Civil Aviation Order 82.0 Instrument 2014

This Civil Aviation Order (CAO 82.0) sets conditions that attach to Air Operator’s Certificates (AOCs) issued under the Civil Aviation Act 1988 and relevant Regulations, and prescribes operational, personnel and equipment requirements for holders of those certificates. Mechanically the instrument does the following.

Establishes its name and application as an Order (s 1A, s 1), and states the legal sources under which it is made (paragraph 28BA(1)(b) and subsection 98(4A) of the Civil Aviation Act 1988, specified Civil Aviation Regulations, and the Acts Interpretation Act 1901). The Order applies to AOCs authorising flying or operation of an aircraft for a purpose prescribed by regulation 206 of the Civil Aviation Regulations 1988 (s 1).
Imposes specific conditions on AOC holders in relation to arrangements with persons whose certificates are suspended, cancelled, varied, or pending. Those conditions prevent the AOC holder, without prior written CASA approval, from using aircraft, personnel, or conducting operations that would effectively continue or substitute for activities authorised by the other person’s certificate (s 3.1, s 3.2, s 3.3).
Gives CASA the power to issue safety operational specifications to a certificate holder by written notice, requires the holder to publish those specifications in a separate operations manual section reserved solely for them, and requires cessation of operations if a holder cannot comply with those specifications (s 4.1, s 4.2, s 4.3). The Order lists examples of matters that may be included in such specifications for Extended Diversion Time Operations (EDTO), for example authorised areas, approved airframe/engine combinations, maximum EDTO and diversion times, and approved cruise speeds (s 4.1(a)-(g)).

Civil Aviation Order 82.0 Instrument 2014
as amended

made under paragraph 28BA (1) (b) and subsection 98 (4A) of the Civil Aviation Act 1988, subregulations 5 (1) and 209 (1) of the Civil Aviation Regulations 1988 and subsection 33 (3) of the Acts Interpretation Act 1901.

This compilation was prepared on 2 December 2021 taking into account amendments up to Civil Aviation Order (Flight Operations) Repeal and Amendment Instrument 2021 (No. 1). It is a compilation of Civil Aviation Order 82.0 Instrument 2014 as amended and in force on 2 December 2021.

Prepared by the Advisory and Drafting Branch, Legal, International and Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.

Compilation No. 5

Civil Aviation Order 82.0 Instrument 2014

1A Name of instrument

(1)This instrument is the Civil Aviation Order 82.0 Instrument 2014.

(2)This instrument may be cited as Civil Aviation Order 82.0.

(3)A reference in an instrument to section 82.0 of the Civil Aviation Orders is a reference to this instrument.

1 Application

This Order applies to Air Operators’ Certificates authorising the flying or operation of an aircraft for a purpose prescribed by regulation 206 of CAR and sets out conditions to which such certificates are subject for the purposes of paragraph 28BA (1) (b) of the Act.

2 Definitions

2.1In this Part:

Act means the Civil Aviation Act 1988.

AFM means aircraft flight manual.

certificate means an Air Operator’s Certificate issued by CASA under Division 2 of Part III of the Act.

GPS means Global Positioning System.

MTOW means maximum take-off weight.

3 Conditions relating to “borrowed” certificates

3.1Each certificate authorising the operation of a glider for the purpose prescribed by paragraph 206 (c) of CAR is subject to the condition that its holder (“the AOC holder”) must not, without the prior written approval of CASA, enter into an arrangement with a person whose certificate is suspended or cancelled (“the other person”) under which the AOC holder agrees:

(a) to use, in any operation covered by the AOC holder’s certificate, any aircraft that the other person was authorised to operate under the certificate that is suspended or cancelled; or

(b) to use, in connection with any operation covered by the AOC holder’s certificate, any person employed or engaged by, or otherwise working for, the other person in connection with any operation covered by the certificate that is suspended or cancelled; or

(c) to conduct any operation, or any part of an operation, that the other person intended to conduct under the certificate that is suspended or cancelled.

3.2 Each certificate authorising the operation of a glider for the purpose prescribed by paragraph 206 (c) of CAR is subject to the condition that its holder (“the AOC holder”) must not, without the prior written approval of CASA, enter into an arrangement with a person whose certificate has been varied (“the other person”), under which the AOC holder agrees:

(a) to use, in any operation covered by the AOC holder’s certificate, any aircraft that the other person:

(i) was, immediately before the variation, authorised to operate under the other person’s certificate; but

(ii) is no longer authorised to operate under the certificate as varied; or

(i) was, immediately before the variation, authorised to conduct under the other person’s certificate; but

(ii) is no longer authorised to conduct under the certificate as varied; or

(i) intended to conduct under the other person’s certificate as it had effect immediately before the variation; but

(ii) is no longer authorised to conduct under the certificate as varied.

3.3Each certificate authorising the operation of a glider for the purpose prescribed by paragraph 206 (c) of CAR is subject to the condition that its holder (“the AOC holder”) must not, without the prior written approval of CASA, enter into an arrangement with a person whose application for a certificate is still pending (“the other person”) under which the AOC holder agrees:

(a) to use, in any operation covered by the AOC holder’s certificate, any aircraft proposed to be covered by the certificate sought; or

(b) to use, in connection with any operation covered by the AOC holder’s certificate, any person proposed to be employed or engaged by the other person in connection with any operation proposed to be covered by the certificate sought; or

4 General AOC conditions — safety operational specifications

4.1Each certificate is subject to the condition that CASA may, by notice in writing given to the certificate holder, issue safety operational specifications to be complied with by the certificate holder.

(a) the authorised area(s) of operations;

(b) the EDTO alternate aerodromes;

(d) the maximum EDTO for the applicable airframe/engine combinations;

(e) the maximum diversion time for the applicable airframe/engine combination;

(f) the approved OEI cruise speed for the applicable airframe/engine combination;

(g) for aeroplanes with more than 2 turbine engines — the approved AEO cruise speed for the applicable airframe/engine combination.

4.2Each certificate is subject to the condition that, where CASA issues safety operational specifications to the certificate holder, the holder must publish the material in a separate section of the operations manual reserved solely for those specifications, and that material may not be varied without the approval of CASA.

4.3Each certificate is subject to the condition that, where the certificate holder is unable to comply with the safety operational specifications so issued, the holder will cease operations under the certificate until the holder is able to comply with those specifications.

5 Chief Pilot

5.1Where a Chief Pilot is required by Civil Aviation Order 82.1 (CAO 82.1) to be appointed by an operator, it is a condition of the operator’s certificate that the operator will comply with the requirements of Appendix 1 of this section.

Note 1 From 2 December 2021, CAO 82.1 only applies to operators holding an AOC authorising operation of a glider for the purpose prescribed by paragraph 206 (c) of CAR, that is, commercial glider passenger-carrying operations.

Note 2 From 2 December 2021, operators holding an AOC authorising operation of an aircraft for the purpose prescribed by paragraph 206 (b) of CAR (commercial Part 137 aerial application operations) are not required to have their Chief Pilot comply with Appendix 1. The requirements relating to the head of flight operations for such an operator are in Part 137 of CASR. See regulation 137.065 of CASR.

6 Variation of conditions or obligations

6.1A certificate holder may apply in writing to CASA for a variation in the conditions and obligations applicable to the certificate.

6.2An application must be made in a form that provides details of the proposed variation.

11 Use of electronic flight bags (EFB)

11.1If the pilot in command of an aircraft, operated under an AOC authorising operations for the purpose prescribed by paragraph 206 (b) of CAR, uses an EFB as a means of viewing or accessing authorised aeronautical information, the certificate authorising the operations is subject to the condition that the AOC holder must comply with, and ensure flight crew compliance with, the applicable requirements in Appendix 9.

11.2For this subsection, EFB has the meaning given to it in Appendix 9.

Appendix 1

Subsection 5

1 Approval of Chief Pilot by CASA

1.1 A person must not be appointed as, or act as, a Chief Pilot unless the person’s appointment has been approved in writing by CASA after application in writing by the operator.

1.2 The application must include the following details in relation to the person:

(a) current licences, ratings and endorsements held;

(b) total flight time, total time as pilot in command and, where applicable, total instrument flight time and multi-engine aircraft experience;

1.3The appointment may be approved only if the person has:

(a) in the opinion of CASA, maintained a satisfactory record in the conduct or management of flying operations; and

(b) been assessed, by an examiner appointed by CASA, as suitable to carry out the responsibilities of a Chief Pilot; and

(c) passed an oral examination, conducted by an examiner appointed by CASA, covering the regulatory requirements for the safe conduct of commercial operations; and

(d) passed a flight planning, loading and performance examination, conducted by an examiner appointed by CASA, based on the operator’s most complex aircraft; and

(e) if required by CASA — flown with a person nominated by CASA to demonstrate his or her suitability for appointment.

1.4CASA must:

(a) give written notice of the approval, or refusal of approval, to the operator and to the person; and

(b) if CASA refuses to approve the appointment — include in the notice the reasons for the refusal.

1.5An approval:

(a) relates only to the operator mentioned in the notice of approval; and

(b) may be subject to conditions mentioned in the notice of approval; and

(i) for the period mentioned in the notice of approval; or

(ii) if no period is mentioned — while the person maintains a satisfactory standard of performance.

2 Responsibilities of Chief Pilot

2.1 The Chief Pilot for an operator is to have control of all flight crew training and operational matters affecting the safety of the flying operations of the operator.

2.2 The responsibilities of a Chief Pilot must, unless CASA otherwise specifies in writing, include the following responsibilities:

(a) ensuring that the operator’s air operations are conducted in compliance with the Act, the Civil Aviation Safety Regulations 1998, the Manuals of Standards, the Civil Aviation Regulations 1998 and the Civil Aviation Orders;

(b) arranging flight crew rosters;

(i) validity; and

(ii) recency; and

(iii) type endorsements and any applicable licence restrictions;

(d) maintaining a system to record flight crew duty and flight times to ensure compliance with duty and flight time limitations in accordance with Part 48 of the Orders;

(e) ensuring compliance with loading procedures specified for each aircraft type used by the operator and proper compilation of loading documents, including passenger and cargo manifests;

(f) monitoring operational standards, maintaining training records and supervising the training and checking of flight crew of the operator;

(g) conducting proficiency tests in the execution of emergency procedures and issuing certificates of proficiency as required by section 20.11;

(h) training flight crew in the acceptance and handling of dangerous goods as required by the Civil Aviation Regulations 1988 or the Orders;

(i) maintaining a complete and up-to-date reference library of operational documents as required by CASA for the class of operations conducted;

(j) allocating appropriate aircraft.

3 Delegation by Chief Pilot

A Chief Pilot, in exercising any responsibility, may delegate duties to other members of the operator’s staff, but may not delegate training and checking duties without the written approval of CASA.

4 Qualifications of Chief Pilot

4.2 Where the operator engages in operations under the instrument flight rules, the Chief Pilot must hold an instrument rating appropriate to the category and class of operations conducted by the operator.

4.3 Unless otherwise approved in writing by CASA, a Chief Pilot must hold a licence with the appropriate endorsements and ratings to permit him or her to act as pilot in command of all operations authorised by the operator’s certificate.

6 Cancellation or suspension of approval

6.1 In spite of subclause 5.5, an approval may be cancelled or suspended at any time if, in the opinion of CASA, the performance of the Chief Pilot is no longer of an acceptable standard.

6.2 Where CASA cancels or suspends a person’s appointment as a Chief Pilot CASA must:

(a) notify the person and the operator in writing of the cancellation or suspension; and

(b) provide the person and the operator with reasons for the cancellation or suspension.

Appendix 9

Requirements to be met for the use of an EFB

1 Definitions

1.1 In this Appendix:

AFM means the aircraft flight manual for the aircraft to which the abbreviation refers.

aircraft means an aircraft operated under the AOC of the AOC holder mentioned in subclause 11.1 of this CAO.

Note Subclause 11.1 of this CAO is above, in the main body of the CAO, under the heading Use of electronic flight bags (EFB).

aircraft-installed, for an EFB, means fitted to an aircraft:

(a) by the aircraft manufacturer in accordance with the type certificate, or supplemental type certificate, for the aircraft issued by the NAA of a recognised foreign country; or

(b) in accordance with a supplemental type certificate under Subpart 21E of CASR 1998; or

approved mount means a mount, approved in writing by CASA, which:

(a) does not require the use of tools for mounting the EFB or dismounting it; and

(b) whether or not the mount is holding the EFB, and whether or not a screen‑protector is used, does not:

(i) obstruct the flight crew when entering or leaving the flight deck; or

(ii) affect the flight crew’s physical or visual access to the operational controls and displays on the flight deck; or

(iii) affect the flight crew’s external vision from the flight deck; or

(iv) if the EFB is connected to aircraft power or an external antenna — affect the operation of the aircraft or the safety of the flight crew; or

(v) present, including through cabling or other connectivity, a safety hazard to the flight crew at any time, including in an emergency.

authorised EFB custodian means a person who is authorised in writing by the HFO to have custody of an AOC holder’s EFB.

backup EFB means an EFB that is:

(a) of at least the same class and functionality level as the permitted EFB of the most senior flight crew member to whom an EFB was issued (designated EFB member); and

(b) available to be used in the event of the failure or malfunction of the EFB of the designated EFB member.

Note The EFB issued to flight crew member, other than the designated EFB member, may be used as the backup EFB. Under subclause 3.7 of this Appendix, any requirements of this Appendix that apply to, or in relation to, a flight crew EFB, also apply to the backup EFB.

class means a Class 1 EFB or a Class 2 EFB.

Class 1 EFB means an EFB that is portable but not mounted.

Class 2 EFB means an EFB that is portable and mounted.

Note A Class 3 EFB means an EFB that is aircraft-installed. This Order does not deal with Class 3 EFB.

CAR 1988 means the Civil Aviation Regulations 1988.

CASR 1998 means the Civil Aviation Safety Regulations 1998.

data means digital data primarily used for the operation of an aircraft, including aeronautical maps, charts, and any other written, numerical, diagrammatic or cartographic information or instructions.

EFB system means the hardware, the operating system, the loaded software and any antennae, connections and power sources, used for the operation of an EFB.

electronic flight bag, or EFB, means the portable electronic device of an EFB system that satisfies all of the following requirements:

(a) it is not an instrument, equipment or navigation computer to which any of the following, as in force immediately before 2 December 2021, would have applied:

(i) regulation 207 of CAR 1988;

(ii) regulation 232A of CAR 1988;

(iii) Civil Aviation Order 20.18;

(b) it provides, as a minimum, data storage, search, computational and display capabilities;

(c) it uses a screen which displays data in a size and form that is at least as easily read and used as it would be in a paper document for which the EFB would be a substitute;

(d) it is used primarily on the flight deck of an aircraft by the flight crew of the aircraft for the purpose of accessing and using data relevant to the operation of the aircraft.

flight crew EFB means the permitted EFB which the AOC holder must ensure each operating flight crew member has the exclusive use of on the flight deck of an aircraft.

Note See subclause 3.5 of this Appendix.

functionality level means 1 of the following functionality levels mentioned in subclause 1.3:

(a) functionality level 1;

(b) functionality level 2;

(d) functionality level 4.

HFO, for an AOC holder, means the head of flying operations (however described).

mounted has the meaning given in paragraph (b) of the definition of portable, and includes a mount that is:

(a) attached to the aircraft; or

(b) not attached to the aircraft but secured to a flight crew member, for example, a kneepad.

Note The mount for an EFB that is mounted to the aircraft structure requires airworthiness approval under Subpart 21.M of the CASR 1998.

operating flight crew member means a member of the minimum flight crew required for operation of an aircraft under its AFM.

portable, for an EFB, means designed by its manufacturer to be carried by hand, and carried by hand onto the flight deck of an aircraft by a flight crew member or an authorised EFB custodian, for use:

(a) without a mount; or

(b) when mounted in the flight deck by a flight crew member on an approved mount.

recognised foreign country has the same meaning as in regulation 21.012 of CASR 1998.

1.2In this Appendix:

(a) a reference to training is taken to include a reference to the contemporaneous assessment, by the trainer, of the person who has been trained; and

(b) a reference to carrying a portable EFB onto the flight deck of an aircraft includes carrying the EFB off the flight deck after use.

1.3For the definition of functionality level:

(a) functionality level 1 means that the EFB:

(i) is used to view authorised aeronautical information, but without the functionality to change any of that data; and

(ii) may have a flight planning tool to facilitate the use of the data mentioned in subparagraph (i); and

(iii) may be 1 or more of the following:

(A) subject to subparagraph (iv) — held in the hand;

(B) mounted on an approved mount;

(D) connected to aircraft power for battery re-charging;

(E) connected to an installed antenna intended for use with the EFB for situational awareness but not navigation; and

(iv) unless secured in accordance with sub-subparagraph (iii) (B) or (C) — must be stowed:

(A) during take-off and landing; and

(B) during an instrument approach; and

(D) in turbulent conditions; and

(v) has no data connectivity with the avionics systems of the aircraft; and

(vi) may have wireless or other connectivity to receive or transmit information for EFB administrative control processes only; and

(b) functionality level 2 means that the EFB:

(i) must have the functionality of functionality level 1; and

(ii) subject to subclause 1.4, has 1 or more software applications that use algorithms requiring manual input to satisfy operational requirements; and

(iii) has no data connectivity with the avionics systems of the aircraft; and

(iv) may have wireless or other connectivity to receive or transmit information for EFB administrative control processes only; and

Note Examples of “software applications that use algorithms requiring manual input to satisfy operational requirements” include weight and balance calculations, or performance calculations required by the aircraft’s approved flight manual.

(i) the functionality of functionality levels 1 and 2; and

(ii) 1 or more software applications that permit one-way only acceptance of data directly from the aircraft systems for use by the flight crew to satisfy operational requirements; and

(iii) data connectivity with the avionics systems of the aircraft:

(A) on a one-way, read-only basis; or

(B) to receive or transmit information for aircraft administrative control processes only; and

Note: > Note

For example, the link may be via Wi-Fi and as a data link must have system security.

(d) functionality level 4 means that the EFB has:

(i) the functionality of functionality levels 1, 2 and 3; and

(ii) 1 or more software applications that permit acceptance of data directly from the aircraft systems for direct input to the aircraft’s flight management system to satisfy operational requirements; and

(iii) data connectivity with the avionics systems of the aircraft that:

(A) is secure; and

(B) does not have adverse effects on the avionic systems of the aircraft; and

(D) is capable of being overridden by manual input in the event of an EFB malfunction or failure; and

(E) may receive or transmit information for aircraft administrative control processes.

Note This bi-directional link may be via wireless connectivity, for example, Wi-Fi, and system security must prevent external interference.

2 Software application validation

2.1This clause applies for a software application (SA) of the kind mentioned in subparagraph (b) (ii) of the definition of functionality level 2 in subclause 1.3 (including when functionality level 2 is adopted for functionality level 3 or functionality level 4).

2.2Before first use of the SA, or after any updating of the SA, the AOC holder must:

(a) validate the output from the SA for the aircraft to ensure that it complies with the performance limitations set out in the AFM; and

(b) retain written evidence of the completion of this validation for the duration of the validation; and

2.3If the SA is for use in weight and balance calculations for an aircraft, the suitability of the SA must be validated in writing by a weight control officer (within the meaning of Civil Aviation Order 100.7).

3 Permitted EFB

3.1The AOC holder’s operations manual (the operations manual) must clearly identify the EFB which the holder permits a flight crew member to use (a permitted EFB).

3.2The identification of a permitted EFB in the operations manual must indicate its class and functionality level.

3.3An AOC holder may make an EFB a permitted EFB for an aircraft only if he or she has first demonstrated and documented that the EFB is suitable for:

(a) use in the aircraft for operational purposes, taking into account, for example, radiation, electromagnetic interference, and other electronic devices, instruments and equipment carried on, or installed in, the aircraft; and

(b) the operating conditions in which the EFB is to be used, including, for example, the expected ranges of temperature, humidity, lighting, turbulence and altitude.

3.4The AOC holder must ensure that a flight crew member of an aircraft must not use an EFB other than a permitted EFB.

3.5The AOC holder must issue each operating flight crew member with a permitted EFB for his or her exclusive use on the flight deck of an aircraft.

3.6The AOC holder must ensure that, at the point of aircraft despatch, there is available on the flight deck and accessible to the pilot in command:

(a) a backup EFB capable of substituting, in all respects, for the EFB of the most senior flight crew member to whom an EFB was issued; or

Note See Definitions in subclause 1.1.

(b) paper versions of the authorised aeronautical information for the flight for which the EFB of the pilot in command was intended to be a substitute.

3.7Any requirements of this Appendix that apply to, or in relation to, flight crew EFB, also apply to a backup EFB.

Note To avoid doubt, a backup EFB does not require a further backup EFB.

4 EFB Administrator

4.1The AOC holder must designate a person to be his or her EFB Administrator.

4.2The EFB Administrator must be a person who has undergone training in the use, management and administration of a permitted EFB, as specified in the operations manual.

4.3The AOC holder must ensure that the EFB Administrator has the authority and responsibility to manage and administer, on behalf of the AOC holder and in accordance with any requirements set out in the operations manual, the obligations imposed on the AOC holder under this Appendix, including in relation to:

(a) the continuing accuracy of the identification, class and functionality level of the permitted EFB; and

(b) the currency, reliability and security of the permitted EFB and EFB system; and

(c) the validations required under clause 2 for a software application of the kind mentioned in subparagraph (b) (ii) of the definition of functionality level 2 in subclause 1.3 (including when functionality level 2 is adopted for functionality level 3 or functionality level 4); and

(d) flight crew training for, and use of, a permitted EFB; and

(e) permitted EFB user obligations imposed on members of the flight crew by the operations manual; and

(f) human factors and flight deck resource management in relation to the use of a permitted EFB; and

(g) backup EFB; and

(h) the validity of authorisations and certifications required for data link security for the permitted EFB system.

4.4The EFB Administrator must be accountable to the AOC holder’s HFO for:

(a) managing and administering flight crew use of a permitted EFB; and

(b) ensuring that the detailed operational procedures for the use of a permitted EFB are complied with.

4.5To avoid doubt, the operations manual must set out relevant requirements for each of the matters mentioned in subclause 4.3.

5 EFB Administrator training

5.1The AOC holder must establish, and set out in the operations manual:

(a) the nature, content and duration of the training that an EFB Administrator must have successfully completed before exercising responsibilities as the EFB Administrator; and

(b) the recurrent training that the EFB Administrator must complete while exercising those responsibilities.

5.2The training and recurrent training must be:

(a) provided by a person approved in writing by the AOC holder; and

(b) specific for the functionality level and class of the permitted EFB.

5.3The training and recurrent training must provide competency in the use, management and administration of a permitted EFB, including in the requirements and operational procedures set out in the operations manual and this Appendix.

6 Flight crew training

6.1The AOC holder must establish, and set out in the operations manual, the nature, content and duration of the training that each flight crew member of an aircraft must have successfully completed before using a permitted EFB.

6.2The training must be completed before a person may use the permitted EFB, and must include training in:

(a) the instructions and recommendations of the manufacturer of the permitted EFB as hardware; and

(b) the instructions and recommendations of the developer and installer of the permitted EFB’s software; and

(c) the procedures to be followed if the permitted EFB carried on an aircraft fails or malfunctions during the operation of the aircraft.

6.3If the pilot in command of an aircraft uses a permitted EFB as a means of viewing some of the authorised aeronautical information, the training in the use of the EFB must ensure continuing flight crew proficiency in the non-EFB documents used to complement EFB use.

6.4The training must be provided by a person approved by the HFO, and be specific for the functionality level and class of the permitted EFB.

7 Certification of completion of EFB training

For clauses 5 and 6, the operations manual must require the AOC holder’s HFO to certify in writing to the AOC holder that, for the following persons:

(a) the EFB Administrator;

(b) each flight crew member of an aircraft under the AOC who may use the permitted EFB;

the HFO is satisfied that the person:

(d) is competent:

(i) for the EFB Administrator — to manage and administer, in accordance with the requirements set out in the operations manual and this Appendix, flight crew use of the permitted EFB; and

(ii) for a flight crew member — to use a permitted EFB, in accordance with the requirements set out in the operations manual and this Appendix.

8 Hardware integrity for aircraft-installed EFB

The AOC holder must establish, and set out in the operations manual, procedures which make it clear that the EFB Administrator is not responsible for the management and administration of the hardware of, and that is associated with, an aircraft-installed EFB.

9 Hardware integrity for EFBs

9.1Without affecting clause 8, the AOC holder must establish, and set out in the operations manual, procedures to safely manage the hardware of, and accessories for, a permitted EFB, including:

(a) its removal, repair, replacement, re-installation and maintenance; and

(b) its storage when off the aircraft, and its stowage when on the aircraft and not mounted.

9.2For subclause 9.1, hardware and accessories include the following:

(a) the electronic device constituting the hardware of the permitted EFB;

(b) any mount for the EFB;

(d) screen protectors for the EFB;

(e) batteries and other portable power sources for the EFB.

10 Data integrity for permitted EFBs

The AOC holder must establish, and set out in the operations manual, procedures for the following for a permitted EFB:

(a) the loading of software on to the EFB (including who may do this and how it is to be done);

(b) the entry of data into, and the verification of data in, the EFB (including who may do this and how it is to be done);

(c) ensuring that any data loaded on to the EFB is current and up-to-date for any time that it is used in an aircraft operation;

(d) protection of the EFB system, including protection of data in the EFB, and data links, from unauthorised use, electronic interference, corruption or viruses;

(e) ensuring the tracking of the EFB database expiry dates, and ensuring the accurate and reliable updating of data bases;

(f) flight crew error and defect reporting for the EFB;

(g) procedures to be followed if a permitted EFB wholly or partially fails or malfunctions during an aircraft operation;

(h) testing of the EFB following:

(i) the loading or unloading of software; or

(ii) EFB hardware maintenance; or

(iii) the occurrence of a circumstance mentioned in paragraph (g).

11 Flight crew procedures

The AOC holder must establish for a permitted EFB, and set out in the operations manual, flight crew procedures for the following:

(a) who may use the EFB;

(b) when the EFB may be used and the purposes for which it may be used;

Note As defined above, EFB means both the hardware and the software of the device.

(d) if there are 2 or more sources on board the aircraft for the same operational data, one of which is the permitted EFB of the flight crew — establishing the order of precedence for the use of the sources;

(e) the cross-checks to be carried out by each flight crew member to verify EFB data before it is relied upon, in particular safety-critical EFB data;

(f) how the following are to be avoided or minimised in the use of the EFB:

(i) flight crew member error;

(ii) flight crew member overload;

(g) the power sources to be used for the EFB;

(h) the backup data, data sources and power sources to be carried on board an aircraft for the contingency of an EFB or EFB power-source failure.

12 Maintenance control for EFB

12.1The AOC holder must ensure that the hardware of a permitted EFB and an EFB system is maintained in accordance with this clause.

12.2The AOC holder must establish, and set out in an appropriate document (for example, a maintenance control manual), detailed operational procedures for the maintenance control of a permitted EFB and EFB system.

12.3The procedures must ensure that only the original manufacturer of the permitted EFB, or a person approved in writing by the original manufacturer, may maintain the hardware of a permitted EFB.

12.4The procedures must ensure that only the original manufacturer of the permitted EFB, or a person approved in writing by the original manufacturer, may modify the operating system of the permitted EFB.

12.5The procedures must ensure that only the original producer of a software application loaded on to a permitted EFB, or a person approved in writing by the original producer, may modify that software application for use on the EFB.

13 Safety paramount

13.1The procedures to be included in the operations manual, and the appropriate document mentioned in subclause 12.2, in relation to EFBs must be designed to achieve the highest practicable level of safety in the use of the permitted EFB.

13.2The AOC holder must ensure that each member of the holder’s personnel who has obligations under the operations manual in relation to the permitted EFB or EFB system complies with those obligations.

Notes to Civil Aviation Order 82.0

Note 1

Note: The Civil Aviation Order (in force under the Civil Aviation Act 1988, the Civil Aviation Regulations 1988 and the Acts Interpretation Act 1901) as shown in this compilation comprises Civil Aviation Order 82.0 amended as indicated in the Tables below.

Note: > Note: Table of Orders

Year andnumber	Date of registration on FRLI	Date ofcommencement	Application, saving ortransitional provisions
CAO 82.0 Instrument 2014	12 December 2014(F2014L01689)	12 December 2014 (s. 2)	—
CAO 82.0 2014 (No. 3)	22 December 2014(F2014L01793)	23 December 2014 (s. 2)	—
CAO 82.0 2014 (No. 1)	12 December 2014(F2014L01693)	1 January 2015 (s. 2)	See Table A
CAO 82.0 2014 (No. 2)	19 December 2014(F2014L01763)	S. 2A: 19 December 2014. Remainder: 1 January 2015 (2. 2B)	See Table A, Table B and Table C
CAO 82.0 2015 (No. 1)	27 February 2015(F2015L00226)	28 February 2015	—
CAO 82.0 (No. 1) 2018	11 October 2018 (F2018L01415)	8 November 2018	—
CAO Amdt Instrument 2021 (No. 1)	1 December 2021 (F2021L01680)	2 December 2021	—

<table cellspacing="0" cellpadding="0" style="width:100%; border-collapse:collapse"><thead><tr><td colspan="2" style="width:425.2pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmendHead" style="margin-right:0pt"><span class="CharENotesHeading" style="font-size:10pt; font-weight:bold">Table of Amendments</span></p><p class="TableOfAmendHead" style="margin-right:0pt"><span>ad. = added or inserted</span><span> </span><span>am. = amended</span><span> </span><span>rep.= repealed</span><span> </span><span>rs. = repealed and substituted</span></p></td></tr><tr><td style="width:136.05pt; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-right:0pt; margin-bottom:3pt"><span style="font-weight:bold">Provision affected</span></p></td><td style="width:278.35pt; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-right:0pt"><span style="font-weight:bold">How affected</span></p></td></tr></thead><tbody><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-right:0pt; margin-bottom:3pt"><span>subs. 1B</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-right:0pt; margin-left:0pt; margin-bottom:3pt; text-indent:0pt"><span>rep. LA s. 48D</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 1C</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. LA s. 48C</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 1D</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am.</span><span> CAO 82.0 2015 No. 1</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep</span><span>. </span><span>F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 1</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt; line-height:normal"><span>subs. 2</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt; line-height:normal"><span>am. CAO 82.0 2014 No. 3; CAO 82.0 2014 No. 2, CAO 82.0 2015 No.</span><span> </span><span>1; CAO 82.0 (No. 1) 2018, F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt; line-height:normal"><span>subs. 3</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt; line-height:normal"><span>am. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3A</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rs. CAO 82.0 2014 No. 3</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 (No. 1) 2018</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3B</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3BA</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3BB</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3BC</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3BD</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3C</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-right:0pt; margin-bottom:3pt"><span>subs. 3D</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 3E</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 4</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2, F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>sub. 5</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 7</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 8</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 8A</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 8B</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 8C</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 9</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>subs. 10</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>sub. 11</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 1</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 2</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 3</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 4</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep.</span><span> </span><span>F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 5</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep.</span><span> </span><span>F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 6</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 7</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>am. CAO 82.0 2014 No. 2</span></p><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin-top:0pt; margin-right:0pt; margin-bottom:3pt"><span>Appendix 8</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p class="TableOfAmend" style="margin:0pt 0pt 3pt; text-indent:0pt"><span>rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">Appendix 8B</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">Appendix 8C</span></p></td><td style="width:278.35pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">rep. F2021L01680</span></p></td></tr><tr><td style="width:136.05pt; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">Appendix 9</span></p></td><td style="width:278.35pt; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top"><p style="margin-bottom:3pt; font-size:9pt"><span style="font-family:Arial, sans-serif">am. F2021L01680</span></p></td></tr></tbody></table>

Table A

Civil Aviation Order 82.1 Amendment Instrument 2014 (No. 1) (CAO No. 1) was registered on 12 December 2014 to commence on 1 January 2015. Civil Aviation Order 82.1 Amendment Instrument 2014 (No. 2) was registered on 19 December 2014 to commence on 1 January 2015, except that section 2A commenced on 19 December 2014. Section 2A repealed CAO No. 1. Therefore, CAO No. 1 never commenced.

Table B

Civil Aviation Order 82.1 Amendment Instrument 2014 (No. 2) (CAO No. 2) commenced on 1 January 2015. The application of the amendments in CAO No. 2 is qualified by section 3, Transitional application — aeroplanes with more than 2 engines, of CAO No. 2 (see Table C).
CAO No. 2 commenced on 1 January 2015. Amendment number 7 in Schedule 1 of CAO No. 2 omitted “90 minutes” and inserted “60 minutes” into the definition of threshold time in sub-subparagraph 2.1 (a) (i). However, under section 4, Transitional application of new definition — threshold time, of CAO No. 2, amendment number 7 does not apply until 1 July 2015.
CAO No. 2 commenced on 1 January 2015. Amendment number 19 in Schedule 1 of CAO No. 2 repealed paragraphs 3BC.5 to 3BC.8. Under section 5, Transitional application — omission of paragraphs 3BC.5 to 3BC.8, of CAO No. 2, amendment number 19 does not apply until 1 July 2015.

Table C Application, saving or transitional provisions

Sections 3, 4 and 5 of Civil Aviation Order 82.0 Amendment Instrument 2014 (No. 2) read as follows:

3 Transitional application — aeroplanes with more than 2 engines

The amendments to Civil Aviation Order 82.0 in Schedule 1 of this instrument, other than the amendments to subsections 3B and 3BA, do not apply to an Air Operator’s Certificate authorising the operation of an aeroplane with more than 2 engines until 1 July 2015.

Note Civil Aviation Order 82.0 Amendment Order (No. 3) 2007 (the 2007 amendment) first created rules for EDTO. Under section 5 of the 2007 amendment, apart from subsections 3B and 3BA, the new EDTO rules do not apply to aeroplanes with more than 2 engines until 1 July 2015. Similarly, the amendments in Schedule 1 of Civil Aviation Order 82.0 Amendment Instrument 2014 (No. 2) do not apply to aeroplanes with more than 2 engines until 1 July 2015, except for the amendments to subsections 3B and 3BA, which apply to all aeroplanes on 1 January 2015. On 1 July 2015, when provisions as now amended take effect for aeroplanes with more than 2 engines, they will only apply to passenger-carrying operations in such aeroplanes — see paragraph 3BC.4 created by amendment number 20 of Schedule 1.

4 Transitional application of new definition — threshold time

Amendment number 7 in Schedule 1 of this instrument does not apply until 1 July 2015.

Note By virtue of amendment number 7 in Schedule 1, for a twin engine aeroplane certificated to carry more than 19 passengers, or having a maximum payload capacity exceeding 3 410 kg, the threshold time is to be reduced from 90 minutes to 60 minutes. However, amendment number 7 in Schedule 1, which makes this reduction, does not take effect until 6 months after commencement of this instrument, namely, 1 July 2015.

5 Transitional application — omission of paragraphs 3BC.5 to 3BC.8

Amendment number 19 in Schedule 1 of this instrument does not apply until 1 July 2015.

1 Civil Aviation Order 82.0 Instrument 2014

Civil Aviation Order 82.0 Instrument 2014
as amended

Prepared by the Advisory and Drafting Branch, Legal, International and Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.

Compilation No. 5

Civil Aviation Order 82.0 Instrument 2014

1A Name of instrument

(1)This instrument is the Civil Aviation Order 82.0 Instrument 2014.

(2)This instrument may be cited as Civil Aviation Order 82.0.

(3)A reference in an instrument to section 82.0 of the Civil Aviation Orders is a reference to this instrument.

1 Application

2 Definitions

2.1In this Part:

Act means the Civil Aviation Act 1988.

AFM means aircraft flight manual.

certificate means an Air Operator’s Certificate issued by CASA under Division 2 of Part III of the Act.

GPS means Global Positioning System.

MTOW means maximum take-off weight.

3 Conditions relating to “borrowed” certificates

(a) to use, in any operation covered by the AOC holder’s certificate, any aircraft that the other person was authorised to operate under the certificate that is suspended or cancelled; or

Core definitional and structural concepts govern how the Order works in practice. The instrument uses terms that link to existing aviation instruments and the AOC regime, and it differentiates between operational conditions imposed by CASA and operator responsibilities recorded in the operations manual.

Scope and source of authority. The Order applies to AOCs issued under Division 2 of Part III of the Civil Aviation Act 1988 and specifically to certificates authorising operations for purposes prescribed by regulation 206 of the Civil Aviation Regulations 1988 (s 1). The instrument is a condition-creating instrument under paragraph 28BA(1)(b) of the Act, so compliance is enforced through the certificate regime rather than by creating freestanding criminal or civil offences within the CAO text.
Borrowed-certificate restrictions. Section 3 creates what are essentially non-transferability and anti-substitution conditions. An AOC holder must not, without prior written CASA approval, enter into arrangements with a person whose certificate is suspended or cancelled, varied, or still pending that would permit the AOC holder to use the other person’s aircraft, to make use of the other person’s personnel, or to conduct operations that the other person was authorised, intended, or proposed to conduct (s 3.1-3.3). Each subclause is structured to capture three permutations: suspended/cancelled certificates, varied certificates where authorisation has been reduced, and pending applications.
CASA-issued safety operational specifications. Section 4 gives CASA a direct role in specifying operational constraints by notice, and requires operators to publish those specifications as a separate section of the operations manual that cannot be varied without CASA approval (s 4.1, s 4.2). If an operator cannot comply with the specifications, operations must cease until compliance is restored (s 4.3). The examples listed (s 4.1(a)-(g)) include items commonly associated with long-range operations, such as EDTO alternate aerodromes, approved airframe/engine combinations, maximum EDTO or diversion times, and specified cruise speeds for OEI (one-engine-inoperative) and AEO (all-engines-operating) conditions.
Chief Pilot governance. Appendix 1 sets out a CASA approval regime for Chief Pilot appointments (cl 1), with prescribed documentation (cl 1.2), suitability criteria including CASA-appointed examiner assessments and oral and flight planning tests (cl 1.3), notification procedures and reasons on refusal (cl 1.4), and the operator-specific, conditional nature of an approval (cl 1.5). Appendix 1 also prescribes the scope of Chief Pilot responsibilities, which include compliance oversight, rostering, licence and recency records, flight and duty time monitoring, loading and manifesting, training and checking, proficiency testing, dangerous goods training, and maintenance of an operational reference library (cl 2).
Delegation and qualifications. A Chief Pilot may delegate duties but may not delegate training and checking without CASA written approval (Appendix 1, cl 3). Qualification requirements tie to instrument ratings and appropriate endorsements, and a Chief Pilot must generally hold licences that permit them to act as pilot in command on all operations authorised by the certificate unless CASA approves otherwise (Appendix 1, cl 4).
EFB classification and functionality. Appendix 9 introduces a four-tier functionality regime and three classes (Class 1 portable unmounted, Class 2 portable mounted, and Class 3 aircraft-installed, with Class 3 excluded from the Order) and defines an EFB as a portable electronic device providing data storage, search, computation and display in a readable form (Appendix 9, cl 1.1, cl 1.3). Functionality levels range from viewing authorised aeronautical information with no data connectivity (functionality level 1), to software applications requiring manual input (level 2), to one-way data acceptance from aircraft systems (level 3), to bidirectional secure data links capable of input to flight management systems subject to security, override and electromagnetic protection requirements (level 4) (Appendix 9, cl 1.3(a)-(d)).
Permitted EFB and administrative controls. Operators must identify permitted EFBs in their operations manuals, specify class and functionality levels, demonstrate suitability for the aircraft environment, issue an EFB to each operating flight crew member for exclusive use, and ensure backup EFBs and paper copies are available at dispatch (Appendix 9, cl 3). The Order requires designation of an EFB Administrator, training for that person, and accountability to the head of flying operations (HFO) (Appendix 9, cl 4-5). Data integrity, software validation, maintenance control, and procedures for handling malfunctions or updates are mandatory (Appendix 9, cl 2, cl 9-12).
Written evidence and record-keeping. The Order requires written evidence of software application validation before first use and after updates, with such evidence to be retained for the duration of the validation and made available to CASA on request (Appendix 9, cl 2.2). The HFO must certify that EFB administrators and flight crew have completed required training and assessments (Appendix 9, cl 7).

Together, these concepts create a regime where CASA sets and approves high-level technical and personnel controls, and operators are required to implement detailed operational, training, data, and maintenance procedures in their documented system, with CASA carrying inspection, approval and suspension powers executed through the AOC conditions.

The Order affects a defined set of actors within Australian civil aviation, and imposes duties on them that cascade through operational, technical and human-resource functions. Identify the primary categories and the specific consequences for each.

AOC holders. The primary addressees are holders of Air Operator’s Certificates authorising operations for the purposes prescribed by regulation 206 of the Civil Aviation Regulations 1988 (s 1). The certificate itself is subject to the conditions in this Order (s 1). Operators must embed CASA-issued safety operational specifications into a separate section of their operations manuals and ensure compliance (s 4.1-4.3). AOC holders must also adopt the EFB requirements where they are relevant to their authorised operations (s 11.1, Appendix 9).
Flight crew. Operating flight crew members are directly affected by EFB provisions. Each operating flight crew member must be issued a permitted EFB for exclusive use (Appendix 9, cl 3.5). Flight crew must complete training specified in the operations manual before using a permitted EFB (Appendix 9, cl 6), and the HFO must certify competency in writing (Appendix 9, cl 7). Flight crew procedures for use, cross-checks, precedence of data sources, and contingency use of paper copies and backup EFBs are required (Appendix 9, cl 11).
Chief Pilot. Where CAO 82.1 requires a Chief Pilot appointment, the operator must ensure the Chief Pilot is approved by CASA in writing (s 5.1, Appendix 1 cl 1.1). The Chief Pilot has prescribed responsibilities for training, rostering, record-keeping, duty time monitoring, loading and performance oversight, training and checking, proficiency testing, dangerous goods training, and maintaining an operational reference library (Appendix 1 cl 2). The Chief Pilot may delegate duties but training and checking duties require CASA written approval (Appendix 1 cl 3).
Head of Flying Operations (HFO). The EFB Administrator is accountable to the HFO (Appendix 9, cl 4.4). The HFO must certify in writing that the EFB Administrator and flight crew have been trained and assessed in accordance with the operations manual (Appendix 9, cl 7). The HFO also has a role in approving training providers for EFB administrators and flight crew training (Appendix 9, cl 5.2, cl 6.4).
EFB Administrator and authorised EFB custodians. The operator must designate an EFB Administrator with specified training and authority to manage EFB systems (Appendix 9, cl 4). The EFB Administrator must manage EFB class identification, currency, reliability, security, validations, training, human factors, and data link authorisations (Appendix 9, cl 4.3). Operators must also authorise, in writing, any custodian who may carry EFBs onto the flight deck on behalf of crew (Appendix 9, definitions).
Manufacturers, software producers and maintenance providers. The Order requires only the original manufacturer, or persons approved in writing by them, to maintain the hardware of a permitted EFB, to modify the EFB operating system, or to modify software applications loaded on the EFB (Appendix 9, cl 12.3-12.5). This affects supply chains and vendor selection for operators.
CASA. The Civil Aviation Safety Authority is the decision-maker for prior written approvals in respect of arrangements with other certificate holders (s 3.1-3.3), for issuing safety operational specifications (s 4.1), for approving Chief Pilot appointments (Appendix 1 cl 1), and for any required approval to delegate training and checking duties (Appendix 1 cl 3). CASA must give written notice and provide reasons when approving or refusing a Chief Pilot appointment or when cancelling/suspending an approval (Appendix 1 cl 1.4, cl 6).
Persons with suspended, cancelled, varied, or pending certificates. The Order restricts contractual or operational arrangements between current AOC holders and those persons, by requiring CASA prior written approval for any arrangement that would substitute for the other person’s authorisation or personnel or intended operations (s 3.1-3.3).
Operators of aeroplanes with particular engine configurations. The Order, and its amendment tables and notes (Tables A-C), contain transitional rules for EDTO and threshold times that have specific start dates and that treated aeroplanes with more than two engines differently during transition (Tables B and C). Operators of twin-engine aircraft certificated to carry more than 19 passengers or with certain payload capacities are affected by the change in threshold time from 90 to 60 minutes under transitional provisions (Table B).

In functional terms, the Order affects who can authorise operations and equipment in-flight, who must be trained and certified within an operator’s management system, and which third parties (manufacturers and software producers) are authorised to maintain or modify EFB hardware and software. CASA is central to decision-making. The Order also creates administrative tasks and controls for operators (operations manual amendments, certification and record-keeping) and potential constraints in vendor choice for EFB maintenance and software changes.

This instrument creates obligations for AOC holders and their personnel, and confers procedural rights in the form of application mechanisms and requirements for CASA to give reasons on certain decisions.

Duties imposed on AOC holders and related parties

No substituted operations with suspended or cancelled certificate holders without CASA approval. AOC holders must not, without CASA’s prior written approval, enter arrangements with a person whose certificate is suspended or cancelled under which the holder agrees to: use any aircraft that the other person was authorised to operate; use any person employed or engaged by the other person; or conduct any operation or part of an operation that the other person intended to conduct under the cancelled or suspended certificate (s 3.1(a)-(c)).
No substituted operations with varied certificate holders without CASA approval. The AOC holder must not enter into an arrangement, without CASA prior written approval, with a person whose certificate has been varied, where that arrangement would use aircraft or personnel or enable operations that the other person was authorised to undertake before the variation but is no longer authorised to undertake after the variation (s 3.2(a)-(c)).
No substituted operations with pending applicants without CASA approval. The AOC holder must not, without CASA written approval, enter into an arrangement with a person whose application for a certificate is still pending, under which the AOC holder agrees to use aircraft, use proposed personnel, or conduct any operation proposed to be covered by the certificate sought (s 3.3(a)-(c)).
Compliance with CASA safety operational specifications. CASA may issue written safety operational specifications to certificate holders, and the certificate holder must comply with those specifications (s 4.1). The holder must publish those specifications in a separate operations manual section reserved solely for them, and that material may not be varied without CASA approval (s 4.2). If the holder cannot comply with safety operational specifications, the holder must cease operations under the certificate until compliance is restored (s 4.3).
EFB-specific duties. Where EFBs are used under the AOC authorising operations for the purpose prescribed by paragraph 206(b) of CAR, the AOC holder must comply with Appendix 9 and ensure flight crew compliance (s 11.1). Specific EFB duties include: identifying permitted EFBs in the operations manual with class and functionality level (Appendix 9 cl 3.1-3.2); demonstrating suitability for the aircraft environment (cl 3.3); issuing a permitted EFB to each operating flight crew member for exclusive use (cl 3.5); ensuring a backup EFB and paper versions of authorised aeronautical information are available at dispatch (cl 3.6); validating software applications and retaining written evidence of validation (cl 2); designating and training an EFB Administrator and ensuring that person’s authority and accountability (cl 4-5); establishing flight crew and EFB Administrator training and recurrent training (cl 5-6); setting out flight crew procedures, data integrity controls, maintenance control procedures and hardware management (cl 9-12); and ensuring safety is paramount in all procedures (cl 13).
Chief Pilot appointment duties. A person must not be appointed or act as a Chief Pilot unless the operator has obtained CASA written approval after applying in writing (Appendix 1 cl 1.1). The application must include licences, ratings, total flight time, recency and a comprehensive flying history (cl 1.2). An approval is conditional, operator-specific and may be subject to conditions and performance requirements (cl 1.5). The Chief Pilot must control flight crew training and operational matters affecting safety and perform specified functions (cl 2.1-2.2).
Delegation constraints. The Chief Pilot may delegate duties, but may not delegate training and checking duties without CASA written approval (Appendix 1 cl 3).
Maintenance and modification constraints for EFB hardware and software. Only the original manufacturer, or a person approved in writing by the original manufacturer, may maintain the hardware, modify the operating system, or modify software applications loaded on a permitted EFB (Appendix 9 cl 12.3-12.5).

Procedural rights and CASA obligations

CASA must provide written notice and reasons. CASA must give written notice of the approval or refusal of a Chief Pilot appointment to both the operator and the person; where CASA refuses approval it must include the reasons (Appendix 1 cl 1.4). Similarly, where CASA cancels or suspends an approval it must notify the person and operator in writing and provide reasons (Appendix 1 cl 6.2).
Application for variation. A certificate holder may apply in writing to CASA for a variation in the conditions and obligations applicable to the certificate, and that application must be made in a form providing details of the proposed variation (s 6.1-6.2). This provides a procedural right to seek changes to conditions imposed by CASA.
Records and access on request. The Order requires retention of written evidence associated with EFB software validation and makes that evidence available to CASA on request (Appendix 9 cl 2.2). The HFO must certify training completion for EFB administrators and flight crew (cl 7).

Rights implicit from structure

Conditional approvals limited to operator. Chief Pilot approvals relate only to the operator mentioned in the notice of approval and may be time-limited, or continue while performance remains satisfactory (Appendix 1 cl 1.5). Operators therefore have the right to secure approvals for named individuals, subject to CASA assessment.
Right to seek CASA approval. The Order contemplates that operators can seek prior written CASA approval for arrangements that would otherwise be prohibited under s 3, and can apply to vary conditions under s 6.

Scope-limited duties

Note-based scope qualifications. The Order contains notes indicating that, from 2 December 2021, CAO 82.1 only applies to operators holding an AOC authorising operation of a glider for the purpose prescribed by paragraph 206(c) of CAR, namely commercial glider passenger-carrying operations. It also notes that operators holding an AOC authorising aircraft operations for paragraph 206(b) of CAR (commercial Part 137 aerial application operations) are not required to have their Chief Pilot comply with Appendix 1, and that requirements relating to the head of flight operations for such operators are in Part 137 of CASR (s 5 Note 1, Note 2). These notes constrain the application of some duties to particular operation types.

The Order therefore imposes a mixture of prescriptive training, recordkeeping, maintenance and operational duties, allows operators procedural recourse through written applications to CASA for approvals or variations, and requires CASA to give reasons on certain personnel decisions. Many implementation details are anchored in the operator’s operations manual and procedures, creating compliance obligations that sit inside an operator’s documented safety management system.

The text of CAO 82.0 primarily operates by imposing conditions on Air Operator’s Certificates rather than by setting out standalone criminal penalties or fines inside the instrument. The enforcement and consequence mechanics are therefore routed through the AOC regime and CASA’s regulatory powers.

Enforcement mechanisms evident in the instrument

Conditions attached to AOCs. Each certificate is expressly made subject to the conditions set out in the Order (s 1, s 4.1). Non-compliance with conditions attached to an AOC can be addressed through regulatory action available to CASA under the Civil Aviation Act 1988 and the broader aviation regulatory framework, including suspension or cancellation of certificates or approvals; the Order itself records CASA’s ability to cancel or suspend approvals for Chief Pilots where performance is not acceptable (Appendix 1 cl 6.1-6.2).
Requirement to cease operations for non‑compliance with safety operational specifications. Section 4.3 requires that where the certificate holder is unable to comply with the safety operational specifications issued by CASA, the holder must cease operations under the certificate until able to comply. This is an immediate operational consequence for non-compliance.
CASA approvals with powers to refuse and to provide reasons. CASA’s role as approver and its obligation to give written notice and reasons for refusal (Appendix 1 cl 1.4) and for cancellation or suspension (Appendix 1 cl 6.2) provides transparency but also enables administrative enforcement by withdrawal of approvals.
Administrative constraints and delegated limits. The Order limits delegation by Chief Pilots (Appendix 1 cl 3) and restricts maintenance/ modification of EFB hardware and software to original manufacturers or those approved by them (Appendix 9 cl 12.3-12.5). Non-compliance with such specific conditions can lead to CASA enforcement action against the operator, exercised through the certificate and regulatory measures under the Act and Regulations.

What the instrument does not specify

No express monetary fines or criminal sanctions in the CAO text. The CAO does not itself list penalties, infringement notices or criminal offences for breaches of specific paragraphs. Any penalty or enforcement pathway would be under the Civil Aviation Act 1988 or relevant Regulations, relying on AOC conditions and CASA’s statutory powers rather than on penalties described in this instrument.
No procedural enforcement details. The instrument sets out notice requirements for approvals and cancellations, and the immediate operational consequence in s 4.3, but it does not set out compliance monitoring or inspection procedures in detail; those are matters for CASA’s enforcement practices and the operator’s own audits, as well as for the operations manual obligations mandated in the Order.

Evidence and auditability

Recordkeeping and access to evidence. The CAO requires retention of written evidence of software validation and that such evidence be made available to CASA on request (Appendix 9 cl 2.2). The HFO’s certification of training and competency is required to be documented (Appendix 9 cl 7). These recordkeeping duties facilitate audit and inspection and form the evidential basis on which CASA may act.

Practical enforcement implications

CASA is the primary enforcer. Because the instrument creates conditions incident to certificates, CASA exercises enforcement by approving, refusing, suspending, or cancelling approvals and by issuing safety operational specifications. The instrument makes non-compliance an immediate operational risk (cease operations requirement) and gives CASA the formal mechanism to withdraw functional approvals such as Chief Pilot status.
Operator exposure. Failure to comply with the Order’s conditions invites operational interruption through the requirement to cease operations (s 4.3), and administrative action by CASA that could include suspension or cancellation of approvals and, through existing statutory powers outside the CAO text, further measures against the AOC.

Readers should therefore treat the CAO as a conditions-based enforcement vehicle. Enforcement and penalties arise in practice through CASA regulatory action and the certificate framework rather than through penalty schedules contained in the Order itself. For the specific statutory enforcement tools and sanctions available to CASA, consultees must refer to the Civil Aviation Act 1988 and applicable Regulations.

CAO 82.0 is an instrument that sits inside the broader Australian civil aviation legal architecture. It relies on, cross‑references, and defers to provisions in the Civil Aviation Act 1988, the Civil Aviation Regulations 1988 (CAR), the Civil Aviation Safety Regulations 1998 (CASR), and other Civil Aviation Orders and Manuals of Standards.

Primary legal linkages

Civil Aviation Act 1988. The Order is made under paragraph 28BA(1)(b) and subsection 98(4A) of the Act, and its conditions attach to Air Operator’s Certificates issued under Division 2 of Part III of the Act (s 1A, s 1). That means the Order’s provisions are implemented by CASA through the certificate framework created by the Act, and enforcement is grounded in the regulatory mechanisms the Act provides.
Civil Aviation Regulations 1988. The Order applies to certificates authorising operations for a purpose prescribed by regulation 206 of CAR (s 1). The CAR framework determines the types of operations (for example, commercial glider passenger-carrying operations, Part 137 aerial application) and the Order references CAR in the EFB definitions and in the scope notes.
Civil Aviation Safety Regulations 1998. Appendix 9 explicitly cites CASR Subparts and regulations, for example, Subpart 21E and Subpart 21M for supplemental type certificates or installations, and regulation 21.012 for the definition of a recognised foreign country (Appendix 9 cl 1.1). The Order’s hardware-installation and type certificate references thereby link to CASR airworthiness and modification regimes.

Complementary CAOs and Manuals

CAO 82.1 and Part 137 of CASR. The Order’s s 5 includes notes that, from 2 December 2021, CAO 82.1 applies only to operators holding an AOC authorising operation of a glider for the purpose prescribed by paragraph 206(c) of CAR. It also notes that operators with AOCs for paragraph 206(b) operations (commercial Part 137 aerial application) are not required to have their Chief Pilot comply with Appendix 1 because head of flight operations requirements for such operators are in Part 137 of CASR (s 5 Notes).
Manuals of Standards and Civil Aviation Orders. Appendix 1 obliges a Chief Pilot to ensure compliance with the Act, the Civil Aviation Safety Regulations 1998, the Manuals of Standards, the Civil Aviation Regulations 1998 and the Civil Aviation Orders (Appendix 1 cl 2.2(a)). The CAO therefore operates in tandem with Manuals of Standards and other CAOs that set technical or performance standards.

Regulatory role of CASA

CASA’s approval and specification powers under the Act. Because the CAO creates certificate conditions pursuant to provisions in the Act, CASA’s issuance of approvals, safety operational specifications, and suspensions/cancellations that flow from this Order are exercises of regulatory power that derive from the Act and Regulations. The Order’s requirement that CASA issue written notice and reasons on Chief Pilot approvals illustrates the administrative law overlay on CASA decision-making (Appendix 1 cl 1.4, cl 6.2).

Technical standards, airworthiness and maintenance

Airworthiness and modification standards. Appendix 9 requires aircraft-installed EFBs to be fitted in accordance with type or supplemental type certificates issued by the National Airworthiness Authority of a recognised foreign country, or in accordance with Subpart 21E or 21M of CASR 1998 (Appendix 9 cl 1.1). This links EFB installation qualification to airworthiness certification and modification law under CASR and CAR.
Weight control and flight manual linkages. Appendix 9 requires that weight and balance software application suitability be validated in writing by a weight control officer within the meaning of Civil Aviation Order 100.7 (Appendix 9 cl 2.3), and requires validating software outputs to ensure compliance with performance limitations set out in the AFM (Appendix 9 cl 2.2(a)). This ties EFB software use to aircraft-specific AFM limitations and to broader weight control regimes.

Transitional and amendment interactions

Transitional EDTO provisions. The Tables A-C and the notes show that prior amendments and transitional arrangements, especially for EDTO rules and threshold times for aeroplanes with more than two engines, are integrated into this Order’s history and application (Tables B-C). Operators must be aware of those transitional regimes and their dates since they interact with EDTO and threshold definitions in operational specifications.

What this implies for operators

Integration into the safety management system. Operators must harmonise their operations manual, maintenance control manual, and training documentation to meet CAO 82.0 obligations and to satisfy related CASR and CAR provisions that govern airworthiness, crew licensing, maintenance and weight control. The Order effectively requires operators to translate CASA’s safety operational specifications and the CAO’s appendices into their documented, audited management system.
CASA’s decisions under the Order are appellate to broader administrative law. Decisions such as refusal or cancellation of Chief Pilot approvals are administrative actions informed by the Act and Regulations, and the CAO’s requirement for notice and reasons (Appendix 1 cl 1.4, cl 6.2) creates a record that may be relevant in any administrative review or legal proceeding under the Act’s appeals or judicial review pathways outside the CAO text.

Operators and advisers should therefore read CAO 82.0 in tandem with the Civil Aviation Act 1988, the Civil Aviation Regulations 1988, CASR 1998 provisions cited in Appendix 9, and relevant Civil Aviation Orders and Manuals of Standards applicable to their operation type.

The instrument contains an internal amendment record and transitional tables that chronicle its evolution. The compilation provided is current to 2 December 2021 and incorporates multiple amendments and replacement provisions. The amendment history affects the substance and timing of particular provisions, most notably EDTO and EFB provisions and the contents of appendices.

Key items in the amendment record

Original instrument and compilation. The CAO 82.0 Instrument 2014 was registered on 12 December 2014 and commenced on 12 December 2014 (Table of Orders entries). This instrument has been the basis for the subsequent amendment instruments listed.
2014 amendment instruments. Multiple instruments in December 2014 are recorded: CAO 82.0 2014 (No. 3) (registered 22 December 2014, commenced 23 December 2014), CAO 82.0 2014 (No. 1) (registered 12 December 2014, intended commencement 1 January 2015, but see Table A regarding repeal of that instrument), and CAO 82.0 2014 (No. 2) (registered 19 December 2014, with s 2A commencing 19 December 2014 and remainder on 1 January 2015). Table A explains that CAO No. 1 never commenced due to repeal by section 2A (Table A).
2015 and 2018 amendments. CAO 82.0 2015 (No. 1) registered 27 February 2015 and commenced 28 February 2015. CAO 82.0 (No. 1) 2018 was registered 11 October 2018 and commenced 8 November 2018. These instruments produced amendments to subsections and appendices, as reflected in the Table of Amendments.
2021 amendment instrument. CAO Amdt Instrument 2021 (No. 1) was registered 1 December 2021 and commenced 2 December 2021, and this compilation takes into account amendments up to that instrument (preamble and Table of Orders entry). The Table of Amendments shows that many subsections and appendices were amended or repealed with reference F2021L01680.

Transitional and application provisions

Transitional application for aeroplanes with more than two engines. Table C records transitional provisions that delayed the application of many EDTO-related amendments to aeroplanes with more than two engines until 1 July 2015 (Table C, s 3). The Note in Table C explains that an earlier 2007 amendment created EDTO rules but deferred their application to aircraft with more than two engines until 1 July 2015, and CAO 82.0 Amendment Instrument 2014 (No. 2) contained similar transitional timing.
Threshold time change and phased implementation. Table B highlights that amendment number 7 in Schedule 1 of CAO No. 2 altered the definition of threshold time, reducing it from 90 to 60 minutes for certain twin-engine aeroplanes certificated to carry more than 19 passengers or with maximum payload capacity exceeding 3,410 kg, but that the change did not apply until 1 July 2015 (Table B point 2).
Omission of paragraphs and phased commencement. Table B also states that amendment number 19 in Schedule 1 repealed paragraphs and did not take effect until 1 July 2015 (Table B point 3). The Table of Amendments records multiple repeals and substitutions across subsections and appendices, with a substantial number of provisions amended by the 2021 instrument (F2021L01680).

Specific appendix amendments

Appendix 1 and Appendix 9. The Table of Amendments records that Appendix 1 was amended (am. F2021L01680) and Appendix 9 was amended (am. F2021L01680) as part of the 2021 instrument. Multiple earlier appendices referenced in the Table were repealed by the 2021 instrument (various Appendix numbers marked rep. F2021L01680).
Removal and replacement of multiple clauses. The Table of Amendments lists numerous subsection changes, repeats and repeals, indicating that the current text of many subsections represents an accumulation of amendments made over the 2014-2021 period.

Practical consequences of the amendment history

Transitional applicability and compliance timing. The staged commencement dates and transitional provisions mean that operators needed to track not only the content of amendments but the precise dates those amendments applied to their operations, especially where engine configuration or passenger capacity determined whether a change applied immediately or was deferred until 1 July 2015 (Tables B and C).
Replacement of appendices and reallocation of requirements. The 2021 amendment instrument made numerous repeals and amendments to appendices, meaning that operators should refer to the current consolidated compilation (the text provided) rather than to earlier versions if they are implementing procedures or relying on prior-scheduled requirements.
Amendment notation. The Table of Amendments uses shorthand such as ad., am., rep., rs., and references F2021L01680. Operators and advisers should consult the relevant amendment instruments on the Federal Register of Legislation to see the original amendment instruments and transitional provisions in full where planning or compliance depends on historical application.

For precise amendment provenance and to confirm current text as in force, operators should use the compilation date provided (2 December 2021) and check the Federal Register of Legislation entries listed in the Table of Orders and the Table of Amendments for the original instruments and their commencement notices.

The text of CAO 82.0 as provided does not record any judicial decisions, cases or litigation history. The instrument itself contains no citations to case law, and no judgments are named within the CAO text or its explanatory tables.

What the absence indicates and next steps for researchers

Instrument-level silence. The CAO does not purport to summarise case law, and the absence of named cases in the text should not be read as evidence that no litigation has arisen under its provisions. It simply records the statutory and administrative content of the instrument and its amendment history.
External research required. For any question about litigation that interprets, challenges or enforces obligations in CAO 82.0, researchers must consult court and tribunal decisions, administrative review records, or CASA enforcement notices on external databases and the Federal Register of Legislation. Relevant avenues include the Administrative Appeals Tribunal, Federal Court and state or territory courts where judicial review or statutory enforcement actions have been taken in relation to CASA decisions or certificate conditions.
Administrative decisions. Some matters, such as refusal of Chief Pilot approval or cancellation of person-specific approvals by CASA, are administrative decisions that may be subject to merits review or judicial review. The CAO requires CASA to provide reasons for refusals and cancellations (Appendix 1 cl 1.4, cl 6.2), meaning that administrative review records and tribunal decisions potentially exist outside the CAO text.
Evidence not included in instrument. Any enforcement notices, infringement notices, or prosecution information concerning breaches of conditions attached to AOCs under this Order would be external to the CAO text and must be searched in the public record or obtained via FOI, tribunal records, or CASA published enforcement reports.

If litigation history is required for advice, compliance risk assessment, or academic analysis, the next step is a targeted search of administrative and judicial decisions mentioning CAO 82.0, CASA enforcement actions, and appeals or reviews of CASA decisions under the Civil Aviation Act 1988. The CAO itself does not provide case law or litigation notes.

This instrument contains several practical traps for operators and advisers that flow from its structure, its interaction with other instruments, and its detailed operational prescriptions. The following points identify common or non-obvious risks that emerge directly from the CAO text and its appendices.

Prior written CASA approval obligations are broad and fact-specific

Broad scope of prohibited arrangements. Sections 3.1-3.3 bar an AOC holder from entering into arrangements with persons whose certificates are suspended, cancelled, varied, or pending unless CASA gives prior written approval. The text covers use of aircraft, use of personnel, and conducting operations or parts of operations. That wording potentially captures commercial arrangements that might otherwise appear benign, such as short-term hire, shared use or subcontracting, and requires an operator to secure CASA approval in advance (s 3.1-3.3). Practitioners should note the breadth: the prohibition applies to any arrangement "under which the AOC holder agrees" to perform the enumerated acts.
Contract drafting and due diligence. Operators that enter into supply, hire or crew contracts must include clauses that address the status of counterparties' AOCs and require immediate notification to the operator where those AOCs are varied, suspended or cancelled. Failure to check the status of a supplier's or subcontractor’s AOC could render the operator non-compliant unless CASA approval is obtained.

Separate operations manual section for CASA-issued specifications

Operational rigidity. Section 4.2 requires CASA-issued safety operational specifications to be published in a separate operations manual section reserved solely for those specifications, and it prohibits variation of that material without CASA approval. Operators cannot unilaterally alter those specifications, even for operational reasons, without risking non-compliance. This creates a formal change-control constraint within the operator’s documentation.

Cease-operation obligation is binary and immediate

Operational interruption risk. Section 4.3 requires an operator to cease operations if it is unable to comply with CASA-issued safety operational specifications. That is an absolute obligation and could require immediate grounding until compliance is restored. Operators should build contingency plans and rapid remediation processes to avoid interruptions.

EFB implementation burdens

Exclusive issue and backup requirements. Appendix 9 requires each operating flight crew member to be issued a permitted EFB for exclusive use (cl 3.5), and requires a backup EFB or paper authenticated material to be available at dispatch (cl 3.6). This creates procurement, storage and logistics burdens and makes crew rostering and device management more complex.
Maintenance and modification constraints limit vendor flexibility. Appendix 9 requires only the original manufacturer, or persons approved by them, to maintain EFB hardware and to modify operating systems or software applications (cl 12.3-12.5). Operators used to outsourcing maintenance to third-party avionics shops may find those options restricted unless manufacturers provide approvals, potentially increasing costs and single-vendor reliance.
Software validation and record retention. Software applications that perform operational functions must be validated before first use and after updates, with written evidence retained and made available to CASA on request (cl 2.2). Operators must have documented validation protocols and record-keeping systems. Failure to retain validation evidence could expose the operator during an audit or inspection.

Functionality level and connectivity limits create operational complexity

Different functionality levels have different connectivity and security constraints (cl 1.3(a)-(d)). For example, functionality level 1 forbids connectivity with avionics, while level 4 permits bidirectional links but requires secure connectivity, HI RF and lightning protection, and override capability. Selecting an EFB solution thus requires matching hardware, software and installation to the desired functionality and to aircraft electrical and electromagnetic environment constraints.

Chief Pilot approval introduces subjectivity and administrative risk

CASA’s subjective suitability test. Appendix 1 allows CASA to approve a Chief Pilot only if, in CASA's opinion, the person has maintained a satisfactory record in the conduct or management of flying operations and has been assessed by a CASA-appointed examiner and passed oral and flight planning/load examinations (cl 1.3(a)-(d)). The reliance on CASA opinion and CASA-appointed examiners introduces administrative discretion and potential uncertainty for candidates and operators.
Operator-specific and conditional approvals. Chief Pilot approvals relate only to the operator mentioned in the notice and may be subject to conditions and limited time periods (cl 1.5). Candidates moving employer must secure a new approval, and operators must manage replacement or contingency arrangements where approvals are time-limited.

Interdependency and cascading compliance tasks

Multiple documents affected. The instrument requires changes and controls across the operations manual, maintenance control manual and other operational documentation (Appendix 9 cl 9-12). Ensuring consistency across documents and training material is administratively burdensome.

Transitional complexity for EDTO and threshold time rules

Phased commencement and different application dates. Tables B-C show that changes to EDTO rules and threshold times were phased. Operators must confirm which version of the CAO applied to their aircraft at particular dates to understand compliance obligations historically and to ensure current compliance. This is especially relevant for operators of multi-engine aeroplanes.

Data and cyber-security exposure

Requirement to protect data and data links from unauthorised use and interference. Appendix 9 requires procedures for protecting EFB systems and data links against unauthorised use, interference, corruption or viruses (cl 10(d)). Operators using commercial wireless infrastructure and non-aircraft networks must demonstrate adequate security and change control, a non-trivial technical and compliance undertaking.

Human factors and crew resource management implications

Human factors obligations. Appendix 9 requires operators to manage human factors and flight deck resource management related to EFB use (cl 4.3(f), cl 11(f)). Ill-considered EFB deployments that increase workload, or that are not backed by appropriate procedures and training, risk inducing crew error rather than reducing it.

Recordkeeping, audit trail and CASA access

Availability of documentation to CASA. The CAO requires documentary evidence (software validation records, HFO certifications, maintenance procedures) to be retained and be made available to CASA on request (Appendix 9 cl 2.2, cl 7). Operators must ensure reliable records management and rapid retrieval capability.

Taken together, these “gotchas” show the instrument’s combination of broad prohibitions tied to detailed technical and administrative requirements. Operators should map these provisions into their contracting, procurement, training, maintenance and document control processes to reduce operational and compliance risk.

Compliance with CAO 82.0 requires systematic updating of an operator’s documentation, procedures, training programmes, procurement and vendor relationships. The following is a practical compliance checklist grounded in the Order’s text and structured for implementation by operators, safety managers, legal advisers and auditors.

Confirm scope and applicability

Determine whether your AOC falls within the Order’s application, by reference to regulation 206 of CAR and the CAO’s notes. The Order applies to AOCs authorising flying or operation for a purpose prescribed by reg 206 (s 1). Note that from 2 December 2021 CAO 82.1 applies only to certain glider operations and that Part 137 operators may be governed by different CASR provisions (s 5 Notes). Document the legal basis for the CAO’s application to your AOC.

Review contracting and third-party arrangements

Audit existing contracts with suppliers, leasers, crew providers and subcontractors to identify any arrangements that could run afoul of s 3.1-3.3, for example where a contractor’s certificate is suspended, cancelled, varied or pending. Insert contractual warranties and ongoing-declaration clauses about the status of the provider’s AOC.
Establish an approval procedure to obtain CASA prior written approval where an arrangement might involve carrying out, substituting for, or using aircraft or crew associated with a person whose certificate is suspended, cancelled, varied or pending (s 3.1-3.3). Keep contemporaneous records of applications to CASA and written responses.

Integrate CASA-issued safety operational specifications

If CASA issues safety operational specifications to your certificate, publish them in a separate reserved section of the operations manual and maintain a formal change-control process for any proposed amendments that requires CASA approval for variations (s 4.1-4.2).
Implement an internal compliance verification process that ensures operations do not commence or continue where compliance with safety operational specifications is not demonstrable, to comply with the cease-operations requirement (s 4.3).

Chief Pilot approvals and management

Where CAO 82.1 requires a Chief Pilot, apply in writing to CASA for approval before appointing anyone to act as Chief Pilot, including the documentation specified in Appendix 1 cl 1.2 (licences, total flight time, recency and flying history).
Prepare candidates for CASA-appointed examiner assessments, oral examinations, and flight planning/loading/performance examinations specified in Appendix 1 cl 1.3(c)-(d). Where CASA requires demonstration flights with nominated persons, schedule these and retain evidence.
Maintain a record of approvals, any conditions attached, and performance monitoring. Ensure that the Chief Pilot’s responsibilities are reflected in job descriptions and in the operations manual (Appendix 1 cl 2).
Do not delegate training and checking duties without requested CASA written approval (Appendix 1 cl 3).

Establish EFB governance framework

Determine the class and functionality level of EFB solutions intended for use and document the permitted EFBs in the operations manual with explicit identification of class and functionality level (Appendix 9 cl 3.1-3.2).
Demonstrate suitability for aircraft operations before permitting an EFB by documenting tests for electromagnetic interference, environmental tolerances (temperature, humidity, altitude, turbulence, lighting), and compatibility with aircraft instrumentation and avionics (Appendix 9 cl 3.3).
Issue permitted EFBs to each operating flight crew member for exclusive use and put in place an inventory, custody and issuance log (Appendix 9 cl 3.5).
Ensure a backup EFB that is at least equivalent in class and functionality or paper copies of authorised aeronautical information are available at dispatch, and document procedures for the backup and paper materials (Appendix 9 cl 3.6).

Appoint and train an EFB Administrator and custodians

Designate an EFB Administrator in the operations manual and provide the training specified (Appendix 9 cl 4-5). Ensure the EFB Administrator has authority to manage EFB system currency, reliability, security, validations and administrative user obligations (cl 4.3(a)-(h)).
Authorise in writing any EFB custodian who may carry an EFB onto the flight deck for use by crew members, and document their roles and access limitations (Appendix 9 definitions, cl 1.1).

Implement software validation and data integrity processes

For any software application that performs operational functions (functionality level 2 and above), validate outputs for the specific aircraft to ensure AFM performance limitations are met prior to first use and after each update (Appendix 9 cl 2.1-2.2). For weight and balance software, obtain written validation by a weight control officer as defined by CAO 100.7 (Appendix 9 cl 2.3).
Retain written evidence of all validations for the duration of their validity and make them available to CASA upon request (Appendix 9 cl 2.2(b)-(c)).
Establish procedures for loading software, entering and verifying data, tracking database expiry dates, updating databases, and preventing unauthorised access, interference or corruption (Appendix 9 cl 10(a)-(e)).

Set maintenance and modification controls

Create maintenance control procedures that ensure only the original manufacturer, or persons approved by the original manufacturer, maintain EFB hardware or modify operating systems and software (Appendix 9 cl 12.3-12.5). Document approved vendors and manufacturer approvals.
If an EFB is aircraft-installed, ensure installations comply with type certificates, supplemental type certificates, or Subpart 21M/21E of CASR 1998 as applicable (Appendix 9 cl 1.1 aircraft-installed definition).

Train flight crew and certify competencies

Define the nature, content and duration of flight crew training for permitted EFBs in the operations manual, covering manufacturer instructions for hardware, developer instructions for software, failure and malfunction procedures, and proficiency in non-EFB documents where EFBs are used to view authorised aeronautical information (Appendix 9 cl 6.1-6.3).
Ensure flight crew training is provided by persons approved by the HFO and that it is specific to the class and functionality of the permitted EFB (Appendix 9 cl 6.4).
Have the HFO certify in writing the training and competency of the EFB Administrator and each flight crew member authorised to use the EFB (Appendix 9 cl 7).

Operational procedures, human factors and contingency planning

Include flight crew procedures in the operations manual specifying who may use the EFB, when and how it may be used, precedence of data sources, cross-checks required for safety-critical data, and measures to avoid fatigue, error and overload (Appendix 9 cl 11(a)-(f)).
Ensure procedures for power sources, backup power, and backup data and data sources are in place and that a contingency response for partial or total EFB failure is documented and trained (Appendix 9 cl 11(g)-(h), cl 10(g)).

Ensure recordkeeping and CASA access readiness

Maintain documentation for software validation, EFB Administrator and flight crew training certificates, maintenance records, and logs showing issuance of permitted EFBs and backup EFB availability. Ensure rapid availability of these documents for CASA inspection (Appendix 9 cl 2.2, cl 7).

Apply for variations and CASA approvals where needed

Use s 6 to apply in writing to CASA for any variation to certificate conditions, providing details of the proposed variation (s 6.1-6.2).
Make formal applications to CASA for Chief Pilot approvals and for any required prior written approvals under s 3 for arrangements with suspended, varied or pending certificate holders. Retain CASA’s written responses as part of the compliance record (Appendix 1 cl 1.1-1.5; s 3.1-3.3).

Monitor amendment and transitional provisions

Check the Federal Register of Legislation for the most recent compilation and amendment instruments, particularly if operating multi-engine aeroplanes or conducting EDTO, since some amendments were phased in or had delayed commencement dates (Tables A-C). Document which version and which commencement dates apply to your fleet.

Audit and continuous improvement

Incorporate CAO 82.0 obligations into your internal audit schedule, including spot checks for EFB validation documentation, backup EFB availability at dispatch, compliance with published CASA operational specifications, Chief Pilot approval status, and maintenance vendor approvals.
Review human factors outcomes and crew feedback on EFB use, adjust procedures and training to mitigate crew overload and confusion, and document corrective actions.

Checklist summary (quick reference)

Confirm AOC scope and applicability (s 1).
Audit contracts and secure CASA approvals where arrangements involve other persons’ certificates (s 3).
Publish and control CASA-issued safety operational specifications in operations manual, cease operations if non-compliant (s 4.1-4.3).
Apply for Chief Pilot approvals and maintain records (Appendix 1 cl 1-6).
Designate EFB Administrator, document permitted EFBs, validate software, maintain backup/paper copies, and ensure HFO certifications and training (Appendix 9 cl 2-7, cl 9-13).
Ensure maintenance and modification are performed only by manufacturer-approved persons (Appendix 9 cl 12).
Keep validation records and make them available to CASA on request (Appendix 9 cl 2.2).

By converting the CAO’s prescriptive requirements into concrete procedural steps and embedding them into the operator’s management system, an operator can demonstrate compliance and maintain operational continuity while meeting the CASA approval and documentation expectations set out in CAO 82.0.

Civil Aviation Order 82.0 Instrument 2014

Plain English Summary

Deep Dive

What it does

Current sections

Civil Aviation Order 82.0 Instrument 2014

Source text: opening excerpt

1 Civil Aviation Order 82.0 Instrument 2014

Main concepts

Who it affects

Key duties and rights

Penalties and enforcement

How it interacts with other laws

Amendment history

Litigation history

Gotchas

How to comply