Turn the raw legal text into a practical explanation grounded in Civil Aviation Order 20.18 (Aircraft equipment — basic operational requirements) Instrument 2014.
10.1In the case of a charter or RPT aircraft, all instruments and equipment that it carries, or is fitted with, under subregulation 207 (2) of CAR 1988 must be serviceable before take-off, unless:
(a) flight with unserviceable instruments or equipment has been approved by CASA, subject to such conditions as CASA specifies; or
(b) the unserviceability is a permissible unserviceability set out in the minimum equipment list for the aircraft and any applicable conditions under subregulation 37 (2) of CAR 1988 have been complied with; or
(c) CASA has approved the flight with the unserviceable instrument or equipment and any applicable conditions that CASA has specified, in writing, have been complied with; or
(d) the unserviceable instrument or equipment is a passenger convenience item only and does not affect the airworthiness of the aircraft.
Note Equipment referred to in paragraph 10.1 includes oxygen and protective breathing equipment, emergency lifesaving equipment, seats, seat belts and safety equipment that are required to meet an applicable standard, and other instruments and equipment required to be carried or fitted under this Order.
10.1A A private or aerial work aircraft must not be operated:
(a) under the V.F.R., unless:
(i) all instruments and equipment required to be fitted to the aircraft under subsection 3 are serviceable before take-off; or
(ii) CASA has approved the flight with the unserviceable instrument or equipment and any applicable conditions that CASA has specified, in writing, have been complied with; or
(b) under the I.F.R., unless:
(i) all instruments and equipment required to be fitted to the aircraft under subsection 4 are serviceable before take-off; or
(ii) CASA has approved the flight with the unserviceable instrument or equipment and any applicable conditions that CASA has specified, in writing, have been complied with.
10.2Where flight is conducted with unserviceable instruments or equipment under the provisions of paragraph 10.1 or 10.1A, the unserviceable instruments or equipment must be prominently placarded “UNSERVICEABLE” or removed from the aircraft.
Note Where an instrument or piece of equipment performs more than 1 function, it is permissible to placard as unserviceable only the function(s) which are unserviceable.
10.3The holder of an AOC authorising an RPT operation must:
(a) have a minimum equipment list or lists for the aircraft used to conduct those operations; and
(b) include each list in the operations manual for the aircraft to which that list applies.
10.4The holder of an AOC authorising charter operations:
(a) may have a minimum equipment list or lists for the aircraft used to conduct those operations; and
(b) must include each list in the operations manual for the aircraft to which that list applies.
Appendix I
Instruments required for flight under the V.F.R.
(Limited to aircraft specified in subsection 3, paragraph 3.1)
1 The flight and navigational instruments required for flights under the V.F.R. are:
(b) an altimeter, with a readily adjustable pressure datum setting scale graduated in millibars; and
(d) an accurate timepiece indicating the time in hours, minutes and seconds. This may be carried on the person of the pilot or navigator.
2 In addition to the instruments required under clause 1, aircraft, other than helicopters, engaged in charter, or aerial work, operations and operating under the V.F.R., must be equipped with:
(a) a turn and slip indicator (agricultural aeroplanes may be equipped with a slip indicator only); and
(b) an outside air temperature indicator when operating from an aerodrome at which ambient air temperature is not available from ground-based instruments.
Appendix II
Instruments required for:
(i) aeroplanes engaged in RPT operations; and
(ii) aeroplanes engaged in charter operations which have a maximum take-off weight greater than 5 700 kg
1 The flight and navigation instruments required are:
(a) an airspeed indicating system with means of preventing malfunctioning due to either condensation or icing; and
(e) a rate of climb and descent indicator (vertical speed indicator); and
(g) 2 attitude indicators (artificial horizons); and
(h) a heading indicator (directional gyroscope or equivalent approved by CASA); and
(i) a turn and slip indicator except that only a slip indicator is required when a third attitude indicator usable through flight attitudes of 360 degrees of pitch and roll is installed in accordance with paragraph (k) of this Appendix; and
(j) a means of indicating whether the power supply to those instruments requiring power is working satisfactorily; and
(k) in turbo-jet aeroplanes having a maximum take-off weight greater than 5 700 kg and in turbo-prop aeroplanes having a maximum take‑off weight greater than 18 000 kg a third attitude indicator which:
(i) is powered from a source independent of the electrical generating system; and
(ii) continues to provide reliable indications for a minimum of 30 minutes after total failure of the electrical generating system; and
(iii) is operative without selection after total failure of the electrical generating system; and
(iv) is located on the instrument panel in a position which will make it plainly visible to, and usable by, any pilot at his station; and
(v) is appropriately lighted during all phases of operation; and
(l) in turbo-jet aeroplanes with operating limitations expressed in terms of Mach number, a Mach number indicator (Machmeter).
2 (a) For aeroplanes above 5 700 kg maximum take-off weight, the instruments used by the pilot in command and which are specified in paragraphs 1 (a), (b), (e) and (l) of this Appendix must be capable of being connected either to a normal or an alternate static source but not both sources simultaneously. Alternatively, the aeroplane may be fitted with 2 independent static sources each consisting of a balanced pair of flush static ports of which 1 is used for the instruments specified above. Instruments and equipment other than flight instruments provided for use by the pilot in command, must not be connected to the normal static system that operates the instruments of the pilot in command;
(b) for aeroplanes not above 5 700 kg maximum take-off weight, the instruments specified in paragraphs 1 (a), (b), (e) and (l) of this Appendix must be capable of being connected to either a normal or alternate static source but not both sources simultaneously. Alternatively, the aeroplane may be fitted with a balanced pair of flush static ports.
3 The instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have duplicated sources of power supply.
4 CASA may, having regard to the type of aeroplane, approve an attitude indicator incorporated in an automatic pilot system being 1 of the 2 attitude indicators required by paragraph 1 (g) of this Appendix.
5 A gyro-magnetic type of remote indicating compass installed to meet the requirements of paragraph 1 (c) (ii) of this Appendix may also be considered to meet the requirement for a heading indicator specified in paragraph 1 (h) of this Appendix, provided that it has a duplicated power supply.
6 For V.F.R. flight, the following instruments may be unserviceable:
(a) the attitude indicator required by paragraph 1 (k);
(b) 1 of the attitude indicators required by paragraph 1 (g) provided that the attitude indicator required by paragraph 1 (k) is serviceable or an attitude indicator has been provided to meet the requirements of paragraph 1 (i) and is serviceable;
(c) the turn and slip indicator or slip indicator and attitude indicator required by paragraph 1 (i).
Appendix III
Instruments required for aeroplanes with a maximum take‑off weight not greater than 5 700 kg engaged in charter operations under the I.F.R. (except night V.M.C.) excluding freight only charter operations
1 The flight and navigation instruments required are:
(a) an airspeed indicating system with means of preventing malfunctioning due to either condensation or icing; and
(e) a rate of climb and descent indicator (vertical speed indicator); and
(g) 2 attitude indicators (artificial horizons); and
(h) a heading indicator (directional gyroscope or equivalent approved by CASA); and
(i) a turn and slip indicator except that only a slip indicator is required when a third attitude indicator usable through flight attitude of 360 degrees pitch and roll is installed; and
(j) a means of indicating whether the power supply to the gyroscopic instruments is working satisfactorily; and
(k) in turbo-jet aeroplanes with operating limitations expressed in terms of Mach number, a Mach number indicator (Machmeter).
2 The instruments specified in paragraphs 1 (a), (b), (e) and (k) of this Appendix must be capable of being connected to either a normal or alternate static source but not both sources simultaneously. Alternatively, they may be connected to a balanced pair of flush static ports.
3 The instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have duplicated sources of power supply.
4 CASA may, having regard to the type of aeroplane, approve an attitude indicator incorporated in an automatic pilot system as being 1 of the 2 attitude indicators required by paragraph 1 (g) of this Appendix.
5 A gyro-magnetic type of remote indicating compass installed to meet the requirements of subparagraph 1 (c) (ii) of this Appendix may also be considered to meet the requirement for a heading indicator specified in paragraph 1 (h) of this Appendix, provided it has a duplicated power supply.
Appendix IV
Instruments required for aeroplanes engaged in:
(i) aerial work and private operations under the I.F.R. (including night V.M.C.); and
(ii) charter operations under night V.M.C; and
(iii) I.F.R. freight only charter operations in aeroplanes with maximum take‑off weight not greater than 5 700 kg.
(c) (i) direct reading magnetic compass; or
(d) an accurate timepiece indicating the time in hours, minutes and seconds, except that this may be omitted if it is carried on the person of the pilot or navigator; and
(e) a rate of climb and descent indicator (vertical speed indicator) for other than night V.M.C. flights; and
(g) an attitude indicator (artificial horizon); and
(i) a turn and slip indicator except that only a slip indicator is required when a second attitude indicator usable through flight attitudes of 360 degrees of pitch and roll is installed; and
(j) means of indicating whether the power supply to the gyroscopic instruments is working satisfactorily; and
(k) except for aeroplanes engaged in night V.M.C. flights, means of preventing malfunctioning due to either condensation or icing of at least 1 airspeed indicating system.
2 The instruments specified in paragraphs 1 (a), (b), (e) and (k) of this Appendix must be capable of being connected to either a normal or an alternate static source but not both sources simultaneously. Alternatively, they may be connected to a balanced pair of flush static ports.
3 Except for aeroplanes engaged in night V.M.C. private and aerial work operations the instruments specified in paragraphs 1 (g), (h) and (i) of this Appendix must have duplicated sources of power supply unless the turn and slip indicator or the second attitude indicator specified in paragraph 1 (i) has a source of power independent of the power operating other gyroscopic instruments.
4 A gyro-magnetic type of remote indicating compass installed to meet the requirements of subparagraph 1 (c) (ii) of this Appendix may be considered also to meet the requirement for a heading indicator specified in paragraph 1 (h) of this Appendix, provided that such installation complies with the power supply requirements of clause 3 of this Appendix.
Appendix V
Electric lighting equipment flight under the I.F.R. at night (including night V.M.C.)
The electric lighting equipment is:
1 Instrument illumination
Illumination for all instruments and equipment, used by the flight crew, that are essential for the safe operation of the aircraft. The illumination must be such that:
(a) all illuminated items are easily readable or discernible, as applicable; and
(b) its direct or reflected rays are shielded from the pilot’s eyes; and
(c) its power supply is so arranged that in the event of the failure of the normal source of power, an alternative source is immediately available; and
(d) it emanates from fixed installations.
2 Intensity control
Means of controlling the intensity of the illumination of instrument lights, unless it can be demonstrated that non-dimmed instrument lights are satisfactory under all conditions of flight likely to be encountered.
3 Landing lights
2 landing lights except that, in accordance with the provisions of regulation 308 of CAR 1988, aircraft engaged in private and aerial work operations and charter operations not carrying passengers for hire and reward are exempted from this requirement provided that 1 landing light is fitted.
Note A single lamp having 2 separately energised filaments may be approved as meeting the requirement for 2 landing lights.
4 Passenger compartment lights
Lights in all passenger compartments.
5 Pilots’ compartment lights
Means of lighting the pilots’ compartment to provide illumination adequate for the study of maps and the reading of flight documents.
6 Position and anti-collision lights
Equipment for displaying the lights prescribed in regulation 196 of CAR 1988.
Note In accordance of the provision of subregulation 195 (1) of CAR 1988, position and anti-collision lights must be displayed at night and in conditions of poor visibility.
7 Emergency lighting
Emergency lighting and a shock-proof electric torch for each crew member at the crew member station.
Appendix VI
Instruments required for V.F.R. operations — helicopters
(b) a pressure altimeter with a readily adjustable pressure datum setting scale graduated in millibars; and
(ii) a remote indicating magnetic compass and a standby direct reading magnetic compass; and
(d) an accurate timepiece indicating hours, minutes and seconds. This may be carried on the person of the pilot or navigator.
2 In addition to the instruments required under clause 1, helicopters engaged in RPT, charter, or aerial work, operations and operating under the V.F.R. must be equipped with:
(a) a slip indicator; and
(b) an outside air temperature indicator when operating from or to a location at which ambient air temperature is not available from ground-based instruments.
Appendix VII
Instruments required for I.F.R. operations in helicopters (except night V.M.C.)
1 The flight and navigational instruments required in a helicopter which is required to be operated by 2 pilots are:
(a) 2 airspeed indicators together with 1 airspeed indicating system with means of preventing malfunction due to either condensation or icing; and
(e) 2 instantaneous vertical speed indicators; and
(g) 2 attitude indicators (artificial horizons) having a 5 inch dial presentation and a standby attitude indicator positioned so as to be usable by the pilot in command and plainly visible by both pilots by day and by night; and
(i) 2 slip indicators; and
(j) provision to indicate whether the power supply to the gyroscopic instruments is working satisfactorily.
2 The minimum flight and navigation instruments required in a helicopter which is operated by a single pilot are:
(a) an airspeed indicating system with means of preventing malfunction due to either condensation or icing; and
(e) instantaneous vertical speed indicator; and
(g) an attitude indicator having a 5 inch dial presentation and a standby attitude indicator positioned so as to be usable by the pilot; and
(i) a slip indicator; and
(j) provision to indicate whether the power supply to the gyroscopic instruments is working satisfactorily.
3 The instruments specified in paragraphs 1 (a), (b) and (e) and 2 (a), (b) and (e) of this Appendix must be capable of being connected to more than 1 static source or must be connected to a balanced pair of flush static ports. Instruments and equipment other than mandatory flight instruments must not be connected to the static system that operates the instruments used by the pilot in command.
4 The instruments specified in paragraphs 1 (h) and 2 (h) must have a duplicated source of power supply.
5 The 5 inch dial attitude indicators specified in paragraphs 1 (g) and 2 (g) must have duplicate sources of power supply. The standby attitude indicator must have a power source independent of the electrical generating system and must operate independent of any other attitude indicating system installed.
6 The standby attitude indicator installation specified in paragraphs 1 (g) and 2 (g) must be one in which:
(a) the indicator complies with US Technical Standard Order C4c or equivalent specification acceptable to CASA; and
(b) the indicator and its lighting will continue to operate for 30 minutes following the failure of the electrical power generating system without any action by the flight crew; and
(c) the position size and lighting of the instrument display allows its use from the pilot in command’s operating station by day and by night; and
(d) the operation is independent of other attitude indicator installations.
7 CASA may, having regard to the type of helicopter, approve an attitude indicator incorporated in an automatic pilot system as being 1 of the 2 attitude indicators required by paragraph 1 (g) of this Appendix.
8 A gyro-magnetic type of remote indicating compass installed to meet the requirements of subparagraph 1 (c) (ii) and 2 (c) (ii) of this Appendix may be considered also to meet the requirement for a heading indicator specified in paragraph 1 (h) or 2 (h) of this Appendix, provided that such installation complies with the power supply requirements of clause 4 of this Appendix.
9 CASA may, having regard to the type of helicopter, and the flight presentation, response and acuity standard of the instrument concerned, approve the use of attitude indicators which have a dial presentation of less than 5 inches, in lieu of the indicators specified at paragraphs 1 (g), 2 (g) and 5 of this Appendix.
Appendix VIII
Instruments required for night V.M.C. flight in helicopters except while engaged in agricultural operations
(d) an accurate timepiece indicating the time in hours, minutes and seconds. This may be carried on the person of the pilot or navigator; and
(e) an outside air temperature indicator; and
(f) an attitude indicator (artificial horizon); and
(i) standby attitude indicator; or
(ii) turn indicator; and
(g) a heading indicator (directional gyroscope); and
(h) a slip indicator; and
(i) a vertical speed indicator; and
(j) means of indicating whether the power supply to the gyroscopic instruments is working satisfactorily.
2 For operations onto vessels or platforms at sea by night an instantaneous vertical speed indicator is required in place of the vertical speed indicator specified at paragraph 1 (i) of this Appendix.
3 The attitude indicator and standby attitude indicator or turn indicator as specified in paragraph 1 (f) of this Appendix, must have separate and independent power sources.
4 A gyro-magnetic type of remote indicating compass installed to meet the requirements of subparagraph 1 (c) (ii) of this Appendix may be considered also to meet the requirement for a heading indicator specified in paragraph 1 (g) of this Appendix, provided that such installation complies with the power supply requirements of clause 3 of this Appendix.
Appendix IX
Instruments required for helicopters engaged in night V.M.C. agricultural operations
The flight and navigational instruments required are:
(d) an accurate timepiece indicating the time in hours, minutes and seconds. This may be carried on the person of the pilot or navigator; and
(e) an outside air temperature indicator; and
(f) an attitude indicator (artificial horizon); and
(g) a vertical speed indicator; and
(h) a slip indicator; and
(i) a means of indicating whether the power supply to the gyroscopic instrument is working satisfactorily.
Appendix X
Instruments required for manned free balloons and hot air airships for flight by day under the V.F.R.
The flight and navigational instruments required for flight under the V.F.R. by day are:
(a) an altimeter, with a readily adjustable pressure datum setting scale graduated in hectopascals; and
(b) a timepiece, which may be carried on the person of the pilot, that is accurate to, and readable to, the nearest minute for the duration of the flight; and
(c) a vertical speed indicator; and
(d) in the case of a hot air airship that has a maximum permissible forward airspeed less than that attainable with the engine(s) operating at full power, an instrument capable of indicating when the maximum speed is reached; and
(e) in the case of a hot manned free balloon or hot air airship, an envelope temperature indicator; and
(f) in the case of a hot air manned free balloon or a hot air airship, a free air temperature indicator or an air temperature indicator that provides readings convertible to free air temperature; and
(g) in the case of a pressurised hot air airship, an internal pressure indicator.
Appendix XI — Approved equipment configuration — ADS-B transmitting equipment — IFR and VFR flight
Approved equipment configuration — IFR and VFR flight
1 Subject to this Part, an equipment configuration for ADS-B transmitting equipment is approved if it complies with the standards specified in Part B or Part C of this Appendix.
2 ADS-B transmitting equipment carried on an aircraft in an IFR flight has an approved equipment configuration if, and only if, it complies with the standards in Part B or Part C of this Appendix.
Note No other Appendix applies to the equipment in an IFR flight.
3 ADS-B transmitting equipment carried on an aircraft in any operation at or above FL290 has an approved equipment configuration if, and only if, it complies with the standards in Part B or Part C of this Appendix.
Note No other Appendix applies to the equipment in an operation above FL290.
4 ADS-B transmitting equipment carried on an aircraft, in a flight that is not an IFR flight or any flight at or above FL290, has an approved equipment configuration if it complies with the standards in Part B or Part C of this Appendix.
Note For example, ADS-B transmitting equipment carried on an aircraft in a VFR flight below FL290 would have an approved equipment configuration if it complied with the standards in Part B or Part C of this Appendix. However, another Appendix may apply to the equipment in the VFR flight.
Part B
ADS-B transmitting equipment — standard for approval
2 ADS-B transmitting equipment must be of a type that:
(a) is authorised in accordance with (E)TSO-C166, or a later version as in force from time to time; or
(b) meets the following requirements:
(i) the type must be accepted by CASA as meeting the specifications in RTCA/DO-260 dated 13 September 2000, or a later version as in force from time to time; and
(ii) the type must utilise HPL at all times HPL is available; or
(c) is otherwise authorised, in writing, by CASA for the purposes of subsection 9B of this Civil Aviation Order as being equivalent to one of the foregoing types.
GNSS position source equipment — standard for aircraft manufactured on or after 8 December 2016
3 For an aircraft manufactured on or after 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver of a type that is authorised in accordance with (E)TSO‑C145a or (E)TSO‑C146a, or a later version as in force from time to time; or
(b) a GNSS receiver of a type that is authorised in accordance with (E)TSO-C196a, or a later version as in force from time to time; or
(c) a GNSS receiver or system which meets the following requirements:
(i) is certified by an NAA for use in flight under the I.F.R.;
(ii) has included in its specification and operation the following:
(A) FDE, computed in accordance with the definition at paragraph 1.7.3 of RTCA/DO-229D;
(B) the output function HPL, computed in accordance with the definition at paragraph 1.7.2 of RTCA/DO-229D;
(C) 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; or
(d) another equivalent system authorised in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 3, namely, those certified to (E)TSO‑C145a or (E)TSO‑C146a, or later versions, or those manufactured to comply with (E)TSO‑C196a.
GNSS position source equipment — standard for aircraft manufactured before 8 December 2016
4 For an aircraft manufactured before 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver or system that complies with the requirements of clause 3, other than sub‑subparagraph 3 (c) (ii) (C) which is optional; or
(b) an equivalent GNSS receiver or system that has been approved in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 4, 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.
Altitude source equipment — standard
5 The pressure altitude transmitted by the ADS-B transmitting equipment must be determined by:
(a) a barometric encoder of a type that is authorised in accordance with (E)TSO‑C88a, or a later version as in force from time to time; or
(b) another equivalent system authorised in writing by CASA.
Part C
Alternative approved equipment configuration — standard for aircraft manufactured on or after 8 December 2016
7 For an aircraft manufactured on or after 8 December 2016, an equipment configuration is approved if:
(a) it has been approved or accepted by:
(i) the NAA of a recognised country, as meeting the standards of EASA AMC 20-24 or EASA CS-ACNS; or
(ii) the FAA, as meeting the standards of 14 CFR 91.225 for 1090 Megahertz (MHz) Extended Squitter ADS-B; and
(b) the aircraft flight manual attests to the approval or acceptance; and
(c) the GNSS receiver or system complies with the requirements of clause 3 in Part B.
Alternative approved equipment configuration — standard for aircraft manufactured before 8 December 2016
8 For an aircraft manufactured before 8 December 2016, an equipment configuration is approved if:
(a) it has been approved or accepted by:
(i) EASA as meeting the standards of EASA AMC 20-24; or
(ii) the FAA as meeting the standards of 14 CFR 91.225 for 1090 Megahertz (MHz) Extended Squitter ADS-B; and
(b) the aircraft flight manual attests to the approval or acceptance; and
(c) the GNSS receiver or system complies with the requirements of clause 4 in Part B.
Appendix XII — Approved equipment configuration — Mode S transponder with Class B TABS position source device — VFR flight below FL290 only
Approved equipment configuration — Mode S transponder with Class B TABS position source device
1 Subject to this Part, an equipment configuration for ADS-B transmitting equipment is approved if it is a Mode S transponder with Class B TABS position source device that complies with the standards specified in Part B of this Appendix.
2 A Mode S transponder with Class B TABS position source device carried on an aircraft has an approved equipment configuration if it complies with:
(b) the conditions set out in clauses 3 and 4.
3For paragraph 2 (b), a Mode S transponder with Class B TABS position source device may only be operated in VFR flight below FL290.
4For paragraph 2 (b), if a Mode S transponder with Class B TABS position source device transmits a SIL value of less than 2, the aircraft must not enter controlled airspace in which:
(a) aircraft are required to carry serviceable ADS-B transmitting equipment that complies with an approved equipment configuration in accordance with Appendix XI; or
(b) VFR aircraft are required to carry ADS-B transmitting equipment.
Note Carriage of a Mode S transponder with Class B TABS position source device does not remove the requirement to obtain ATC clearance to operate in Class B or C airspace. Nor does it remove the requirement to obtain CASA approval to operate in Class A airspace – see subregulation 99AA (3) of CAR.
Part B — Standards for a Mode S transponder with Class B TABS position source device
Mode S transponder — standard
1 The Mode S transponder must be of a type that:
(a) is authorised in accordance with (E)TSO‑C166B, as in force from time to time; or
(b) approved in writing by CASA as meeting the specifications in RTCA/DO‑260B, whether dated 2 December 2009, or a later version as in force from time to time; or
(c) is authorised in writing by CASA as being equivalent to a device mentioned in paragraph (a) or (b).
2 When required to be operated, the Mode S transponder must transmit NACp, NIC, SIL and SDA values in accordance with the authorised capability of the GNSS position source.
GNSS position source equipment
3 The geographical position transmitted by the Mode S transponder must be determined by:
(a) a Class B TABS position source device that is authorised in accordance with (E)TSO‑C199, as in force from time to time; or
(b) another source that is authorised in writing by CASA as being equivalent to a source mentioned in paragraph (a).
Altitude source equipment — standard
4 The pressure altitude transmitted by the Mode S transponder must be determined by:
(a) a barometric encoder of a type that is authorised in accordance with (E)TSO‑C88a, as in force from time to time; or
(b) another system that is authorised in writing by CASA as being equivalent to a barometric encoder mentioned in paragraph (a).
Appendix XIII — Approved equipment configuration — Integrated TABS device — VFR flight below FL290 only
1 Subject to this Part, an equipment configuration for ADS-B transmitting equipment is approved if it is an integrated TABS device that complies with the standards specified in Part B of this Appendix.
2 An integrated TABS device carried on an aircraft has an approved equipment configuration if it complies with:
(b) the conditions set out in clause 3.
3 For paragraph 2 (b) an integrated TABS device may only be operated in transmitting mode:
(a) in VFR flight below FL290; and
(b) in Class D, Class E or Class G airspace.
Note An integrated TABS device is not a substitute for mandatory carriage of a transponder in relevant airspace, except in Class E airspace, or in Class G airspace above 10 000 ft: see subparagraph 9E.2 (d); see also subparagraph 9BA.6 (b).
Part B — Standards for an integrated TABS device
1 An integrated TABS device must meet the technical specifications in (E)TSO‑C199, as in force from time to time, that are for a device with integrated Class A TABS and Class B TABS functionality.
2 An integrated TABS device must transmit a SIL value of 1.
3 Subject to clause 4, an integrated TABS device must be authorised by the relevant NAA of the equipment manufacturer as meeting the standards mentioned in clauses 1 and 2.
4 Clause 3 does not apply to an integrated TABS device carried on certain light sport, experimental and other aircraft provided that the TABS device that is carried:
(a) provides the pilot, other aircraft and ATC with the same transponder and surveillance capability as would be provided if an integrated TABS device were expressly authorised by the relevant NAA; and
(b) the pilot has a statement of compliance (or however described) from the equipment manufacturer certifying that the equipment otherwise meets the standards mentioned in clauses 1 and 2.
Appendix XIV — Approved equipment configuration — EC device — VFR flight below FL290 only
Approved equipment configuration — EC device
1 Subject to this Part, an equipment configuration for ADS‑B transmitting equipment is approved if it is an electronic conspicuity device (an EC device) that complies with the standards specified in Part B of this Appendix.
Note Only EC devices that meet all of the requirements of this Appendix are EC devices for the purposes of this Appendix.
2 An EC device carried on an aircraft has an approved equipment configuration if it complies with:
(b) the conditions set out in clause 3.
3 For paragraph 2 (b), an EC device must not be operated in transmitting mode:
(a) in VFR flight at or above FL290; or
(b) concurrently with a Mode S transponder that is also transmitting ADS‑B.
Note An EC device may be operated concurrently with a Mode A/C, or a Mode S transponder (other than one that is transmitting ADS-B) but it is not a substitute for mandatory carriage of a transponder in relevant airspace.
Part B — Standards for an EC device
1 Subject to clauses 3 and 4, an EC device must meet the technical specifications in UK CAP 1391.
2 An EC device must use a Class B TABS position source that complies with the performance standards specified in (E)TSO-C199, as in force from time to time.
3 An EC device must:
(a) be capable of transmitting a SIL value of 1, in accordance with the standards in UK CAP 1391 for an EC device that uses a Class B TABS position source; and
(b) transmit that SIL value of 1.
4 Despite the standards in UK CAP 1391, an EC device must:
(a) meet the requirements described in paragraph 2.2.3.2.7.2.4.6 of RTCA/DO‑260B for transmitting an SDA of 1; and
(b) transmit an SDA value of 1.
5 An EC device must use a barometric encoder for altitude information.
6 An EC device must be mounted in accordance with the manufacturer’s instructions.
7 An EC device, when mounted in accordance with the manufacturer’s instructions, must not:
(a) interfere with aircraft controls; or
(b) otherwise affect the safe operation of the aircraft.
8 The following administrative standards for an EC device must be complied with:
Note See Subparagraph 9B.3 (b).
(a) an EC device must have a statement of compliance (however described) from the EC device manufacturer certifying that the device meets the requirements mentioned in clauses 1 to 5 (a declaration of capability and conformance to the requirements in clauses 1 to 5 or a declaration);
(b) the pilot in command of an aircraft that uses an EC device must carry the declaration, or a copy of it, on board the aircraft;
(c) an EC device model must not be operated in a transmit mode anywhere in Australia unless it is listed on the CASA website as an EC device model for which the manufacturer has made a valid declaration;
(d) the manufacturer of an EC model may apply in writing to CASA:
(i) for a statement that CASA considers that the manufacturer has made a valid declaration of capability and conformance to clauses 1 to 5 of Part B of Appendix XIV of Civil Aviation Order 20.18; and
(ii) for inclusion of the EC device model on the CASA website.
(e) CASA may remove an EC device model from the CASA website if:
(i) the manufacturer requests its removal in writing; or
(ii) if CASA is satisfied that removal is required in the interests of aviation safety.
Note
Note: s
Note: to
Note: Civil Aviation Order 20.18 (Aircraft equipment
Note: The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this compilation comprises Civil Aviation Order 20.18 (Aircraft equipment — basic operational requirements) Instrument 2014 amended as indicated in the Tables below.
Civil Aviation Order 20.18 Amendment Instrument 2015 (No. 1) (F2015L00311)
4 Transitional application — helicopter V.F.R. operations at night
The amendments to Civil Aviation Order 20.18 in Schedule 1 of this instrument do not apply until 1 January 2016.
The amendments referred to in the Transitional application — helicopter V.F.R. operations at night provision are set out below:
Amendments
[1] Paragraph 3.2
after
the V.F.R.
insert
by day
[2] After paragraph 3.2
Insert
3.2AA helicopter may only be operated under the V.F.R. at night if:
(a) it is equipped with the instruments specified in Appendix VIII; and
(b) it is equipped with any other instruments and indicators specified in the helicopter’s flight manual;
(c) for flights under V.F.R. at night which involve flights over land or water where the helicopter’s attitude cannot be maintained by the use of visual external surface cues as a result of lights on the ground or celestial illumination:
(i) the helicopter is equipped in accordance with subparagraph 4.2 (d) of this Order; or
(ii) the helicopter is operated by a qualified 2 pilot crew, each with access to flight controls.
[3] Subparagraph 4.2 (d)
substitute
(d) an approved automatic pilot or automatic stabilisation system.