\n (a) life jackets are, under section 11.59, required to be carried for a flight of an aeroplane operated by the operator; and\n (b) the flight crew member is assigned to duty for a flight of the aeroplane.\n (2) Initial training for a flight crew member must include a comprehensive drill requiring the flight crew member to:\n (a) don a life jacket; and\n (b) practice, in water, the techniques that maximise survival time in the water.\n Life rafts, slide rafts and associated equipment\n (3) The requirements in subsection (4) apply if:\n (a) life rafts are, under section 11.62, required to be carried for a flight of an aeroplane operated by the operator; and\n (b) the flight crew member is assigned to duty on the aeroplane for a flight.\n (4) The following requirements must be met:\n (a) initial training of the flight crew member must include a demonstration of:\n (i) the inflation of life rafts and slide rafts carried on the aeroplane; and","sortOrder":223},{"sectionNumber":"12.10","sectionType":"section","heading":"Flight crew—first-aid training","content":"#### 12.10 Flight crew—first-aid training\n\n (1) This section applies if:\n (a) a flight crew member is assigned to duty on an aeroplane for a flight; and\n (b) regulation 121.630 of CASR does not require a cabin crew member to be carried on the aeroplane for the flight; and\n (c) a cabin crew member is not assigned to duty on the aeroplane for the flight.\n\n> Note: The requirements of Division 121.P.7 of CASR apply in relation to cabin crew members who are carried on a flight, but are not required to be carried under regulation 121.630. The requirements cover competency, minimum age, and annual emergency and safety equipment checks.\n\n (1A) Despite subsection (1), this section does not apply to a flight of an aeroplane that is:\n (a) a medical transport operation transporting medical patients—provided that:\n (i) a person, other than a flight crew member, is on board the aeroplane for the flight; and\n (ii) the person could reasonably provide medical aid to the patients at least equivalent to the medical aid that a first-aid trained flight crew member could provide; or\n (b) a cargo transport operation—provided that the only persons on board the aeroplane for the flight are crew members.\n First-aid training\n (2) Initial training for the flight crew member must include basic first-aid training that includes instruction about treating the following:\n (a) airsickness;\n (b) gastro-intestinal disturbances;\n (c) wounds;\n (d) an unconscious person;\n (e) fractures and soft tissue injuries;\n (f) if the operator’s exposition requires the conduct of a procedure to treat either of the following during a flight:\n (i) hyperventilation;\n (ii) burns.","sortOrder":224},{"sectionNumber":"12.11","sectionType":"section","heading":"Flight crew—training for passenger handling","content":"#### 12.11 Flight crew—training for passenger handling\n\n (1) This section applies if:\n (a) a flight crew member is assigned to duty on an aeroplane for a flight; and\n (b) regulation 121.630 of CASR does not require a cabin crew member to be carried on the aeroplane for the flight; and\n (c) a cabin crew member is not assigned to duty on the aeroplane for the flight.\n\n> Note: The requirements of Division 121.P.7 of CASR apply in relation to cabin crew members who are carried on a flight, but are not required to be carried under regulation 121.630. The requirements cover competency, minimum age, and annual emergency and safety equipment checks.\n\n (2) Initial training for the flight crew member must include training on passenger handling, including:\n (a) the importance of correct passenger seat allocation, as follows:\n (i) correct seat allocation with reference to weight and balance;\n (ii) correct seat allocation of special categories of passenger (for example, passengers who are ill or incapacitated, with reduced mobility, or restricted passengers);\n (iii) any requirements relating to the seating of suitable passengers in emergency exit row seats; and\n (b) regulatory requirements concerning the safe stowage of cabin baggage and cabin service items and the associated risks to safety, for example, that baggage (including a portable electronic device) or service items can:\n (i) become a hazard to occupants; and\n (ii) obstruct or damage the emergency equipment or exits; and\n (c) precautions for when live animals are carried in the passenger compartment; and\n (d) the handling of a death on board; and\n (e) the identification of passengers affected by psychoactive substances; and\n (f) the conduct of passenger briefings and passenger-safety demonstrations before flight; and\n (g) motivation of passengers and crowd control during an evacuation of the aeroplane.","sortOrder":225},{"sectionNumber":"12.12","sectionType":"section","heading":"Flight crew—training in the physiological effects of flying","content":"#### 12.12 Flight crew—training in the physiological effects of flying\n\n Initial training for a flight crew member must include training about the physiological effects of flying, including instruction on the following:\n (a) hypoxia;\n (b) oxygen requirements;","sortOrder":226},{"sectionNumber":"12.13","sectionType":"section","heading":"Scope of Division 3, Chapter 12","content":"#### 12.13 Scope of Division 3, Chapter 12\n\n This Division:\n (a) is made for paragraph 121.560(1)(a) of CASR; and\n (b) prescribes requirements for conversion training for a flight crew member in relation to an operator and an aeroplane of a particular kind.\n\n> Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to flight crew members:\n\n (a) a flight crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":228},{"sectionNumber":"12.14","sectionType":"section","heading":"Flight crew—training facilities and devices: conversion training","content":"#### 12.14 Flight crew—training facilities and devices: conversion training\n\n (1) This section applies to conversion training that is not required to be carried out in a flight simulator under regulation 121.510 of CASR.\n (2) A training facility or device used to conduct conversion training in relation to an aeroplane of a particular kind, must meet the requirements of Division 3 of Chapter 13 that apply to the training and an aeroplane of that kind.","sortOrder":229},{"sectionNumber":"12.15","sectionType":"section","heading":"Flight crew—normal, abnormal and emergency procedures: conversion training","content":"#### 12.15 Flight crew—normal, abnormal and emergency procedures: conversion training\n\n (1) Conversion training for a flight crew member and an aeroplane of a particular kind must include training on the limitations and normal, abnormal and emergency procedures for an aeroplane of that kind.\n Normal procedures\n (2) The training must cover standard operating procedures that relate to the flight crew member’s safety-related duties and responsibilities during normal day‑to‑day operations, including the following:\n (a) safety procedures for normal operations;\n (b) procedures for turbulence;\n (c) the operation of equipment and aircraft systems;\n (d) management of, and assistance to, the passengers;\n (e) communication and coordination with crew members and other personnel who have safety-related duties (for example, ground crew);\n (f) security requirements and procedures.","sortOrder":230},{"sectionNumber":"12.16","sectionType":"section","heading":"Flight crew—crew incapacitation procedures: conversion training","content":"#### 12.16 Flight crew—crew incapacitation procedures: conversion training\n\n (1) Conversion training for a flight crew member and an aeroplane of a particular kind must include training on:\n (a) how flight crew are to respond in the event of crew incapacitation during normal, abnormal and emergency situations; and\n (b) the elements specific to an aeroplane of that kind and the conditions relevant to the response.\n (2) The training must include instruction on how to operate any equipment fitted to, or carried on, an aeroplane of that kind that relates to treating an incapacitated crew member (for example, crew seats, first-aid oxygen).\n (3) The training must include a practical component which the flight crew member participates in simulated realistic scenarios that allow practice in what has been covered by the training.","sortOrder":231},{"sectionNumber":"12.17","sectionType":"section","heading":"Flight crew—doors and exits: conversion training","content":"#### 12.17 Flight crew—doors and exits: conversion training\n\n Conversion training for a flight crew member and an aeroplane of a particular kind must include practical training on the operation of each door and exit (including any flight deck window or hatch):\n (a) fitted to each model or variant of an aeroplane of the aeroplane kind to which the crew member has been assigned duties; and\n (b) in normal and emergency mode.","sortOrder":232},{"sectionNumber":"12.18","sectionType":"section","heading":"Flight crew—evacuation slides etc.","content":"#### 12.18 Flight crew—evacuation slides etc.\n\n (1) Conversion training for a flight crew member and an aeroplane (the first‑mentioned aeroplane) of a particular kind must include:\n (a) training on the use of each evacuation slide that is fitted to, or carried on, the aeroplane; and\n (b) training on any other means of assisting evacuation on the aeroplane (for example, an escape rope).","sortOrder":233},{"sectionNumber":"12.19","sectionType":"section","heading":"Scope of Division 4, Chapter 12","content":"#### 12.19 Scope of Division 4, Chapter 12\n\n This Division:\n\n(a) is made for paragraph 121.570(1)(b) of CASR; and\n\n (b) prescribes requirements for recurrent flight training for a flight crew member in relation to an operator and an aeroplane of a particular kind.","sortOrder":235},{"sectionNumber":"12.20","sectionType":"section","heading":"Flight crew—recurrent flight training requirements","content":"#### 12.20 Flight crew—recurrent flight training requirements\n\n(1) Recurrent flight training in relation to an aeroplane of a particular kind must be carried out using an aeroplane of that kind or an approved flight simulator for an aeroplane of that kind.\n\n> Note: Regulation 121.510 of CASR requires recurrent flight training to be conducted in an approved flight simulator in certain circumstances.\n\n (2) Recurrent flight training for a flight crew member must include training that encompasses the units of competency prescribed in the Part 61 Manual of Standards for the grant of:\n (a) if the flight crew member holds a type rating for an aeroplane of that kind—the type rating; and\n (b) if the flight crew member holds a class rating for an aeroplane of that kind—the class rating.\n (3) Recurrent flight training must include:\n (a) training or education that the operator’s safety management system has identified for flight crew members in relation to an aeroplane of that kind; and\n (b) training in normal, abnormal and emergency procedures; and\n (c) any other training required for the flight crew member, in relation to an aeroplane of that kind, by the operator’s training and checking system.\n (4) On and after 31 March 2022, if an aeroplane of that kind has a maximum certificated passenger seating capacity of 30 seats or more, recurrent flight training must include a program of upset prevention and recovery training (UPRT) that covers the following areas:\n (a) upset awareness;\n (b) upset prevention;\n (c) upset recovery.\n (5) Recurrent training must include a course of training:\n (a) in the failures of any system of an aeroplane of that kind that has checklist procedures in the aircraft flight manual instructions; and\n (b) covering each major system failure, for an aeroplane of that kind:\n (i) at least once every 4 years; or\n (ii) more frequently in accordance with subsection (6).","sortOrder":236},{"sectionNumber":"Subdivision A","sectionType":"subdivision","heading":"Part 121 proficiency check for pilots","content":"### Division 5—Part 121 proficiency check\n\n#### Subdivision A—Part 121 proficiency check for pilots\n\n#### 12.21 Scope of Subdivision A, Division 5 of Chapter 12\n\n This Subdivision:\n (a) is made for subregulation 121.580(1) of CASR; and\n (b) sets out requirements for a Part 121 proficiency check for a pilot in relation to an aeroplane of a particular kind.\n\n#### 12.22 Proficiency check requirements\n\n Use of aeroplane or simulator\n (1) A Part 121 proficiency check for an aeroplane of a particular kind must be carried out in an aeroplane of that kind or an approved flight simulator for an aeroplane of that kind.\n\n> Note: Regulation 121.510 of CASR requires recurrent flight training to be conducted in an approved flight simulator in certain circumstances.\n\n Application to cruise-relief co-pilots\n (2) If the pilot does not hold a type rating covering an aeroplane of that kind other than a cruise-relief co-pilot rating, the requirements of this section are subject to subsection 12.23(4).\n Limitations on flight manoeuvres\n (3) During the proficiency check, the flight manoeuvres performed by the pilot under check must not involve sustained deviations outside the flight tolerances specified in table 2 in section 1 of Schedule 8 to the Part 61 Manual of Standards.\n (4) If the proficiency check involves the conduct of an instrument approach operation, the flight manoeuvres performed by the pilot under check must also not involve sustained deviations outside the flight tolerances specified in table 5 of section 1 of Schedule 8 to the Part 61 Manual of Standards.\n When check to be performed in IMC etc.\n (5) The pilot must perform the proficiency check in IMC or simulated IMC during the period:\n (a) beginning at the end of take-off; and\n (b) reaching the landing minima for the operator and the aerodrome (the minima).\n\n> Note: The landing minima for the operator and the aerodrome are those determined in accordance with procedures in the operator’s exposition and the prescribed landing minima requirements: see regulation 121.185 of CASR.","sortOrder":238},{"sectionNumber":"12.21","sectionType":"section","heading":"Scope of Subdivision A, Division 5 of Chapter 12","content":"#### 12.21 Scope of Subdivision A, Division 5 of Chapter 12\n\n This Subdivision:\n (a) is made for subregulation 121.580(1) of CASR; and\n (b) sets out requirements for a Part 121 proficiency check for a pilot in relation to an aeroplane of a particular kind.","sortOrder":239},{"sectionNumber":"12.22","sectionType":"section","heading":"Proficiency check requirements","content":"#### 12.22 Proficiency check requirements\n\n Use of aeroplane or simulator\n (1) A Part 121 proficiency check for an aeroplane of a particular kind must be carried out in an aeroplane of that kind or an approved flight simulator for an aeroplane of that kind.\n\n> Note: Regulation 121.510 of CASR requires recurrent flight training to be conducted in an approved flight simulator in certain circumstances.\n\n Application to cruise-relief co-pilots\n (2) If the pilot does not hold a type rating covering an aeroplane of that kind other than a cruise-relief co-pilot rating, the requirements of this section are subject to subsection 12.23(4).\n Limitations on flight manoeuvres\n (3) During the proficiency check, the flight manoeuvres performed by the pilot under check must not involve sustained deviations outside the flight tolerances specified in table 2 in section 1 of Schedule 8 to the Part 61 Manual of Standards.\n (4) If the proficiency check involves the conduct of an instrument approach operation, the flight manoeuvres performed by the pilot under check must also not involve sustained deviations outside the flight tolerances specified in table 5 of section 1 of Schedule 8 to the Part 61 Manual of Standards.\n When check to be performed in IMC etc.\n (5) The pilot must perform the proficiency check in IMC or simulated IMC during the period:\n (a) beginning at the end of take-off; and\n (b) reaching the landing minima for the operator and the aerodrome (the minima).\n\n> Note: The landing minima for the operator and the aerodrome are those determined in accordance with procedures in the operator’s exposition and the prescribed landing minima requirements: see regulation 121.185 of CASR.","sortOrder":240},{"sectionNumber":"12.23","sectionType":"section","heading":"Cruise-relief co-pilots—proficiency check requirements","content":"#### 12.23 Cruise-relief co-pilots—proficiency check requirements\n\n (1) This section applies to a pilot who:\n (a) holds a cruise-relief co-pilot rating for an aeroplane of that kind; and\n (b) is assigned by the operator to carry out duties only within the scope of the privileges of the pilot’s cruise-relief co-pilot rating.\n (2) Subject to subsections (3) and (4), a Part 121 proficiency check for the pilot must check the competency of the pilot in accordance with the cruise-relief co-pilot type rating flight test in Appendix L.10, section L of Schedule 5 to the Part 61 Manual of Standards.\n (3) The flight tolerances for the proficiency check must be those specified in Table 2 in section 1 of Schedule 8 to the Part 61 Manual of Standards.\n (4) The knowledge requirements and practical flight standards required by Part 61 are, for the purposes of the proficiency check, limited to the requirements and standards relevant to the conduct of normal, abnormal and emergency flight procedures in the climb, cruise and descent phases of flight above FL 200.\n (5) The proficiency check must be conducted by reference only to flight deck instruments.","sortOrder":241},{"sectionNumber":"Subdivision B","sectionType":"subdivision","heading":"Part 121 proficiency check for flight engineers","content":"#### Subdivision B—Part 121 proficiency check for flight engineers\n\n#### 12.24 Flight engineers—Part 121 proficiency check requirements\n\n For the purposes of subregulation 121.580(4) of CASR, a Part 121 proficiency check for a flight engineer and an aeroplane of a particular kind must check the competency of the flight engineer in accordance with the flight engineer type rating flight test in Appendix V.2, section W of Schedule 5 to the Part 61 Manual of Standards.","sortOrder":242},{"sectionNumber":"12.24","sectionType":"section","heading":"Flight engineers—Part 121 proficiency check requirements","content":"#### 12.24 Flight engineers—Part 121 proficiency check requirements\n\n For the purposes of subregulation 121.580(4) of CASR, a Part 121 proficiency check for a flight engineer and an aeroplane of a particular kind must check the competency of the flight engineer in accordance with the flight engineer type rating flight test in Appendix V.2, section W of Schedule 5 to the Part 61 Manual of Standards.","sortOrder":243},{"sectionNumber":"12.25","sectionType":"section","heading":"Scope of Division 6, Chapter 12","content":"#### 12.25 Scope of Division 6, Chapter 12\n\n This Division:\n (a) is made for paragraph 121.610(1)(c) of CASR; and\n (b) prescribes requirements for annual emergency and safety equipment training for a flight crew member in relation to an operator and an aeroplane of a particular kind.\n\n> Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to flight crew members:\n\n (a) a flight crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":245},{"sectionNumber":"12.26","sectionType":"section","heading":"Flight crew—training facilities and devices: annual training","content":"#### 12.26 Flight crew—training facilities and devices: annual training\n\n A training facility or device used to conduct annual emergency and safety equipment training in relation to an aeroplane of a particular kind, must meet the requirements of Division 3 of Chapter 13 that apply to the training and an aeroplane of that kind.","sortOrder":246},{"sectionNumber":"12.27","sectionType":"section","heading":"Flight crew—general requirements: annual emergency and equipment training","content":"#### 12.27 Flight crew—general requirements: annual emergency and equipment training\n\n Annual emergency and safety equipment training mentioned in this Division must, in relation to the equipment that is the subject of the training:\n (a) give a general description of the equipment;\n (b) instruct about pre-flight serviceability of the equipment;\n (c) instruct about the operation of the equipment;\n (d) instruct about the conditions required for the operation of the equipment;\n (e) instruct on the operational limitations of the equipment and duration of use;\n (f) instruct on precautions for use of the equipment;\n (g) instruct about the failure modes of the equipment;\n (h) instruct about the location of the equipment;\n (i) instruct on the relevant communication and coordination activities with crew members and other personnel;\n (j) instruct about the operator’s emergency and safety-related procedures associated with the operation of the equipment.","sortOrder":247},{"sectionNumber":"12.28","sectionType":"section","heading":"Flight crew—items of emergency and safety equipment","content":"#### 12.28 Flight crew—items of emergency and safety equipment\n\n (1) Annual emergency and safety equipment training for a flight crew member, in relation to an aeroplane of a particular kind, must cover each of the following items of emergency or safety equipment that is fitted to, or carried on, the aeroplanes of that kind in respect of which the flight crew member has been assigned duties (the relevant aeroplanes):\n\n(a) survival equipment required under section 11.13;\n\n(b) signalling equipment required under section 11.13;\n\n(c) oxygen equipment required under Division 9 of Chapter 11;\n\n(d) a survival ELT required under Division 10 of Chapter 11;\n\n(e) each item of portable equipment required under Division 11 of Chapter 11;\n\n(f) life jackets required under section 11.59;\n\n(g) life rafts required under section 11.62.\n\n (2) If life jackets are carried on a relevant aeroplane, the training must include donning of life jackets.\n (3) If a relevant aeroplane carries portable supplemental oxygen, first-aid oxygen, or protective breathing equipment—the training must include donning of the equipment.\n (4) The training must include a practical component in which the flight crew member practices handling the equipment mentioned in this section (other than the equipment mentioned in subsection (5)).\n\n(5) The requirement in subsection (4) does not apply in relation to:\n\n (a) first-aid kits, emergency medical kits, universal precaution kits, crash axes, crowbars, life rafts, slide rafts, survival ELTs or signalling equipment; or\n (b) if other survival equipment has been determined by the operator, using the procedures mentioned in regulation 121.340 of CASR, for a relevant aeroplane—that equipment.\n\n> Note: An annual emergency and safety equipment check covering the training, that is not carried out in a relevant aeroplane, must be carried out using a training facility or device that meets the requirements in Division 3 of Chapter 13: see paragraph 121.610(2)(c) of CASR.","sortOrder":248},{"sectionNumber":"12.29","sectionType":"section","heading":"Flight crew—doors and other exits for passenger evacuation: annual training","content":"#### 12.29 Flight crew—doors and other exits for passenger evacuation: annual training\n\n Application\n (1) This section applies to a normal and emergency exit:\n (a) fitted to an aeroplane of a particular kind in relation to which a flight crew member has been assigned duties (the first-mentioned aeroplane); and\n (b) that enables passenger evacuation (a passenger evacuation exit).","sortOrder":249},{"sectionNumber":"12.30","sectionType":"section","heading":"Scope of Division 7, Chapter 12","content":"#### 12.30 Scope of Division 7, Chapter 12\n\n This Division:\n (a) is made for paragraph 121.620(1)(c) of CASR; and\n (b) prescribes requirements for 3-yearly emergency and safety equipment training for a flight crew member in relation to the operator and an aeroplane of a particular kind.\n\n> Note 1: The 3-yearly emergency and safety equipment training for a pilot, or a flight engineer, must relate to the duties the person has for an aeroplane in relation to emergency and safety equipment carried on the aeroplane: see paragraphs 121.620(1)(a) and (b).\n\n> Note 2: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to flight crew members:\n\n (a) a flight crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":251},{"sectionNumber":"12.31","sectionType":"section","heading":"Flight crew—training facilities and devices: 3-yearly training","content":"#### 12.31 Flight crew—training facilities and devices: 3-yearly training\n\n A training facility or device used to conduct 3-yearly emergency and safety equipment training in relation to an aeroplane of a particular kind, must meet the requirements of Division 3 of Chapter 13 that apply to the training and an aeroplane of that kind.","sortOrder":252},{"sectionNumber":"12.32","sectionType":"section","heading":"Flight crew—3-yearly emergency and safety equipment training","content":"#### 12.32 Flight crew—3-yearly emergency and safety equipment training\n\n Content of training\n (1) The 3-yearly emergency and safety equipment training for a flight crew member, in relation to an aeroplane of a particular kind, must include the following training, in relation to the aeroplanes of that kind in respect of which the flight crew member has been assigned duties (the relevant aeroplanes):\n (a) safely operating each kind of evacuation slide that is carried on, or fitted to, a relevant aeroplane;\n (b) if life rafts are, under section 11.62, required to be carried on a relevant aeroplane—training in the use of a life raft and its associated equipment;\n (c) training in the use of a survival ELT and any other signalling equipment fitted to, or carried on, a relevant aeroplane;","sortOrder":253},{"sectionNumber":"Chapter 13—Cabin crew training and check","sectionType":"part","heading":"Chapter 13—Cabin crew training and checking","content":"## Chapter 13—Cabin crew training and checking\n\n### Division 1—English Language proficiency\n\n#### 13.01 Prescribed requirements for English language proficiency\n\n Requirements\n (1) For the purposes of paragraph 121.655(1)(b) of CASR, the requirements for English language proficiency that must be met by a person assigned to duty as a cabin crew member are that:\n (a) either subsection 13.02(1) (English as a foreign language tests) or subsection 13.02(2) (education or English language work experience) applies to the person; and\n (b) the person:\n (i) has been assessed as meeting the English language performance standard mentioned in subsection (2) by a member of the operator’s personnel (the assessor) who is authorised by the operator to carry out the assessment; and\n (ii) holds an assessment report issued by the assessor that states the person has met the standard.\n English language performance standard\n (2) The English language performance standard is the ability of a person to demonstrate the person can:\n (a) pronounce words clearly, using an accent that does not cause difficulties in understanding; and\n (b) convey information in clearly structured sentences without confusion or ambiguity; and\n (c) use an extensive vocabulary to accurately communicate on general and technical topics, without excessive use of jargon, slang or colloquial language; and\n (d) speak fluently without long pauses, repetition or false starts; and\n (e) respond to communications with actions that demonstrate that the information has been received and understood; and\n (f) exchange information clearly in a variety of situations with both expert and non‑expert English speakers while giving and receiving timely and appropriate responses; and\n (g) use appropriate techniques such as questioning, non-verbal communication and paraphrasing to validate communications.\n (3) The performance standard applies to oral and written communications and in face‑to‑face situations relevant to the duties and obligations of a cabin crew member in an aviation technical learning environment.","sortOrder":254},{"sectionNumber":"13.01","sectionType":"section","heading":"Prescribed requirements for English language proficiency","content":"#### 13.01 Prescribed requirements for English language proficiency\n\n Requirements\n (1) For the purposes of paragraph 121.655(1)(b) of CASR, the requirements for English language proficiency that must be met by a person assigned to duty as a cabin crew member are that:\n (a) either subsection 13.02(1) (English as a foreign language tests) or subsection 13.02(2) (education or English language work experience) applies to the person; and\n (b) the person:\n (i) has been assessed as meeting the English language performance standard mentioned in subsection (2) by a member of the operator’s personnel (the assessor) who is authorised by the operator to carry out the assessment; and\n (ii) holds an assessment report issued by the assessor that states the person has met the standard.\n English language performance standard\n (2) The English language performance standard is the ability of a person to demonstrate the person can:\n (a) pronounce words clearly, using an accent that does not cause difficulties in understanding; and\n (b) convey information in clearly structured sentences without confusion or ambiguity; and\n (c) use an extensive vocabulary to accurately communicate on general and technical topics, without excessive use of jargon, slang or colloquial language; and\n (d) speak fluently without long pauses, repetition or false starts; and\n (e) respond to communications with actions that demonstrate that the information has been received and understood; and\n (f) exchange information clearly in a variety of situations with both expert and non‑expert English speakers while giving and receiving timely and appropriate responses; and\n (g) use appropriate techniques such as questioning, non-verbal communication and paraphrasing to validate communications.\n (3) The performance standard applies to oral and written communications and in face‑to‑face situations relevant to the duties and obligations of a cabin crew member in an aviation technical learning environment.","sortOrder":256},{"sectionNumber":"13.02","sectionType":"section","heading":"English language tests, education or work experience","content":"#### 13.02 English language tests, education or work experience\n\n English as a foreign language tests\n (1) For the purposes of paragraph 13.01(1)(a), this section applies to a person who has documentary evidence that the person has completed:\n (a) the International English Language Testing System (IELTS) general or academic training module, with an overall grade of 5.5, and no individual grade in a paper lower than 5; or\n (b) the Test of English for International Communication (TOEIC‑Secure Program Public Testing Centre), with grades not less than:\n (i) 350 for listening; and\n (ii) 300 for reading; and\n (iii) 160 for speaking; and\n (iv) 140 for writing; or\n (c) the Test of English as a Foreign Language internet-based test (TOEFL IBT) with a grade not less than 71; or\n (d) the Test of English as a Foreign Language computer-based test (TOEFL CBT) with a grade not less than 197; or\n (e) the Test of English as a Foreign Language paper-based test (TOEFL PB) with a grade not less than 530.\n Education or English language work experience\n (2) For the purposes of paragraph 13.01(1)(a), this section applies to a person who:\n (a) has completed a minimum of 3 years of secondary education in an Australian or New Zealand education institution in which the principle language of instruction is English; or\n (b) has completed a minimum of 3 years in a course that is at least the equivalent of an Australian secondary education in an educational institution in a country where one of the principal languages of instruction was English; or\n (c) has worked in Australia or New Zealand for at least 3 of the 5 years immediately before commencing employment as a cabin crew member with the operator; or\n (d) has worked in one of the following countries for at least 3 of the 5 years immediately before commencing employment as a cabin crew member with the operator:\n (i) United Kingdom;\n (ii) Republic of Ireland;\n (iii) United States of America; or\n (e) has worked in Canada for at least 3 of the 5 years immediately before commencing employment with the operator as a cabin crew member and has documentary evidence showing the use of English in the workplace.","sortOrder":257},{"sectionNumber":"13.03","sectionType":"section","heading":"Scope of Division 2, Chapter 13","content":"#### 13.03 Scope of Division 2, Chapter 13\n\n This Division:\n (a) is made for the purposes of paragraph 121.665(1)(b) of CASR; and\n (b) prescribes training and checking that must be successfully completed by a senior cabin crew member in relation to an aeroplane and a flight.","sortOrder":259},{"sectionNumber":"13.04","sectionType":"section","heading":"Senior cabin crew training","content":"#### 13.04 Senior cabin crew training\n\n Training for a senior cabin crew member must cover the duties and responsibilities of the senior cabin crew member, and include at least the following:\n (a) how to deliver briefings regarding normal, abnormal and emergency situations;\n (b) communication, cooperation and coordination with the crew and other personnel;\n (c) the operator’s procedures and the requirements of the civil aviation legislation;\n (d) the administrative tasks required by the operator;\n (e) reporting systems and requirements;\n (f) fatigue management.\n\n> Note: Provisions in Part 119 relating to human factors and non-technical skills also affect the training that an operator is required to provide to senior cabin crew members:\n\n (a) regulation 119.180 of CASR makes it a requirement that a cabin crew member must not carry out a duty of the person’s position unless the person meets the requirements in the operator’s exposition about training in human factors principles and non-technical skills; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":260},{"sectionNumber":"13.05","sectionType":"section","heading":"Senior cabin crew competency checks","content":"#### 13.05 Senior cabin crew competency checks\n\n (1) A competency check for a senior cabin crew member must check the competency of the person in carrying out the duties and responsibilities of the senior cabin crew member.\n (2) The senior cabin crew member must meet the competency level specified in the operator’s exposition for a competency check of a senior cabin crew member.\n\n> Note: A senior cabin crew member must also meet the training and checking requirements applicable to a cabin crew member under Division 121.P.2 of Part 121 of CASR (including Divisions 4 to 7 in this Chapter).","sortOrder":261},{"sectionNumber":"13.06","sectionType":"section","heading":"Scope of Division 3, Chapter 13","content":"#### 13.06 Scope of Division 3, Chapter 13\n\n (1) For the purposes of subregulation 121.680(2) of CASR, this Division prescribes requirements for a training facility or device that is used to carry out training and checking of crew members.\n (2) This Division has requirements for training facilities and the following training devices:\n (a) cabin training devices;\n (b) emergency exit trainers;\n (c) emergency or safety equipment;\n (d) any other device used for:\n (i) training or checking on emergency or safety equipment; or\n (ii) training or checking on emergency or safety or procedures; or\n (iii) any other training or checking.\n\n> Note 1: Under regulation 121.680 of CASR, training and checking of a cabin crew member that is carried out using a training facility or device must be carried out using a facility or device that is specified in the operator’s exposition and meets the requirements prescribed by this instrument.\n\n> Note 2: A training facility or device that is used (instead of an aeroplane) to conduct an annual or 3-yearly emergency and safety equipment check of flight crew must meet the requirements prescribed under this Division for the purposes of regulation 121.680 of CASR: see paragraphs 121.610(2)(c) and 121.620(2)(b) of CASR.\n\n> Note 3: Some elements of flight crew training prescribed under Chapter 12 also require compliance with the training facility or device standards in this Division: see sections 12.03, 12.14, 12.26 and 12.31.","sortOrder":263},{"sectionNumber":"13.07","sectionType":"section","heading":"Training facilities—general requirements","content":"#### 13.07 Training facilities—general requirements\n\n A training facility that is used for training or checking must be equipped with the emergency and safety equipment and other devices that would enable that training or checking to be conducted in accordance with the training and checking requirements in Part 121 of CASR, this Manual of Standards, and the operator’s training and checking system.","sortOrder":264},{"sectionNumber":"13.08","sectionType":"section","heading":"Training devices—general requirements","content":"#### 13.08 Training devices—general requirements\n\n (1) A device used, instead of an aeroplane, for training or checking a crew member must be capable of re-creating realistic situations for providing effective training or checking to a crew member.\n (2) A device used for training a crew member must be adequate and appropriate to ensure that the objectives of the training can be achieved.\n (3) A device used to conduct a check of a crew member must be capable of being used by the crew member to demonstrate the competencies being checked.","sortOrder":265},{"sectionNumber":"13.09","sectionType":"section","heading":"Firefighting training facilities and devices","content":"#### 13.09 Firefighting training facilities and devices\n\n (1) Practical training using a firefighting simulated exercise must be conducted in an area that adequately simulates the confined space and obstacles of an aircraft cabin.\n (2) Fire extinguishers used for live firefighting exercises must be charged with an agent that adequately simulates the flow rate and dispersal pattern of the agent used in fire extinguishers fitted to, or carried on, aeroplanes operated by the operator.\n (3) If a training facility or device is used to simulate a fire for live firefighting exercises, it must adequately simulate the characteristics of a fire relevant to the training (for example, flame, heat, smoke or a fire’s reaction to the application of an extinguishing agent).","sortOrder":266},{"sectionNumber":"13.10","sectionType":"section","heading":"Water-survival training facilities","content":"#### 13.10 Water-survival training facilities\n\n If wet drills are to be, or are required by this Manual of Standards to be, conducted in a practical exercise at a training facility, the facility must have a body of water or pool of sufficient depth to enable the exercise to be realistically performed.","sortOrder":267},{"sectionNumber":"13.11","sectionType":"section","heading":"Devices used for training on emergency or safety equipment","content":"#### 13.11 Devices used for training on emergency or safety equipment\n\n (1) If training and checking for a crew member involves training or checking a crew member on emergency and safety equipment (the relevant equipment) fitted to, or carried on, an aeroplane, the equipment or other device used for the training or checking must be representative of the relevant equipment in accordance with this section.\n (2) Emergency or safety equipment used for the training or checking must:\n (a) be the same, or substantially the same, equipment fitted to, or carried on, the aeroplane; and\n (b) be capable of being used by the crew member to demonstrate a competency:\n (i) relating to the functionality, purpose or use of the equipment that is fitted to, or carried on, the aeroplane; and\n (ii) that is the subject of the training.\n (3) A device used for the training or checking, that incorporates emergency or safety equipment, must:\n (a) have incorporated into the device equipment that is the same, or substantially the same, emergency or safety equipment fitted to, or carried on, the aeroplane; and\n (b) be capable of being used by the crew member to demonstrate a competency:\n (i) relating to the functionality, purpose or use of the emergency or safety equipment that is fitted to, or carried on, the aeroplane; and\n (ii) that is the subject of the training.","sortOrder":268},{"sectionNumber":"13.12","sectionType":"section","heading":"Cabin training devices etc. must be representative","content":"#### 13.12 Cabin training devices etc. must be representative\n\n (1) This section applies to a cabin training device, exit trainer and any other device that is used for training or checking a crew member in relation to an aeroplane type.\n (2) Any dials, handles, switches, restraint brackets and mounting devices that are included in the device must be representative of those fitted to, or carried on, an aeroplane of that type, in respect of:\n (a) their operation; and\n (b) any force required for their operation.\n (3) The direction of movement, associated forces and travel of all controls on equipment in the device must be representative of the equipment fitted to, or carried on, an aeroplane of that type, including the weight of an emergency exit operated without power assist.\n (4) The weight of any emergency exit hatch included in the device, must be representative of the emergency hatch fitted to the aeroplane.","sortOrder":269},{"sectionNumber":"13.13","sectionType":"section","heading":"Devices for emergency evacuation and emergency exit training","content":"#### 13.13 Devices for emergency evacuation and emergency exit training\n\n (1) A cabin training device used to carry out training of a crew member in emergency evacuations of an aeroplane using a particular scenario, must also include the features that are relevant in the scenario, including:\n (a) the capability to operate exits in both normal and emergency modes, particularly in relation to the method of operation and the ways of operating the exits;\n (b) the width, height and angle of inflated evacuation slides that are representative of those used for an aeroplane of that type;\n (c) operational exits sufficient to carry out practical training of a crew member in relation to the aeroplane;\n (d) a simulation of an unserviceable exit or exits;\n (e) a simulation of hazards at emergency exits, for example, an obstacle, or fire or water.\n (2) An emergency exit trainer, cabin training device or other device used for training or checking of a crew member in the operation of an emergency exit for an aeroplane type, must also meet the following requirements:\n (a) it must replicate the size and weight of an emergency exit of an aeroplane of that type;\n (b) it must replicate the operating characteristics of the exit;\n (c) it must permit the exit to be operated in both normal and emergency modes, particularly in relation to the method of operation and the forces required to operate them.","sortOrder":270},{"sectionNumber":"13.14","sectionType":"section","heading":"Scope of Division 4, Chapter 13","content":"#### 13.14 Scope of Division 4, Chapter 13\n\n This Division is:\n (a) made for paragraph 121.710(b) of CASR; and\n (b) prescribes requirements for initial training for a cabin crew member in relation to an operator and an aeroplane.","sortOrder":272},{"sectionNumber":"13.15","sectionType":"section","heading":"Cabin crew—knowledge of aviation, regulations, duties and responsibilities","content":"#### 13.15 Cabin crew—knowledge of aviation, regulations, duties and responsibilities\n\n (1) Initial training for a cabin crew member must include the training necessary to familiarise the cabin crew member with:\n (a) the aviation environment, including aviation terminology, the theory of flight and aircraft operations; and\n (b) the civil aviation legislation applicable to the cabin crew member’s duties and responsibilities; and\n (c) the authority and responsibilities, under the civil aviation legislation, of the pilot in command; and\n (d) the knowledge, skills and competencies required to perform the duties and responsibilities of the position occupied by the cabin crew member, including on the matters set out in subsection (2).\n (2) For paragraph (1)(d), initial training must include training on the following matters:\n (a) the cabin crew member’s duties and responsibilities during operations, including the need to respond promptly and effectively to emergency situations;\n (b) the requirements for continuing competence and fitness to operate as a cabin crew member, including the management of fatigue;\n (c) responsibilities in ensuring that relevant documents and manuals are kept up‑to‑date;\n (d) responsibilities in ensuring that the cabin crew member performs his or her duties in accordance with the operator’s exposition;","sortOrder":273},{"sectionNumber":"13.16","sectionType":"section","heading":"Cabin crew—effective communication and coordination","content":"#### 13.16 Cabin crew—effective communication and coordination\n\n (1) Initial training for a cabin crew member must include training on the importance of effective communication and coordination:\n (a) between crew members; and\n (b) between cabin crew members and other parties (such as passengers, dispatchers and other external agencies)\n in normal, abnormal and emergency situations.\n (2) The training must cover:\n (a) communication techniques and the use of common language and terminology; and\n (b) the importance of pre-flight briefings and communicating necessary safety information during the briefing (between the crew, or the operator and the crew); and\n (c) the importance of coordination between cabin crew and flight crew for operational safety when applying procedures, particularly in abnormal and emergency situations.","sortOrder":274},{"sectionNumber":"13.17","sectionType":"section","heading":"Cabin crew—fire and smoke: initial training","content":"#### 13.17 Cabin crew—fire and smoke: initial training\n\n (1) Initial training for a cabin crew member must include training in fire and smoke detection and suppression, including training in:\n (a) the importance of:\n (i) frequently checking potential fire-risk areas including the toilets and any associated smoke detectors; and\n (ii) dealing promptly with emergencies involving fire and smoke; and\n (iii) correctly identifying the source of the fire; and\n (iv) informing the flight crew as soon as practicable; and\n (v) taking specific actions necessary for coordination and assistance when fire or smoke is discovered;\n (b) the classification of fires and the appropriate type of extinguishing agents for each classified type of fire;\n (c) firefighting techniques for particular fire situations, including techniques for the application of extinguishing agents;\n (d) the consequences of misapplication of extinguishing agents and of using extinguishing agents in a confined space;\n (e) the effects of smoke in an enclosed area;\n (f) the visual restrictions associated with using smoke protection equipment relevant to aviation;\n (g) the procedures of ground-based emergency services relevant to general fire and smoke emergency procedures for cabin crew.","sortOrder":275},{"sectionNumber":"13.18","sectionType":"section","heading":"Cabin crew—general-survival training","content":"#### 13.18 Cabin crew—general-survival training\n\n (1) Initial training for a cabin crew member must include training in survival methods on land and water appropriate to the operator’s areas of operation.\n (2) The training must include practical training using survival equipment determined by the operator, under the procedures mentioned in regulation 121.340 of CASR, for an aeroplane in respect of which the cabin crew member has been assigned duties.","sortOrder":276},{"sectionNumber":"13.19","sectionType":"section","heading":"Cabin crew—water-survival training","content":"#### 13.19 Cabin crew—water-survival training\n\n Life jackets\n (1) The requirements in subsection (2) apply if:\n (a) life jackets are, under section 11.59, required to be carried for a flight of an aeroplane operated by the operator; and\n (b) the cabin crew member is assigned to duty for a flight of the aeroplane.\n (2) The training must include a comprehensive drill requiring the cabin crew member to:\n (a) don a life jacket; and\n (b) practice, in water, the techniques that maximise survival time in the water.\n Life rafts, slide rafts and associated equipment\n (3) The requirements in subsection (4) apply if:\n (a) life rafts are, under section 11.62, required to be carried for a flight of an aeroplane operated by the operator; and\n (b) the cabin crew member is assigned to duty for a flight on the aeroplane.\n (4) The following requirements must be met:\n (a) training of the cabin crew member must include a demonstration of:\n (i) the inflation of life rafts and slide rafts carried on the aeroplane; and","sortOrder":277},{"sectionNumber":"13.20","sectionType":"section","heading":"Cabin crew—first-aid training","content":"#### 13.20 Cabin crew—first-aid training\n\n Basic first-aid training\n (1) Initial training for a cabin crew member must include basic first-aid training that includes instruction about treating the following:\n (a) airsickness;\n (b) gastro-intestinal disturbances;\n (c) hyperventilation;\n (d) burns;\n (e) wounds;\n (f) an unconscious person;\n (g) fractures and soft tissue injuries.\n In-flight emergencies and associated first aid\n (2) Initial training must include instruction on in-flight medical emergencies and associated first aid on treating the following:\n (a) asthma;\n (b) stress and allergic reactions;\n (c) shock;\n (d) burns;\n (e) choking;\n (f) epilepsy;\n (g) childbirth;\n (h) stroke;\n (i) heart attack.\n First-aid equipment and CPR\n (3) The training must include instruction and practical training on:\n (a) the use of appropriate equipment, including first-aid oxygen, first-aid kits, universal precaution kits and emergency medical kits and their contents; and\n (b) practical cardio-pulmonary resuscitation that takes account of an aircraft environment.","sortOrder":278},{"sectionNumber":"13.21","sectionType":"section","heading":"Cabin crew—training for passenger handling","content":"#### 13.21 Cabin crew—training for passenger handling\n\n Initial training for a cabin crew member must include training on passenger handling, including:\n (a) the importance of correct passenger seat allocation, as follows:\n (i) correct seat allocation with reference to weight and balance;\n (ii) correct seat allocation of special categories of passenger (for example, passengers who are ill or incapacitated, with reduced mobility, or restricted passengers);\n (iii) the necessity of seating suitable persons in emergency exit row seats; and\n (b) regulatory requirements concerning the safe stowage of cabin baggage and cabin service items and the associated risks to safety, for example, that baggage (including a portable electronic device) or service items can:\n (i) become a hazard to occupants; and\n (ii) obstruct or damage the emergency equipment or exits; and\n (c) precautions for when live animals are carried in the passenger compartment; and\n (d) the handling of a death on board; and\n (e) the identification of passengers affected by psychoactive substances.","sortOrder":279},{"sectionNumber":"13.22","sectionType":"section","heading":"Cabin crew—training in the physiological effects of flying","content":"#### 13.22 Cabin crew—training in the physiological effects of flying\n\n Initial training for a cabin crew member must include training about the physiological effects of flying, including instruction on the following:\n (a) hypoxia;\n (b) oxygen requirements;\n (c) the atmosphere and atmospheric pressure;\n (d) pressurised and non-pressurised aircraft cabins;\n (e) the physiological effects of pressure changes in the body, dealing with, for example, gases, cavities, sinuses, eustachian tubal function and barotrauma;\n (f) time of useful consciousness.","sortOrder":280},{"sectionNumber":"13.23","sectionType":"section","heading":"Scope of Division 5, Chapter 13","content":"#### 13.23 Scope of Division 5, Chapter 13\n\n This Division:\n (a) is made for paragraph 121.715(2)(a) of CASR; and\n (b) prescribes requirements for conversion training for a cabin crew member in relation to an operator and an aeroplane type.\n\n> Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to cabin crew members:\n\n (a) a cabin crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":282},{"sectionNumber":"13.24","sectionType":"section","heading":"Cabin crew—fire and smoke: conversion training","content":"#### 13.24 Cabin crew—fire and smoke: conversion training\n\n (1) Conversion training for a cabin crew member for an aeroplane type must include training on:\n (a) the use of firefighting and any related equipment (for example, protective clothing, smoke protection) fitted to, or carried on, an aeroplane of the aeroplane type;\n (b) drills for firefighting.\n (2) The training must include a practical component in which the cabin crew member participates in a firefighting simulated exercise for the practice of what has been covered by the training.\n\n> Note 1: Training that requires the use of emergency and safety equipment in relation to an aeroplane type must use equipment that is representative of equipment fitted to, or carried on, an aeroplane of the type: see section 13.11.\n\n> Note 2: Practical training that uses a firefighting simulated exercise must meet the requirements in subsection 13.09(1).","sortOrder":283},{"sectionNumber":"13.25","sectionType":"section","heading":"Cabin crew—doors and exits: conversion training","content":"#### 13.25 Cabin crew—doors and exits: conversion training\n\n (1) Conversion training for a cabin crew member for an aeroplane type must include training on the operation of each door and exit (including any flight deck window or hatch):\n (a) fitted to each model or variant of an aeroplane of the aeroplane type to which the crew member has been assigned duties; and\n (b) in normal and emergency mode.\n (2) Training must include use of the means (not including evacuation slides) for assisting evacuation on the aeroplane, for example, escape ropes.\n\n> Note: Requirements for training on evacuation slides are provided for in section 13.26.","sortOrder":284},{"sectionNumber":"13.26","sectionType":"section","heading":"Cabin crew—evacuation slides","content":"#### 13.26 Cabin crew—evacuation slides\n\n (1) Conversion training for a cabin crew member for an aeroplane type must include training on the use of each evacuation slide that is fitted to, or carried on, an aeroplane of the type (the first-mentioned aeroplane).\n (2) If:\n (a) the crew member is assigned to duty on another aeroplane of the aeroplane type; and\n (b) an evacuation slide fitted to, or carried on, the aeroplane is different to an evacuation slide fitted to, or carried, on the first-mentioned aeroplane;\n then conversion training must include training on the use of the different slide.\n (3) The training must include a practical component requiring the cabin crew member to safely complete a descent using an evacuation slide representative of one fitted to an aeroplane of the aeroplane type.\n (4) For the purposes of subsection (3), if the aeroplanes of the aeroplane type have more than one passenger deck, the descent using an evacuation slide is required to be conducted from the height of the lower passenger deck only.\n (5) Despite subsection (3), a descent in relation to an aeroplane of the aeroplane type (the relevant aeroplane) need not be conducted if:\n (a) the crew member has completed a descent when undertaking conversion training for an aeroplane of a different aeroplane type with the same operator; and\n (b) any difference in the characteristics of the evacuation slide used for that descent (such as height or width of the slide, or angle of the slide with respect to the ground) are not significant enough to affect the outcomes of the training regarding the crew member’s competency to perform a descent using an evacuation slide for the relevant aeroplane.","sortOrder":285},{"sectionNumber":"13.27","sectionType":"section","heading":"Cabin crew—crew incapacitation procedures","content":"#### 13.27 Cabin crew—crew incapacitation procedures\n\n (1) Conversion training for a cabin crew member and an aeroplane of the aeroplane type must include training on:\n (a) how cabin crew are to respond in the event of crew incapacitation during normal, abnormal and emergency situations; and\n (b) the aeroplane type specific elements and conditions relevant to the response.\n (2) The training must include instruction on how to operate any equipment fitted to, or carried on, the aeroplane that relates to treating an incapacitated crew member (for example, flight crew seats, flight deck oxygen).\n (3) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that allow practice in what has been covered by the training.","sortOrder":286},{"sectionNumber":"13.28","sectionType":"section","heading":"Cabin crew—aircraft systems: conversion training","content":"#### 13.28 Cabin crew—aircraft systems: conversion training\n\n (1) Conversion training for a cabin crew member for an aeroplane type must include training on the location and use of the aircraft systems of an aeroplane of the aeroplane type, that are relevant to the duties of a cabin crew member.\n (2) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that allow practice in what has been covered by the training.","sortOrder":287},{"sectionNumber":"13.29","sectionType":"section","heading":"Cabin crew—normal, abnormal and emergency procedures: conversion training","content":"#### 13.29 Cabin crew—normal, abnormal and emergency procedures: conversion training\n\n (1) Conversion training for a cabin crew member for an aeroplane type must include training on the operator’s normal, abnormal and emergency procedures for an aeroplane of the aeroplane type.\n (2) The training must cover standard operating procedures that relate to the cabin crew member’s safety-related duties and responsibilities during normal day‑to‑day operations, including the following:\n (a) safety procedures for normal operations;\n (b) management of the cabin environment;\n (c) procedures for turbulence;\n (d) the operation of equipment and aircraft systems;\n (e) management of, and assistance to, the passengers;\n (f) communication and coordination with crew members and other personnel who have safety-related duties (for example, ground crew);\n (g) security requirements and procedures.","sortOrder":288},{"sectionNumber":"13.30","sectionType":"section","heading":"Scope of Division 6, Chapter 13","content":"#### 13.30 Scope of Division 6, Chapter 13\n\n This Division:\n (a) is made for subregulation 121.725(1) of CASR; and\n (b) prescribes requirements for annual training for a cabin crew member in relation to an operator and an aeroplane type.\n\n> Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to cabin crew members:\n\n (a) a cabin crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.","sortOrder":290},{"sectionNumber":"13.31","sectionType":"section","heading":"Cabin crew—general requirements: annual training","content":"#### 13.31 Cabin crew—general requirements: annual training\n\n Annual training mentioned in this Division must, in relation to any emergency or safety equipment covered by the training:\n (a) give a general description of the equipment;\n (b) instruct about pre-flight serviceability of the equipment;\n (c) instruct about the operation of the equipment;\n (d) instruct about the conditions required for the operation of the equipment;\n (e) instruct on the operational limitations of the equipment and duration of use;\n (f) instruct on precautions for use of the equipment;\n (g) instruct about the failure modes of the equipment;\n (h) instruct about the location of the equipment;\n (i) instruct on the relevant communication and coordination activities with crew members and other personnel.","sortOrder":291},{"sectionNumber":"13.32","sectionType":"section","heading":"Cabin crew—emergency and safety equipment: annual training","content":"#### 13.32 Cabin crew—emergency and safety equipment: annual training\n\n (1) Annual training for a cabin crew member must include training on emergency or safety equipment to which this section applies.\n (2) This section applies to each of the following items of emergency or safety equipment fitted to, or carried on, an aeroplane of the aeroplane type in relation to which the cabin crew member has been assigned duties (the first-mentioned aeroplane):\n\n(a) survival equipment required under section 11.13;\n\n(b) signalling equipment required under section 11.13;\n\n(c) oxygen equipment required under Division 9 of Chapter 11;\n\n(d) a survival ELT required under Division 10 of Chapter 11;\n\n(e) each item of portable equipment required under Division 11 of Chapter 11;\n\n(f) life jackets required under section 11.59;","sortOrder":292},{"sectionNumber":"13.33","sectionType":"section","heading":"Cabin crew—doors and other exits for passenger evacuation: annual training","content":"#### 13.33 Cabin crew—doors and other exits for passenger evacuation: annual training\n\n Application\n (1) This section applies to a normal and emergency exit:\n (a) fitted to an aeroplane of the aeroplane type in relation to which the cabin crew member has been assigned duties (the first-mentioned aeroplane); and\n (b) that enables passenger evacuation (a passenger evacuation exit).\n (2) If:\n (a) the crew member is assigned to duty on another aeroplane of the aeroplane type; and","sortOrder":293},{"sectionNumber":"13.34","sectionType":"section","heading":"Cabin crew—abnormal, emergency and safety procedures: annual training","content":"#### 13.34 Cabin crew—abnormal, emergency and safety procedures: annual training\n\n (1) Annual training for a cabin crew member for an aeroplane type must include training on the operator’s abnormal, emergency and safety-related procedures for an aeroplane of the aeroplane type.","sortOrder":294},{"sectionNumber":"13.35","sectionType":"section","heading":"Three-yearly training requirements","content":"#### 13.35 Three-yearly training requirements\n\n (1) This section:\n (a) is made for subregulation 121.735(1) of CASR; and\n (b) prescribes requirements for 3-yearly training for a cabin crew member in relation to the operator of an aeroplane and the aeroplane type.\n\n> Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to cabin crew members:\n\n (a) a cabin crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and\n (b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.\n\n(2) Three-yearly training must include the following:\n\n(a) training in the method of opening the flight crew compartment security door (if any) in emergency mode;\n\n (b) practical training in the operation of any other exit on the aeroplane that enables passenger evacuation and is not covered by the training in section 13.33;\n (c) training in the use of the means for assisting evacuation in relation to an exit mentioned in paragraph (b) (for example, escape ropes or evacuation slides);\n (d) if life rafts are, under section 11.62, required to be carried on the aeroplane—practical training in the use of a life raft and its associated equipment;\n (e) practical training in the use of a survival ELT, and any other signalling equipment, fitted to, or carried on, the aeroplane;\n (f) practical training in the use of the flight crew seats, restraint system and oxygen system fitted to, or carried on, the aeroplane, for the purpose of responding to pilot incapacitation;\n (g) training on firefighting that requires the cabin crew member to complete a simulated firefighting exercise:\n (i) using all of the firefighting equipment for the cabin crew member’s duties on the aeroplane, including the donning and use of protective clothing and protective breathing equipment; and\n (ii) which, on and after 2 December 2023, must be conducted in a smoke‑filled or simulated smoke-filled environment.\n\n> Note: Practical training that uses a firefighting simulated exercise must meet the requirements in subsection 13.09(1).","sortOrder":296},{"sectionNumber":"Chapter 14—Emergency evacuation demonstr","sectionType":"part","heading":"Chapter 14—Emergency evacuation demonstrations and procedural requirements","content":"## Chapter 14—Emergency evacuation demonstrations and procedural requirements\n\n### Division 1—General emergency evacuation procedure requirements\n\n#### 14.01 Scope of Chapter 14\n\n This Chapter:\n (a) is made for subregulation 121.755(1) of CASR; and\n (b) prescribes requirements for emergency evacuation procedures in relation to an aeroplane and a flight.\n\n#### 14.02 General requirements\n\n The emergency evacuation procedures must:\n (a) account for the aeroplane carrying the number of passengers that corresponds to the aeroplane’s maximum operational passenger seat configuration; and\n (b) provide for evacuations on ground and in water (ditching); and\n (c) be realistic, capable of being practically accomplished and such as to ensure that any reasonably anticipated emergency can be adequately handled; and\n (d) take into consideration the possible incapacitation of individual crew members.\n\n#### 14.03 Crew members, emergency exits and cabin configuration etc.\n\n The emergency evacuation procedures must be appropriate having regard to the following matters:\n (a) the number of crew members;\n (b) the locations on the aeroplane at which a crew member is assigned;\n (c) the emergency evacuation duties and procedures assigned to each crew member;\n (d) the number, location, type of emergency exit or type of opening mechanism on an emergency exit available for evacuation in the aeroplane;\n (e) if the aeroplane is required by section 11.62 to carry one or more life rafts—the location of life rafts;\n (f) the way the passenger cabin interior configuration affects the emergency evacuation of passengers.","sortOrder":297},{"sectionNumber":"14.01","sectionType":"section","heading":"Scope of Chapter 14","content":"#### 14.01 Scope of Chapter 14\n\n This Chapter:\n (a) is made for subregulation 121.755(1) of CASR; and\n (b) prescribes requirements for emergency evacuation procedures in relation to an aeroplane and a flight.","sortOrder":299},{"sectionNumber":"14.02","sectionType":"section","heading":"General requirements","content":"#### 14.02 General requirements\n\n The emergency evacuation procedures must:\n (a) account for the aeroplane carrying the number of passengers that corresponds to the aeroplane’s maximum operational passenger seat configuration; and\n (b) provide for evacuations on ground and in water (ditching); and\n (c) be realistic, capable of being practically accomplished and such as to ensure that any reasonably anticipated emergency can be adequately handled; and\n (d) take into consideration the possible incapacitation of individual crew members.","sortOrder":300},{"sectionNumber":"14.03","sectionType":"section","heading":"Crew members, emergency exits and cabin configuration etc.","content":"#### 14.03 Crew members, emergency exits and cabin configuration etc.\n\n The emergency evacuation procedures must be appropriate having regard to the following matters:\n (a) the number of crew members;\n (b) the locations on the aeroplane at which a crew member is assigned;\n (c) the emergency evacuation duties and procedures assigned to each crew member;\n (d) the number, location, type of emergency exit or type of opening mechanism on an emergency exit available for evacuation in the aeroplane;\n (e) if the aeroplane is required by section 11.62 to carry one or more life rafts—the location of life rafts;\n (f) the way the passenger cabin interior configuration affects the emergency evacuation of passengers.","sortOrder":301},{"sectionNumber":"14.04","sectionType":"section","heading":"Application etc.","content":"#### 14.04 Application etc.\n\n (1) This Division applies in relation to an aeroplane that has a maximum operational seating configuration of more than 44 passengers.\n (2) The requirements of this Division are in addition to the requirements in Division 1 of this Chapter.","sortOrder":303},{"sectionNumber":"14.05","sectionType":"section","heading":"Emergency evacuation procedures","content":"#### 14.05 Emergency evacuation procedures\n\n (1) An operator’s emergency evacuation procedures for an aeroplane must ensure the crew members can achieve an evacuation capability at least equivalent to that achieved in an emergency evacuation demonstration that:\n (a) was conducted by the aeroplane’s manufacturer for the purpose of the type certification of the aeroplane; and\n (b) meets the requirements of regulation 25.803 of the FARs, CS-25.803, or other requirements that CASA approves, in writing, as being of an equivalent standard.\n\n(2) If the aeroplane is required under section 11.62 to carry one or more life rafts, the emergency evacuation procedures related to the ditching of the aeroplane must ensure the removal of rafts and the evacuation of the occupants of the aeroplane will be conducted in an orderly and expeditious manner.\n\n(3) The emergency exits identified as being the primary responsibility of cabin crew members for the purposes of the emergency evacuation demonstration mentioned in subsection (1) must continue to be required, by the emergency evacuation procedures for the aeroplane, to be the primary responsibility of cabin crew members.\n\n(4) To avoid doubt, the requirement in subsection (3) does not prevent additional emergency exits becoming the primary responsibility of cabin crew members under the emergency evacuation procedures.","sortOrder":304},{"sectionNumber":"14.06","sectionType":"section","heading":"Requirement to conduct demonstrations","content":"#### 14.06 Requirement to conduct demonstrations\n\n(1) An operator must demonstrate to CASA the emergency evacuation procedures for an aeroplane to the extent required by this Division.\n\n> Note: The demonstration of emergency evacuation procedures required by this Division is a demonstration commonly understood to be a “partial” emergency evacuation demonstration. This is because it is not the full emergency evacuation demonstration that is required as part of an aircraft’s initial type certification.\n\n(2) A demonstration of the emergency evacuation procedures in relation to an aeroplane must be conducted:\n\n (a) before the type and model of aeroplane is operated in an Australian air transport operation by an operator; and","sortOrder":305},{"sectionNumber":"14.07","sectionType":"section","heading":"Demonstration requirements","content":"#### 14.07 Demonstration requirements\n\n (1) A demonstration to CASA of the emergency evacuation procedures of the aeroplane, including the ditching procedures if required under subsection 14.06(3), must be conducted in simulated emergency conditions.\n (2) Each crew member who participates in the demonstration must:\n (a) have assigned duties for the type and model of aeroplane; and","sortOrder":306},{"sectionNumber":"14.08","sectionType":"section","heading":"Standards for demonstrations","content":"#### 14.08 Standards for demonstrations\n\n (1) CASA must be satisfied that the emergency evacuation procedures for an aeroplane would enable the crew members to achieve the requirement in subsection 14.05(1).\n\n(2) A demonstration of the emergency evacuation procedures for the aeroplane must also meet the following standards:\n\n (a) the cabin crew members, using the operator’s emergency evacuation procedures, must:\n (i) open 50% of the required floor level emergency exits; and\n (ii) open 50% of the required non-floor level emergency exits;\n (b) the emergency exits opened for the purposes of paragraph (a) must not include an exit if CASA has (for the purposes of the demonstration) identified that an unsafe condition exists outside the exit;\n (c) the emergency exits must be ready for use within 15 seconds from the prearranged signal notified to the operator.\n (3) For the purposes of subsection (2), an emergency exit is a required emergency exit if:\n (a) it was present at the time of the emergency demonstration evacuation mentioned in subsection 14.05(1) for the aeroplane; and\n (b) the operator’s procedures provide that the opening of the exit is a primary responsibility of a cabin crew member.\n\n> Note: The emergency demonstration evacuation mentioned in subsection 14.05(1) is a full evacuation demonstration conducted for the purposes of the certification of the aeroplane.\n\n (4) An emergency exit is ready for use within 15 seconds if:\n (a) the emergency exit has been fully opened; and\n (b) any other means required for a passenger to reach the ground using the exit (for example, an evacuation slide) would be ready within that time; and","sortOrder":307},{"sectionNumber":"14.09","sectionType":"section","heading":"Manner of conducting demonstration","content":"#### 14.09 Manner of conducting demonstration\n\n Emergency evacuation procedures\n (1) A demonstration of the emergency evacuation procedures for an aeroplane must be conducted as follows:\n (a) either during the dark of the night or during daylight with the dark of the night simulated;\n (b) the aeroplane is in a normal ground attitude with landing gear extended;\n (c) the following methods be used to prevent disclosure of the available emergency exits to participants in the demonstrations:\n (i) stands or ramps be positioned at all of the aeroplane’s emergency exits;\n (ii) if the crew would be able to see the means being used to indicate unusable exits before the signal to evacuation is given—the relevant passenger and cockpit windows are blacked out;\n (d) the aeroplane’s normal electrical power sources are de-energised at the commencement of the evacuation;\n (e) each item of equipment:\n (i) required to be carried on the aeroplane for the flight by Chapter 11; and\n (ii) relevant to the conduct of an emergency evacuation demonstration under this Division;\n must be fitted to, or carried on, the aeroplane;\n (f) each external door or other exit, and each internal door or curtain, must be in a position to simulate a normal take-off;\n (g) a member of the cabin crew or the flight crew, or any other crew member or member of the operator’s personnel who maintains or operates the aeroplane in the normal course of their duties, must not be used as a passenger in the demonstration;\n (h) a passenger is not to be assigned a specific seat except under the direction of CASA;\n (i) if the opening of an emergency exit is not the primary responsibility of a cabin crew member under the emergency evacuation procedures—an employee of the operator is not to be seated next to that exit;","sortOrder":308},{"sectionNumber":"14.10","sectionType":"section","heading":"Demonstrations of ditching procedures only","content":"#### 14.10 Demonstrations of ditching procedures only\n\n (1) This section applies if:\n (a) CASA requires the operator of the aeroplane to conduct a demonstration of ditching procedures under subsection 14.06(3); and\n (b) the demonstration of the ditching procedures will be conducted separately to other evacuation procedures.\n (2) The demonstration:\n (a) despite paragraph 14.09(1)(a), may be conducted under daylight conditions; and\n (b) is subject to each other applicable requirement mentioned in subsection 14.09(1); and\n (c) is subject to the requirements in subsection 14.09(2); and\n (d) may be conducted either using an aeroplane or a cabin training device.\n (3) If a cabin training device is used, it must:\n (a) be a life-size mock-up of the interior of the aeroplane; and\n (b) include adequate seats for the use of participants in the demonstration; and\n (c) include emergency exits that replicate the emergency exits on the aeroplane.","sortOrder":309}],"analysis":{"kimi_summary":{"_metrics":{"completionTokens":709},"content_quality":"ok","complexity_score":9,"scope_assessment":{"changed":false,"description":"The legislation appears consistent with its original purpose as a comprehensive technical standard for larger aeroplane operations. While extensive, the content covers the expected operational areas (EDTO, fuel, performance, equipment) without apparent scope creep beyond the Part 121 regulatory framework."},"complexity_factors":["Extensive cross-referencing to CASR, ICAO Annexes, FAA directives, and other MOS documents (Part 91, Part 139H)","Multiple nested conditional structures with exceptions to exceptions (e.g., fuel requirements that change based on aircraft type, destination type, weather, and operational variations)","Numerous defined terms with technical aviation meanings (EDTO, ACAS, TAWS, RNP, TAF, ISA conditions, etc.)","Detailed tabular data for calculations — standard weights, runway widths, fire extinguisher numbers, ELT requirements — all with multi-factor lookups","Temporal complexity with phased implementation dates (e.g., ELT rules changing 2 December 2023, radio altimeter requirements from 1 April 2026)","Performance calculations requiring simultaneous consideration of multiple variables (weight, altitude, temperature, wind, runway condition, engine failure scenarios)","EDTO provisions with tiered requirements based on diversion time thresholds (180 minutes) and geographic regions (polar areas)","Weather forecast interpretation rules with probability thresholds (30%, 40%) and conditional holding fuel calculations"],"plain_english_summary":"The Part 121 Manual of Standards gives detailed technical requirements for Australian commercial air transport using larger aeroplanes, turning regulatory principles into precise operational rules on long-range diversion, fuel and performance calculations, equipment, safety briefings, and weight/balance. \n\nIt applies to airlines, charter operators and pilots, and matters because it defines the exact standards crews and operators must meet to ensure safety and regulatory compliance on larger aircraft operations."},"flash_summary":{"complexity_score":9,"scope_assessment":{"changed":true,"description":"This MOS edition expands the operational and technical scope beyond a simple restatement of Part 121 rules by adding or formalising new equipment mandates, data‑recording obligations, and practical training requirements with fixed compliance dates. Concrete scope extensions include: (a) mandatory recording of certain data‑link messages and correlation with CVR (section 11.35, effective from 2 Dec 2023); (b) prescriptive ELT and survival ELT requirements and phased transition rules (sections 11.47–11.51, 11.49); (c) a radio‑altimeter radio‑frequency tolerance requirement tied to FAA AD standards (section 11.20A, effective 1 Apr 2026); (d) underwater locating device requirement for large aeroplanes when life‑rafts are carried (section 11.64, effective 2 Dec 2023); (e) more prescriptive practical firefighting training and smoke‑filled environment requirements for crew training (sections 12.06(2), 13.35(2)(g), 13.09); and (f) tighter ADS‑B/Mode S and GNSS performance and configuration rules including alternate GNSS/ADS‑B configurations (sections 11.68–11.70). These additions increase prescriptiveness and create new upgrade, training and data obligations that broaden the instrument’s footprint compared with a purely procedural manual that previously relied more on operator exposition and higher‑level CASR rules."},"complexity_factors":["Lengthy instrument: detailed provisions across 14 chapters (Ch 1–14) covering approvals, operations, equipment, performance, fuel, crew training and evacuation.","Large number of defined terms and cross-references: definitions in section 1.04 plus many references to CASR Dictionary, Civil Aviation Act, ICAO Annexes, ETSOs/TSOs, FAA/EASA rules (dozens of external references).","Extensive conditional logic and nested exceptions: e.g. many ‘‘if/then/unless’’ branches in EDTO (Chapter 2), alternate aerodrome and weather rules (Chapter 4, sections 4.06–4.19), and fuel calculations (Chapter 7).","Many tables and numeric minima: multiple prescriptive planning/performance tables (e.g. Tables 4.05, 4.19, 6.02, 10.01, 11.35(4), 11.48, 11.52, 11.53, 11.55) that must be cross-checked against aircraft data.","Frequent cross‑references to other MOSs and manuals (Part 91 MOS, Part 61 MOS, Part 21 approvals, Part 21 airworthiness) and to external standards (ICAO Annexes, RTCA/DO, EASA/FAA documents).","Multiple temporal transition requirements and compliance dates (e.g. data link recorder—2 Dec 2023; ELT rules phased; radio altimeter RF‑tolerance—1 Apr 2026; UPRT from 31 Mar 2022).","Approval processes and operational variation pathways that require submission of safety risk assessments and CASA discretion (e.g. 4.21, 7.09) — adds procedural complexity and evidence requirements.","Interdependent technical constraints: equipment fitment, MEL permissions and dispatch conditions are tightly linked (e.g. 11.04, 11.06, 2.05, 2.18), creating coupling across maintenance, dispatch and operational planning.","Detailed training and checking regimes with multiple cycles (initial, conversion, recurrent, annual, 3‑yearly) and facility/device standards (Chapters 12–13), with many practical components requiring specialised training devices.","High number of ‘‘allowed inoperative’’ windows and reporting obligations (e.g. ACAS, TAWS, FDR/CVR, surveillance equipment) that include timelines and conditions — raises record-keeping and operational monitoring complexity."],"plain_english_summary":"**What this instrument is and does (mechanics first)\n\n- This document is the Part 121 Manual of Standards (MOS) that CASA issues under the Civil Aviation Safety Regulations 1998 to set technical, operational and training standards for Australian air transport operations using larger aeroplanes. It works as the detailed ‘‘how‑to’’ for meeting Part 121 regulatory obligations (for example, what equipment to fit, what documents to carry, how to plan flights, what training to deliver, and what approvals CASA must issue before certain operations occur).\n\n- The MOS is structured into chapters and divisions that prescribe: definitions and citation rules (Ch 1); detailed requirements and approval criteria for Extended Diversion Time Operations (EDTO) (Ch 2); what documents and emergency/survival equipment must be carried and recorded (Ch 3); alternate‑aerodrome and flight‑preparation rules and weather‑forecast logic (Ch 4); operational flight plan content (Ch 5); runway width calculation (Ch 6); fuel rules (Ch 7); safety briefings and demonstrations (Ch 8); detailed performance (take‑off, en‑route, landing) requirements (Ch 9); weight and balance standard weights and documentation (Ch 10); comprehensive equipment standards (radios, navigation, ACAS/TCAS, TAWS, ELTs, recorders, PBE, oxygen, survival equipment, ADS‑B/Mode S etc.) including allowed inoperative periods and reporting (Ch 11); and extensive training, checking and facility requirements for flight and cabin crew (Ch 12–13) and evacuation demonstration rules for large aeroplanes (Ch 14).\n\nWho this affects\n\n- Aircraft operators (AOC holders) and their operational staff: flight dispatchers, operations controllers, training managers and maintenance organisations. Many provisions require changes to operator expositions, procedures, training syllabi, data collection and reporting (see e.g. sections 2.11, 2.18, 7.09, 11.35, 12.20).\n- Flight crew (pilots, flight engineers) and cabin crew: mandatory initial, conversion, recurrent, annual and 3‑yearly training/checks (Chapters 12–13) and proficiency/check standards (Subdivision A/B of Division 5, Ch 12).\n- Maintenance organisations and manufacturers: requirements about equipment approvals, type‑certification information and manufacturer‑supplied limitations or performance data are invoked (see sections 2.03, 11.04, 11.32).\n- Aerodrome/airport service providers: timing and availability of rescue/firefighting, lighting and communications affect alternate aerodrome selection and contingencies (see sections 4.19, 4.13–4.17).\n- Passengers indirectly: through seat/weight assumptions, safety briefings, carriage of lifejackets, ELTs, life rafts and evacuation planning (see sections 10.01, 8.01, 11.47–11.63, 14.05).\n\nWhy it matters (stated purpose and how it is delivered)\n\n- The MOS translates broad Part 121 regulatory rules into specific technical and operational standards that CASA will apply when: issuing approvals (for example EDTO approvals at sections 2.01–2.26), assessing operational variations (section 4.21, 7.09), checking compliance during audits and approving minimum equipment lists (MEL) and training programs.\n\n- The stated policy goal in the instrument is safety and alignment with international standards (ICAO, FAA, EASA) — e.g. definitions that reference Annexes and ETSOs, prescribed minima for instrument approaches (table 4.19), and mandated equipment standards (11.21 ACAS, 11.24 TAWS). The MOS delivers this by making operator obligations prescriptive (must‑language), and creating gate‑keeping steps where CASA must be satisfied before specific approvals are granted (for example EDTO approvals in Division 1, Chapter 2).\n\nTesting the stated purpose against practical trade‑offs and incentives\n\n- Who pays: the direct cost falls on operators. Compliance items that increase capital or recurrent cost include equipment upgrades (ADS‑B/Mode S, SATCOM, compliant ELTs or ULDs, data link recording hardware — see 11.35, 11.68, 11.49, 11.64), training (live firefighting, UPRT, slide/raft exercises — see 12.06(2), 12.20(4), 13.26), and operational restrictions (extra fuel required under Chapter 7 reduces payload or raises fuel cost). Maintenance and documentation burdens (records for quarterly EDTO reports 2.24, in‑flight event reporting 2.26) are ongoing costs.\n- Who decides: CASA retains decision authority on approvals, operational variations and whether an operator’s safety‑risk assessment is acceptable (multiple provisions: e.g. 2.21, 4.21, 7.09). That creates a compliance gate where operators must supply evidence, safety cases and procedures that meet CASA’s risk threshold.\n- Behavioural effects: operators will respond by either upgrading equipment and training or limiting operations (shorter diversion times, avoiding polar routes or isolated aerodromes) because higher fuel/load and equipment costs materially affect route economics (see EDTO limits in 2.06–2.07, fuel rules in Ch 7). The instrument also creates incentives to invest in data and monitoring (fuel monitoring systems, performance monitoring) to qualify for operational variations (7.09) and to rely on manufacturer performance data for approvals (2.03).\n- Trade‑offs/opportunity costs: prescriptive fuel and performance rules (Chapter 7, Chapter 9) improve margin for safety but reduce flexibility for operators to carry commercial payload or use some airfields (remote/portable lighting rules 4.13–4.16 increase complexity for remote operations). Requiring extra communications (satellite voice for EDTO >180 min, 2.05(4)(c)) improves resilience but increases avionics costs and recurring SATCOM charges.\n- Implementation and compliance risk: many provisions are conditional on manufacturer/type‑certificate data and on CASA approvals (e.g. EDTO diversion limits, alternate ADS‑B configurations). That dependence can create bottlenecks if manufacturers/authorities are slow to supply certification, or if CASA requires additional proving flights (2.14 note). Several new or phased‑in technical requirements carry explicit compliance dates (e.g. data link recording 11.35 effective 2 Dec 2023; radio altimeter RF‑tolerance 11.20A effective 1 Apr 2026), imposing transition costs and timelines.\n\nConcrete mechanisms to watch (examples with section cites)\n\n- EDTO approval: requires airframe/engine approval evidence, operator training, dispatch procedures and CASA satisfaction on reliability and serviceability (sections 2.03–2.26). Operators must document CMP, MEL limits and en‑route alternates (2.11, 2.18). Quarterly reporting for 2‑engine EDTO aeroplanes is mandatory (2.24).\n- Fuel & planning: the MOS prescribes what fuel components must be carried, explicit contingency percentages and EDTO‑specific critical scenarios (Chapter 7: sections 7.02–7.06). For EDTO, operators must include decompression and engine‑failure assumptions in fuel planning (7.06(1)).\n- Equipment & fitment: detailed equipment rules require specific approvals/TSOs, permitted inoperative windows, and mandatory activation/use periods for ACAS (11.21–11.23, 11.04, 11.06). New recorder and data capture obligations (11.32–11.35) require recording of data link messages and correlation with CVR/FDR.\n- Training & checking: prescriptive initial, conversion, recurrent, annual and multi‑year training obligations for flight and cabin crew with explicit practical requirements (live firefighting, water survival, evacuation slides) and factory/simulator use rules (Chapters 12–13, 13.09, 13.26, 12.20(4) UPRT requirement for larger types).\n- Alternate aerodrome & weather logic: detailed rules on when alternates must be planned, exceptions for isolated destinations, precise rules about TEMPO/INTER/BECMG indicators and how holding fuel may offset those (sections 4.03–4.06, 4.08–4.19).\n\nNet effect summary in one sentence\n\n- The Part 121 MOS 2020 turns high‑level Part 121 obligations into detailed, internationally‑referenced technical standards and mandatory procedures that raise the bar for equipment, planning, reporting and crew training — improving prescriptiveness and auditability but increasing compliance cost, conditionality on approvals and operational constraints for affected operators.\n"},"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/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020","history":"/api/acts/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020/history","analysis":"/api/acts/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020/analysis","conflicts":"/api/acts/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020/conflicts","importantCases":"/api/acts/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020/important-cases","documents":"/api/acts/part-121-australian-air-transport-operations-larger-aeroplanes-manual-of-standards-2020/documents"}}