Civil Aviation Order 100.5 (General requirements in respect of maintenance of Australian aircraft) 2011
2Balloon etc. intervals
Start here
Get a plain-English read of 2
Turn the raw legal text into a practical explanation grounded in Civil Aviation Order 100.5 (General requirements in respect of maintenance of Australian aircraft) 2011.
Despite the interval mentioned in any other provision to this Appendix, where a provision to this Appendix applies for an aircraft that is a balloon or a thermal airship without an approved SOM, the interval is not to exceed 36 months.
Note Under civil aviation legislation and for this Appendix, a balloon or a thermal airship falls within the scope of the word “aircraft” unless specifically excluded.
3 Pitot-static systems
3.1This clause applies to an aircraft’s pitot-static systems.
3.2Tests must be carried out on an aircraft for pitot-static system leaks.
3.3For subclause 3.2, the tests must be carried out in accordance with each of the testing procedures set out in clause 1 of Attachment 1 to this Appendix.
3.4The tests mentioned in subclause 3.2 must be performed:
(a) at intervals not exceeding every 24 months; or
(b) if any pitot-static system components, including instruments, are changed or modified — at the same time as the change or modification, and then at intervals not exceeding every 24 months after that time; or
(c) if maintenance is carried out on the pitot-static system that involves disconnection of any of the pitot-static lines — at the same time as the maintenance, and then at intervals not exceeding every 24 months after that time.
4 Testing pressure altimeters and air data computers
4.1This clause applies to an aircraft’s testing pressure altimeters and air data computers (if any).
4.2Subject to subclause 4.3, the pressure altimeters installed in an aircraft must be tested in accordance with:
(a) each of the testing procedures set out in clause 2 of Attachment 1 to this Appendix; or
(b) each of the applicable testing procedures of the NAA of a recognised country that is the state of design for the aircraft.
4.3For an aircraft certificated for single-pilot operations:
(a) the pilot’s pressure altimeter must be tested under subclause 4.2; and
(b) any other pressure altimeter that is not tested must be appropriately placarded to that effect.
4.4The pressure altimeter tests mentioned in subclause 4.2 must be carried out at intervals not exceeding every 24 months.
Note 1 Test errors must not exceed those specified for pressure altimeters in Attachment 1 to this Appendix.
Note 2 Appropriate test equipment may allow pressure altimeter tests to be carried out either while the altimeter is installed on the aircraft, or in a workshop.
Section 2 - Civil Aviation Order 100.5 (General requirements in respect of maintenance of Australian aircraft) 2011 - Balloon etc. intervals | Zoe
4.5Any air data computer installed in an aircraft must be tested in accordance with the manufacturer’s maintenance manual.
4.6If any of the following devices are installed in an aircraft:
(a) an automatic pressure altitude encoder;
(b) an air data computer;
(c) any equivalent device reporting directly to air traffic control (ATC) via the aircraft’s transponder;
the device must be tested in accordance with each of the testing procedures set out in clause 3 of Attachment 1 to this Appendix.
Note Test errors must not exceed those specified in Attachment 1 to this Appendix for the relevant encoders, computers or other devices.
4.7Subject to subclause 4.8, the automatic pressure altitude encoders mentioned in subclause 4.6 must be tested in conjunction with the aircraft’s pressure altimeter tests mentioned in subclause 4.2.
Note See subclause 4.4 for the interval.
4.8If the following apply:
(a) an aircraft uses a separate direct reading altimeter for the primary control of altitude;
(b) the aircraft has an automatic altitude reporting system comprising a separate automatic pressure encoder, air data computer, or other equivalent device reporting directly to ATC via the aircraft’s transponder;
then the reporting system must be tested in accordance with subclause 4.6 on each occasion of the removal or the installation of, or a change to, or a modification to:
(c) a system component; or
(d) the system interwiring.
5 Airspeed indicator
5.1This clause applies to an aircraft’s airspeed indicators.
5.2The airspeed indicator tests, including determination of the scale error of the aircraft’s installed airspeed indicator must be determined through testing in accordance with subclause 5.3.
5.3For subclause 5.2, the scale errors at the major graduations of the scale must not exceed ± 4 knots up to the maximum speed of the aircraft, when tested first with the pressure increasing, and then with the pressure decreasing. During the test, operation of the airspeed indicator must be smooth and continuous.
5.4Airspeed indicator tests, including determination of the scale error of the aircraft’s installed airspeed indicator, must be performed at intervals not exceeding every 48 months.
6 Fuel quantity gauges
6.1 Subject to subclause 6.1A, this clause applies to an aircraft if the aircraft’s fuel quantity indicating system:
(a) relies on float type devices to measure tank fuel levels; and
(b) does not have a self-test function that can verify that the system is working within the manufacturer’s stated tolerances.
6.1A This clause does not apply to an aircraft that is maintained in accordance with a maintenance program that adheres to MSG-2 or MSG-3 principles, as in force from time to time.
6.2The accuracy of an aircraft-installed system for measuring fuel (the system) must be tested and determined.
6.3For subclause 6.2, the determination must be made in accordance with the following test requirements:
(a) subject to the tolerances mentioned in this subclause — the indicated quantity of fuel must equal the actual fuel in the fuel tank less the unusable quantity of fuel;
(b) fuel quantity gauges must be checked for accuracy at all major graduations;
(c) subject to paragraph (d) — scale errors at empty must not exceed + 0.5% or – 5% of the nominal fuel tank capacity;
(d) for a system where it is impracticable to correct the empty reading — scale errors at empty must not exceed + 0.5% or – 8% of the nominal fuel tank capacity;
(e) if either of the following apply:
(i) scale errors or the ungaugeable quantity of fuel exceeds ± 5% of the nominal fuel tank capacity; or
(ii) the gauge is calibrated in fractions of fuel tank capacity;
then, a placard must be displayed adjacent to the fuel quantity gauge showing:
(iii) the corrected readings at all major graduations; and
(iv) the ungaugeable quantities of fuel;
(f) fuel quantity gauges must be checked with the aircraft positioned to simulate level flight attitude;
(g) for paragraph (f):
(i) electrically operated gauges must have normal system voltages applied; and
(ii) the fuel quantity at each calibration point must be made by:
(A) measurement of the fuel added to the fuel tank; or
(B) a dip or drip stick previously calibrated for the fuel tank;
(h) during the test, the motion of any fuel quantity gauge must be smooth and continuous.
6.4Determination of the accuracy of the system must be performed:
(a) at intervals not exceeding every 48 months; and
(b) if any system component or system interwiring is changed or modified — at the same time as the change or modification, and then after that at intervals not exceeding every 48 months.
7 Propeller systems
7.1 This clause applies to an aircraft’s fixed-pitch wooden or composite propellers.
7.2 Within the intervals mentioned in subclause 7.3, the following checks must be performed:
(a) all propeller attachment bolts and hub retaining nuts must be checked to ensure they have the appropriate torque;
(b) the propeller track must be checked to ensure that the blades are rotating in the same plane of rotation;
(c) the propeller hubs and blades, including their surface finish, must be checked for breaks, scores, nicks, cracks, delamination, corrosion, and the security of the leading edge sheath, to confirm the continuing airworthiness of the propeller.
Note Where AMD for a specific propeller system is not available, the inspection, maintenance and field repair methods contained in FAA AC 20-37E, or subsequent revisions, should be used.
7.3 Each check mentioned in subclause 7.2 must be carried out as follows:
(a) after the first flight following a propeller fitment;
(b) when there has been significant change in the average ambient humidity, due to a seasonal change or a change in aircraft locality;
(c) before a first flight after the aircraft has been idle for an extended period.
7.4Each check mentioned in subclause 7.2 must be carried out at intervals not exceeding whichever of the following happens first:
(a) every 110 hours in service, or every 110 hours in service after a check for an event mentioned in paragraph 7.3 (a), (b) or (c);
(b) every 12 months after manufacture, or every 12 months after a check for an event mentioned in paragraph 7.3 (a), (b) or (c).
8 Feathering propellers — functional check
8.1 This clause applies to a piston engine aircraft fitted with 1 or more feathering propellers, other than a powered glider.
8.2 Within the intervals mentioned in subclause 8.3, the aircraft feathering propeller must be given a ground functional check in accordance with the manufacturer’s procedures and instructions for feathering and unfeathering the propeller to ensure that the propeller fully feathers within the time limits specified by the aircraft manufacturer.
8.3 The check mentioned in subclause 8.2 must be carried out at intervals not exceeding whichever of the following happens first:
(a) every 110 hours in service;
(b) every 12 months after manufacture;
(c) the compliance times that have been published as AMD.
9 Cockpit voice recording systems
9.1 This clause applies for a cockpit voice recording system (CVRS) installed on an aircraft for compliance with CAO 20.18 (Aircraft equipment — basic operational requirements).
9.2 Each voice channel of the CVRS must be tested in accordance with this subclause to ensure proper recording of each of the following audio inputs:
(a) for the first channel — from each microphone and headset used at the First Officer’s position;
(b) for the second channel — from each microphone and headset used at the Captain’s position;
(c) for the third channel — from the flight deck mounted area microphone;
(d) for the fourth channel — from each microphone and headset used at the station for the third and fourth crew positions;
(e) if the positions mentioned in paragraph (d) of this subclause are not required — from each microphone and headset used at other flight deck positions having audio selection and transmit facilities;
(f) if the positions mentioned in paragraphs (d) and (e) of this subclause are not required — from each microphone on the flight deck that is used with the passenger address system, if its signals are not recorded on another channel;
Note The CVRS may need to be removed post-flight and replayed to objectively analyse the quality of the audio recorded on each discrete channel, and where applicable, the correct recording of the ATM data-link messages and related functionality.
9.3The bulk erase inhibit logic of the CVRS must be tested to ensure that it is functioning properly.
9.4 The CVRS underwater locating device (if fitted) must be tested and maintained in accordance with the manufacturer’s requirements and recommendations.
9.5 Crash sensor switches incorporated into the CVRS power feed must be tested in accordance with the manufacturer’s procedures to ensure they are operating properly.
9.6Each of the tests mentioned in this clause must occur at intervals not exceeding:
(a) for equipment utilising analogue technology (tape based):
(i) every 12 calendar months; or
(ii) 2 000 hours’ time-in-service;
whichever happens first; or
(b) for equipment utilising digital technology (solid state based), every 24 calendar months.
10 Emergency exits
10.1 This clause applies to an aircraft which has an emergency exit, except when the emergency exit:
(a) is a service door; or
(b) is a normal means of entering or exiting the aircraft; or
(c) would be destroyed when operated, for example, a window that is to be smashed open, or a fabric panel that is to be ripped aside.
10.2 With the aircraft in its normal operating configuration, including all trim and interior fittings installed, the emergency exit must be operated, and operable, in accordance with the placarded instructions.
10.3 If the emergency exit’s operating mechanism is protected by a breakable cover, the cover may be removed before testing the exit.
10.4 In spite of any other provision in this clause, an emergency exit must be tested when role equipment or interior configuration is changed in a way that may inhibit operation of the exit.
11 Life rafts, life jackets and inflatable flotation devices
11.1 This clause applies to each life raft, life jacket and inflatable flotation device that, for the purpose of complying with civil aviation legislation, is:
(a) installed or carried on an aircraft; or
(b) to be installed or carried on an aircraft.
11.2 The life raft, life jacket or inflatable flotation device must be inspected and tested in accordance with the manufacturer’s requirements.
11.3 Commencing from the date of manufacture, the life raft, life jacket or inflatable flotation device must be inspected and tested:
(a) at the periodicity specified by the manufacturer; or
(b) if the approved SOM or maintenance schedule specifies a lesser period — at that lesser period; or
(c) if a period is not specified by the manufacturer and not provided within the approved SOM or maintenance schedule — after 2 years, and then at intervals not exceeding 12 months.
12 Towing release systems
12.1This clause applies to an aircraft fitted with a towing release system that is not covered by a manufacturer’s maintenance program.
Note A towing release system to which this clause applies may be supplied by the manufacturer of the aircraft, or a towing release system manufacturer.
12.2Before commencement of the first flight on a day during which the aircraft is engaged in towing operations, the pilot in command or a holder of an aircraft maintenance engineer licence for the aircraft must:
(a) ensure that the cockpit control for the towing release system has full and free movement; and
(b) check that the release mechanism is clean; and
(c) check for visible signs of damage or wear of the release mechanism; and
(d) perform a functional check; and
(e) certify that the testing mentioned in paragraphs (a) to (d) have been satisfactorily completed in column 2 of Part 3 of the maintenance release.
12.3Before a maintenance release may be issued for the aircraft, the person performing the maintenance release inspection must:
(a) clean and lubricate the hook mechanism; and
(b) check the beak and other parts for wear; and
(c) check the condition of operating levers, cables and pulleys; and
(d) test the ability of the system mechanism to return to a safe over-centre position with a return force, measured at the activating lever of the hook, of not less than 20 N (Newton) (2 kg force).
12.4At intervals not exceeding the earlier of 1000 hours’ time‑in‑service or 1 year, the holder of a Part 66 licence in the B1.1 or B1.2 subcategory authorising maintenance on the aircraft, or the holder of an authority to carry out maintenance on aircraft under regulation 33B of CAR, must:
(a) remove and service the release assembly in accordance with the manufacturer’s data and instructions; and
(b) test that the pilot effort is less than 200 N (20.4 kg force) with a 4.5 kN (459 kg force) load applied to the release anywhere in a 30 degree cone.
Note Towing release mechanisms may be overhauled by a Gliding Federation of Australia (GFA)‑approved Inspector in accordance with the requirements contained in the relevant Airworthiness Directives issued by the GFA from time to time. The overhaul status of the towing release assembly must be adequately documented.