11 Obligations in relation to AOC Holder’s Safety Questionnaire
11.1 CASA may in writing or by electronic means or by facsimile ask an AOC holder to complete an AOC Holder’s Safety Questionnaire (AHSQ) by accurately answering all questions in the AHSQ.
11.2 Each AOC holder must:
(a) comply with the request; and
(b) ensure that the AHSQ is completed and submitted not later than 28 days after being asked by CASA.
11.3 An AOC holder may before the end of the 28 day period apply in writing to CASA for an extension.
11.4 CASA may grant the extension subject to conditions.
Appendix 1
Paragraph 2.5
Facilities and documentation
1 Facilities
1.1 Each operator must provide and maintain at least the following facilities:
(a) an operating headquarters through which CASA may communicate with the person or persons responsible for any aspect of the operations conducted under the terms of the certificate;
(b) buildings, at each place where operating crew are based, of adequate size and suitable for the conduct of the operator’s operations;
(c) at each port serviced by the operator, a set of weighing scales suitable for determining passenger and cargo weight;
(d) training facilities and aids as required by the Civil Aviation Orders.
2 Documentation
2.1 Each operator must provide and maintain a reference library of operational documents which is readily available to all operating crews and which includes:
(a) a copy of the Act, the Civil Aviation Regulations 1988, the Civil Aviation Regulations 1998 and those Parts of the Civil Aviation Orders that apply to the operator’s operations; and
(b) Aeronautical Information Publications; and
(c) an operations manual; and
(d) a training and checking manual or an operations manual supplement as required by Appendix 2; and
(e) if the carriage of dangerous goods is intended, a dangerous goods manual or operations manual supplement.
2.2 The documentation referred to in subclause 2.1 must be kept in an orderly fashion and must be regularly updated and the responsibility for its maintenance must be clearly defined.
2.3 Each operator must distribute updated operational material to flight crews and other operating staff as appropriate, and must maintain records of that distribution.
2.4 Each operator must provide a Maintenance Control Manual or Maintenance Manual.
2.5 Each operator must maintain:
(a) up-to-date records showing the recent experience status of each flight crew member and the currency of licences, ratings and endorsements held; and
Section 11 - Civil Aviation Order 82.3 Instrument 2004 - Obligations in relation to AOC Holder’s Safety Questionnaire | Zoe
(b) up-to-date records showing the flight time and duty time achieved by each flight crew member during the immediately preceding 7 days, 30 consecutive days and 365 days and during each fortnight standing alone for the preceding 12 months; and
(c) current flight crew rosters; and
(d) trip records of operations for the immediately preceding 12 months; and
(e) load sheets and passenger and cargo manifests for the immediately preceding 3 months; and
(f) fuel records as required by regulation 220; and
(g) training and checking records as required by Appendix 2; and
(h) training and checking records relating to operational support personnel.
2.6 For its leased aircraft — the operator must provide details of the lease conditions to enable CASA to:
(a) assess the arrangements for operational control of the aircraft; and
(b) assess the arrangements for the maintenance of the aircraft; and
(c) ensure that the aircraft meets airworthiness requirements.
Appendix 1A
Subsections 2A.2, 2A.3 and 2AA
Protection of safety information
Note The requirements in this Appendix, and related provisions of the Order, implement Australia’s obligations as a Contracting State under section 5.3 of Annex 19 to the Chicago Convention. These obligations relate to the protection of safety data and safety information, as defined in Annex 19. Section 5.3 of Annex 19 sets out standards and recommended practices for Contracting States.
1 Objective
The objective of this Appendix is to ensure the continued availability of safety information by restricting its use for purposes other than maintaining or improving aviation safety.
Note 1 Safety information is defined in paragraph 1B.1. In this Order, safety information includes safety data as defined in Chapter 2 of Annex 19.
Note 2 Operators may refer to Chapter 7 of the ICAO Safety Management Manual for guidance regarding the application of this Appendix. Chapter 7 sets out guidance for operators (“service providers”), aviation regulatory authorities and others regarding the implementation of the principles for the protection of safety data and information that are in Appendix 3 to Annex 19. This Appendix is based upon Appendix 3 to Annex 19.
2 Principles of protection
2.1 Subject to clause 3, an operator must comply with the principles of protection mentioned in subclause 2.2.
2.2 The principles of protection are:
(a) the operator must not use safety information, or make safety information available for use, against an employee or operational personnel working under an arrangement with the operator, for disciplinary or punitive purposes; and
(b) the operator must not disclose or release, publicly or to any person outside the operator’s organisation, safety information from which the identity of the person who reported the information, or any person whose acts or omissions are reflected in the reported information, can be ascertained, unless:
(i) the safety information is voluntarily provided to CASA; or
(ii) the disclosure or release of the safety information is required by law; or
(iii) the person who reported the information and any other person named or identified in the safety information involved has given permission for the disclosure or release of the information.
Note 1 For subparagraph 2.2 (b) (ii), examples of circumstances where the disclosure or release is required by law are if CASA gives an operator a notice:
Note: under regulation 301 of CAR — to surrender to CASA a specified document containing safety information; or
Note: under regulation 11.075 of CASR — to give CASA specified safety information or a specified document containing safety information.
Note 2 Information regarding how CASA uses safety information that it obtains under the regulations, including for the purposes of enforcement of civil aviation legislation, is provided in CASA Directive 02-0053, Limitations on the Use of Safety Information, as it exists from time to time. CASA also has obligations under the Privacy Act 1988 relating to personal information included in any safety information that it obtains.
Note 3 An operator may also have obligations under any privacy legislation that applies to the operator regarding the collection, use and disclosure of personal information included in safety information.
2.3 This clause does not prevent an operator from using safety information for the purposes of taking preventive, corrective or remedial action that is necessary to maintain or improve safety.
Note An example of the use of safety information for these purposes is its use by an operator for internal training purposes.
3 Principles of exception
An operator does not have to comply with a principle of protection if the designated person for principles of exception determines, in accordance with procedures set out in the SMS of the operator, that at least 1 of the following principles of exception applies in relation to the principle of protection:
(a) there are facts and circumstances that reasonably indicate that the occurrence or event concerning which the safety information has been generated, captured, collected or held is likely to have been caused by an act or omission constituting gross negligence, recklessness, or wilful and deliberate misconduct;
(b) there are facts and circumstances that reasonably indicate that the occurrence or event reflected in safety information is part of a pattern of repetitive conduct, reflected in acts or omissions involving the same or substantially similar conduct by the same person over a relevant period of time.
4 Action taken to maintain or improve aviation safety not disciplinary or punitive
For the purposes of clause 2, the use of safety information in support of action taken by an operator in accordance with this Appendix and the related provisions of this Order, for the purpose of maintaining or improving aviation safety, is not to be regarded or characterised as being for disciplinary or punitive purposes.
Appendix 2
Paragraph 3.2
Training and checking organisations
1 General
1.1 A training and checking organisation provided by an operator:
(a) must be wholly contained within the operator’s organisational structure; and
(b) must be wholly responsible to the operator for the standard of flight operations.
2 Management
2.1 Each operator must ensure that the Chief Pilot is responsible for the effective management of the training and checking organisation.
2.2 The operator must appoint sufficient personnel to ensure that all training programs, examinations and proficiency checks can be undertaken to the satisfaction of CASA.
3 Ground facilities, equipment and training aids
3.1 Each operator must provide facilities, equipment and training aids to meet the requirements of each training program.
3.2 Each operator must maintain an up-to-date library of training reference publications and other related operational documents for the use of staff and personnel under training.
3.3 Each operator may, subject to the written approval of CASA, use flight simulators and/or synthetic trainers for training and testing purposes to the extent prescribed in each training program and provided for in section 45.0.
3.4 Flight simulators and synthetic trainers must be operated and maintained in accordance with the procedures mentioned in Manual of Standards (MOS) — Part 60 Synthetic Training Devices and the document entitled Operational Standards and Requirements — Approved Synthetic Trainers FSD2.
3.5 Each operator must provide a facility suitably equipped for the periodic demonstrations of proficiency in emergency procedures required by section 20.11 and must make available such items of emergency equipment as may be necessary.
4 Training and checking manual
4.1 Each operator must provide a training and checking manual acceptable to CASA which may be a section of an operations manual or a separate document.
4.2 Each operator must provide copies of the manual to:
(a) CASA; and
(b) all operating crew members assigned to checking or training duties.
4.3 The training and checking manual must include:
(a) an outline of the structure of the training and checking organisation and a statement of its authority and role; and
(b) the duties and responsibilities of all training and checking personnel; and
(c) recent experience and proficiency requirements applicable to training and checking personnel plus special limitations, if any; and
(d) course outlines, syllabuses and completion standards for each flight or simulator training program currently in use; and
(e) command responsibility requirements for the conduct of flight proficiency checks; and
(f) special procedures and limitations relating to the conduct of practice and simulated emergency and abnormal flight operations; and
(g) other general limitations and procedures to be observed for the conduct of flying training operations; and
(h) instructions and general requirements relating to the conduct of training sequences and proficiency checks in flight simulators and synthetic trainers; and
(i) administrative requirements and examples of all documents, records and certificates associated with each training program and proficiency check; and
(j) details of security arrangements for all examination material; and
(k) procedures to be followed when a satisfactory standard is not achieved.
5 Training records
5.1 Each operator must maintain a training file in respect of each flight crew member, recording at least:
(a) each ground training course completed or attempted, including the results for each phase or subject and the final assessment of the standard achieved; and
(b) each endorsement training course completed or attempted, including the results of each phase of training, the number of times each exercise was undertaken and the results of each test or check; and
(c) each flight or simulator proficiency check completed or attempted, including the results of each phase of training, the number of times each exercise was undertaken and the results of each check; and
(d) each period of training, other than training referred to in paragraph (a), (b) and (c), undertaken in an aircraft or simulator, including the exercises completed or attempted, and an assessment of the standard achieved.
Appendix 3
Paragraph 5.2
Standards for aerodromes to be used by aeroplanes with maximum take‑off weight of not more than 5 700 kg
Surfaces
Standards for aerodrome:• used during the day by aeroplanes with maximum take-off weight of 3 500 kg or more; or• used at night
Standards for aerodrome used during the day by aeroplanes of not more than 3 500 kg
Runway and runway strip
Runway width
18m minimum
15m minimum
Runway strip width – graded
80m minimum
60m minimum
Runway longitudinal slope
2% maximum
2% maximum
Runway transverse slope
2.5% maximum
2.5% maximum
Runway strip transverse slope
2.5% maximum
2.5% maximum
Approach and take-off surfaces
Length of inner edge
80m
60m
Distance of inner edge before threshold
60m
30m
Divergence, each side
10%
10%
Length of surface
2 500m
1 600m
Slope
4% maximum
5% maximum
Transitional surface
Slope
20%
20%
Inner horizontal surface
Height
45m
45m
Radius from the mid-point of end of runway strip
2 500m
2 000m
Appendix 4
Paragraph 8.3
1 Qualifications of pilots in command
Category
Qualifications
Minimum aeronautical experience
Single pilot aeroplanes— normal category
Commercial pilot (aeroplane) licence or air transport pilot (aeroplane) licence
700 hours total experience as a pilot that includes:
150 hours as a pilot in command (or acting as pilot in command under supervision) on multi-engine aeroplanes under the I.F.R.; and10 hours as pilot in command (or acting as pilot in command under supervision) on the aeroplane type; and50 hours experience as pilot on night operations.
Single engine turbine powered aeroplanes — normal category
Commercial pilot (aeroplane) licence or air transport pilot (aeroplane) licenceCommand (multi-engine aeroplane) instrument rating or command (single engine aeroplane) instrument rating
700 hours total experience as a pilot that includes:150 hours as pilot in command (or acting as pilot in command under supervision) under the I.F.R. in aeroplanes; and10 hours as pilot in command (or acting as pilot in command under supervision) on the aeroplane type; and50 hours experience as pilot on night operations.
Category
Qualifications
Minimum aeronautical experience
Single pilot aeroplanes— transport category
Commercial pilot (aeroplane) licence or air transport pilot (aeroplane) licence
1 000 hours total experience as a pilot, that includes:
300 hours as pilot in command (or acting as pilot in command under supervision) on multi-engine aeroplanes under I.F.R.; and20 hours as pilot in command (or acting as pilot in command under supervision) on the aeroplane type; and50 hours experience as pilot on night operations.
Multi-crew aeroplanesnot exceeding 5 700 kg MTOW
Air transport pilot (aeroplane) licence
1 200 hours total experience as a pilot, that includes:
400 hours as pilot in command (or acting as pilot in command under supervision) on multi-engine aeroplanes under the I.F.R.; and50 hours as pilot in command (or acting as pilot in command under supervision) on the aeroplane type; and100 hours experience as a pilot on night operations.
Aeroplanes exceeding 5 700 kg MTOW
Air transport pilot (aeroplane) licence
2 000 hours total experience as a pilot, that includes:
500 hours as pilot in command (or acting as pilot in command under supervision) on multi-engine aeroplanes under the I.F.R.; and50 hours as pilot in command (or acting as pilot in command under supervision) on the aeroplane type; and100 hours experience as a pilot on night operations.
2 Qualifications of co-pilots
Co-pilots of all categories of aeroplanes must hold at least a commercial pilot (aeroplane) licence or a multi-crew pilot (aeroplane) licence, an instrument rating endorsed “co-pilot” and a co-pilot endorsement for the type or class of aeroplane in which that type is included.
Appendix 5
1 Landing gear warning
1.1 Except as provided in subclauses 1.4 and 1.5 of this Appendix, aeroplanes equipped with retractable landing gear or retractable floats must be provided with an audible warning device to give unmistakable continuous warning if the landing or alighting gear is not fully extended and locked when:
(a) 1 or more throttles are retarded to or beyond the position for a normal landing approach; and
(b) the wing flaps are extended beyond the approach-climb configuration.
Note The flap warning may be initiated by a sensing unit installed at any suitable location in the flap system.
1.2 If provision is made for silencing audible warnings that are derived from the throttle positions, the design of the warning system must ensure that after a warning has been silenced, the subsequent retardation of any throttles to or beyond the position for a normal landing approach results in an audible warning.
1.3 Nothing must be done to silence warnings derived from the position of the wing flaps.
1.4 The requirement of paragraph 1.1 (a) of this Appendix does not apply to:
(a) amphibious aeroplanes; and
(b) aeroplanes having the throttle lever(s) mechanically interconnected with the landing gear selector lever in such a way that the throttle(s) cannot be closed until the landing gear is fully down and locked.
1.5 The requirement of paragraph 1.1 (b) of this Appendix does not apply to an aeroplane which is of the same type as another type of aeroplane for which an Australian certificate of airworthiness or import permit was issued before 30 June 1967.
2 Propeller feathering systems
Except where CASA is satisfied that adequate safety will be provided, automatic propeller feathering systems must be designed to ensure that a propeller will not feather automatically when any other propeller is already feathered or in the process of being feathered.
3 Powerplant fire protection
3.1 Engine compartment fire detection and extinguishing systems must be installed if the aeroplane is equipped with supercharged or turbo supercharged piston engines or gas turbine engines.
3.2 An engine compartment fire detection system required by subclause 3.1 of this Appendix must meet the requirements of section 1203 of Federal Aviation Regulation (FAR) Part 23 or European Aviation Safety Agency (EASA) CS-23.
3.3 The powerplant fire warnings must be indicated in the cockpit by individual red lights and also by an audible warning device that may be common to all fire detection circuits.
3.4 An audible warning device must be capable of being silenced.
3.5 Fire extinguishing systems required by subclause 3.1 of this Appendix must meet the requirements of sections 1195, 1197, 1199 and 1201 of FAR Part 23 or EASA CS-23.
Appendix 6
Paragraph 10.8
Directions relating to carriage and use of automatic dependent surveillance – broadcast equipment
1 In this Appendix:
ADS-B means automatic dependent surveillance – broadcast.
ADS-B test flight means a flight to prove ADS-B transmitting equipment that is newly installed on the aircraft undertaking the flight.
aircraft means a foreign aircraft.
aircraft address means a unique code of 24 binary bits assigned to an aircraft by or under the authority of an NAA for the purpose of air to ground communication, navigation and surveillance.
approved equipment configuration means an equipment configuration that:
(a) meets the conditions for approval set out in Appendix 7; or
(b) is approved in writing by CASA.
Note Equipment configurations approved by CASA are published in Appendix D of Advisory Circular 21-45.
EHS DAPs means enhanced surveillance downlink of aircraft parameters.
ATC means air traffic control.
EASA means the European Aviation Safety Agency.
EASA AMC 20-24 means EASA document AMC 20-24 titled Certification Considerations for Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) via 1090 MHZ Extended Squitter, dated 2 May 2008.
ETSO means European Technical Standard Order of the EASA.
FAA means the Federal Aviation Administration of the United States.
FDE means Fault Detection and Exclusion, a feature of a GNSS receiver that excludes faulty satellites from position computation.
FL 290 means flight level 290.
Note Flight level 290 is defined in subregulation 2 (1) of CAR 1988.
GNSS means the Global Navigation Satellite System installed in an aircraft to continually compute the position of the aircraft by use of the GPS.
GPS means the Global Positioning System.
HPL means the Horizontal Protection Level of the GNSS position of an aircraft as an output of the GNSS receiver or system.
Mode A is a transponder function that transmits a 4-digit octal identification code for an aircraft when interrogated by an SSR, the code having been assigned to the aircraft by ATC for the relevant flight sector.
Mode A code is the 4-digit octal identification code transmitted by a Mode A transponder function.
Mode C is a transponder function that transmits a 4-digit octal code for an aircraft’s pressure altitude when interrogated by an SSR.
Mode C code is the 4-digit octal identification code transmitted by a Mode C transponder function.
Mode S is a monopulse radar interrogation technique that improves the accuracy of the azimuth and range information of an aircraft, and uses a unique aircraft address to selectively call individual aircraft.
NAA has the same meaning as in regulation 1.4 of the Civil Aviation Safety Regulations 1998.
Note “NAA, for a country other than Australia, means:
(a) the national airworthiness authority of the country; or
(b) EASA, in relation to any function or task that EASA carries out on behalf of the country.”
NIC means Navigation Integrity Category as specified in paragraph 2.2.3.2.7.2.6 of RTCA/DO-260A.
NUCp means Navigation Uncertainty Category – Position as specified in paragraph 2.2.8.1.5 of RTCA/DO‑260.
RTCA/DO-229D means document RTCA/DO-229D titled Minimum Operational Performance Standards for Global Positioning System/Wide Area Augmentation System Airborne Equipment, dated 13 December 2006, of the RTCA Inc. of Washington D.C. USA (RTCA Inc.).
RTCA/DO-260 means RTCA Inc. document RTCA/DO-260 titled Minimum Operational Performance Standards for 1090 MHz Automatic Dependent Surveillance – Broadcast, dated 13 September 2000.
RTCA/DO-260A means RTCA Inc. document RTCA/DO-260A titled Minimum Operational Performance Standards for 1090 MHz Automatic Dependent Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast (TIS-B), dated 10 April 2003.
SA means Selective Availability, and is a function of the GPS that has the effect of degrading the accuracy of the computed GPS position of a GNSS-equipped aircraft.
SSR means a secondary surveillance radar system that is used by ATC to detect an aircraft equipped with a radar transponder.
TSO means Technical Standard Order of the FAA.
Note NAA is defined in regulation 1.4 of the Civil Aviation Safety Regulations 1998.
2 If an aircraft carries ADS-B transmitting equipment for operational use in Australian territory, the equipment must comply with an approved equipment configuration.
3 If an aircraft carries serviceable ADS-B transmitting equipment for operational use in Australian territory, the equipment must transmit:
(a) a flight identification that corresponds exactly to the aircraft identification mentioned on the flight notification filed with, or relayed to air traffic control (ATC) for the flight; or
(b) another flight identification directed or approved by ATC.
4 If an aircraft carries serviceable ADS-B transmitting equipment that complies with an approved equipment configuration, the equipment must be operated continuously during the flight in all airspace at all altitudes unless the pilot is directed or approved otherwise by ATC.
5 If an aircraft carries ADS-B transmitting equipment which does not comply with an approved equipment configuration, the aircraft must not fly in Australian territory unless the equipment is:
(a) deactivated; or
(b) set to transmit only a value of zero for the NUCp or NIC.
Note It is considered equivalent to deactivation if NUCp or NIC is set to continually transmit only a value of zero.
6 However, the equipment need not be deactivated as mentioned in clause 5 if the aircraft is undertaking an ADS-B test flight in VMC in airspace below FL 290.
7 Subject to clause 8, on and after 12 December 2013, if an aircraft operates at or above FL 290, it must carry serviceable ADS‑B transmitting equipment that complies with an approved equipment configuration.
7A Subject to clause 8, on and after 2 February 2017, an aircraft that is operated under the I.F.R. must carry serviceable ADS-B equipment that complies with an approved equipment configuration.
8 Clauses 7 and 7A do not apply to an aircraft if:
(a) the aircraft owner, operator or pilot has written authorisation from CASA for the operation of the aircraft without the ADS-B transmitting equipment; or
(b) the equipment is unserviceable for a flight, and each of the following applies:
(i) the flight takes place within 3 days of the discovery of the unserviceability; and
(ii) at least 1 of the following applies for the flight:
(A) flight with unserviceable instruments or equipment has been approved by CASA, subject to such conditions as CASA specifies;
(B) the unserviceability is a permissible unserviceability set out in the minimum equipment list as approved by the NAA of the State of registration of the aircraft;
(C) CASA has approved the flight with the unserviceable equipment and any applicable conditions that CASA has specified in writing have been complied with; and
(iii) ATC clears the flight before it commences despite the unserviceability.
Appendix 6A
Paragraph 10.8
Standards for Mode S transponder equipment
1 If the aircraft carries Mode S transponder equipment (the equipment), the equipment must meet the standards set out in this Appendix.
2 The equipment must be of a type that is authorised by:
(a) the FAA, in accordance with TSO-C112 as in force on 5 February 1986, or a later version as in force from time to time; or
(b) EASA, in accordance with ETSO-C112a as in force on 24 October 2003, or a later version as in force from time to time; or
(c) CASA, in accordance with an instrument of approval of the type.
Note 1 CASA Advisory Circular 21-46 provides guidelines on Mode S transponder equipment.
Note 2 If Mode S transponder equipment incorporates ADS-B functionality, the standards set out in Appendix 6 for ADS-B transmitting equipment will also apply to the Mode S transponder equipment.
3 The aircraft address entered into the equipment must exactly correspond to the aircraft address assigned to the aircraft by the NAA of the State of registration of the aircraft.
4 The equipment must transmit each of the following when interrogated on the manoeuvring area of an aerodrome or in flight:
(a) the aircraft address;
(b) the Mode A code;
(c) the Mode C code;
(d) subject to clause 6, the aircraft’s flight identification in accordance with clause 5.
5 The aircraft flight identification must:
(a) if a flight notification is filed with ATC for the flight — correspond exactly with the aircraft identification mentioned on the flight notification; or
(b) if no flight notification is filed with ATC for the flight — be the aircraft’s nationality and registration mark; or
be another flight identification directed or approved for use by ATC.
6 Mode S transponder transmission of the aircraft flight identification is optional for any aircraft that was first registered in its State of registration before 9 February 2012 (an older aircraft). However, if an older aircraft is equipped to transmit, and transmits, an aircraft flight identification then that aircraft flight identification must be in accordance with clause 5.
7 If the equipment transmits any Mode S EHS DAPs, the transmitted DAPs must comply with the standards set out in paragraph 3.1.2.10.5.2.3 and Table 3-10 of Volume IV, Surveillance and Collision Avoidance Systems, of Annex 10 of the Chicago Convention.
Note 1 Paragraph 3.1.2.10.5.2.3 includes 3.1.2.10.5.2.3.1, 3.1.2.10.5.2.3.2 and 3.1.2.10.5.2.3.3.
Note 2 Australian Mode S SSR are EHS DAPs-capable, and operational use of EHS DAPS is to be introduced in Australia. Implementation of Mode S EHS DAPs transmissions that are not in accordance with the ICAO standards may be misleading to ATC. Operators need to ensure that correct parameters are being transmitted.
8 If the equipment is carried in an aircraft first registered in its State of registration on or after 9 February 2012:
(a) having a certificated maximum take-off weight above 5 700 kg or
(b) that is capable of normal operation at a maximum cruising true air speed above 250 knots;
the equipment’s receiving and transmitting antennae must:
(c) be located in the upper and lower fuselage; and
(d) operate in diversity, as specified in paragraphs 3.1.2.10.4 to 3.1.2.10.4.5 (inclusive) of Volume IV, Surveillance and Collision Avoidance Systems, of Annex 10 of the Chicago Convention.
Note Paragraph 3.1.2.10.4.2.1 is recommendatory only.
Appendix 7
Paragraph 10.8 and definition of approved equipment configuration
in clause 1 of Appendix 6
Part A
Approved equipment configuration
1 An equipment configuration is approved if it complies with the standards specified in Part B or Part C of this Appendix.
Part B
ADS-B transmitting equipment — standard for approval
2 ADS-B transmitting equipment must be of a type that:
(a) is authorised by the FAA in accordance with TSO-C166 as in force on 20 September 2004, or a later version as in force from time to time; or
(b) meets the following requirements:
(i) the type must be accepted by CASA as meeting the specifications in RTCA/DO-260 dated 13 September 2000, or a later version as in force from time to time;
(ii) the type must utilise HPL at all times HPL is available; or
(c) is otherwise authorised, in writing, by CASA for the purposes of subsection 9B of Civil Aviation Order 20.18 as being equivalent to one of the foregoing types.
GNSS position source equipment — standard for aircraft manufactured on or after 8 December 2016
3 For an aircraft manufactured on or after 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver of a type that is authorised by the FAA in accordance with TSO‑C145a or TSO‑C146a as in force on 19 September 2002, or a later version as in force from time to time; or
(b) a GNSS receiver of a type that is authorised by the FAA in accordance with TSO‑C196 as in force on 9 September 2009, or a later version as in force from time to time; or
(c) a GNSS receiver or system which meets the following requirements:
(i) is certified by an NAA for use in flight under the I.F.R.;
(ii) has included in its specification and operation the following:
(A) FDE, computed in accordance with the definition at paragraph 1.7.3 of RTCA/DO-229D;
(B) the output function HPL, computed in accordance with the definition at paragraph 1.7.2 of RTCA/DO-229D;
(C) functionality that, for the purpose of HPL computation, accounts for the absence of the SA of the GPS in accordance with paragraph 1.8.1.1 of RTCA/DO-229D; or
(d) another equivalent system authorised in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 3, namely, those certified to TSO-C145a or TSO‑C146a, or later versions, or those manufactured to comply with TSO-C196.
GNSS position source equipment — standard for aircraft manufactured before 8 December 2016
4 For an aircraft manufactured before 8 December 2016, the geographical position transmitted by the ADS-B transmitting equipment must be determined by:
(a) a GNSS receiver or system that complies with the requirements of clause 3, other than sub-subparagraph 3 (c) (ii) (C) which is optional; or
(b) an equivalent GNSS receiver or system that has been approved in writing by CASA.
Note The following GNSS receivers meet the requirements of clause 4, namely, those certified to TSO-C145a or TSO-C146a, or later versions, or those manufactured to comply with TSO-C196. Some later versions of GNSS receivers certified to TSO-C129 may also meet the requirements, i.e. those having FDE and HPL features incorporated.
Altitude source equipment — standard
5 The pressure altitude transmitted by the ADS-B transmitting equipment must be determined by:
(a) a barometric encoder of a type that is authorised by:
(i) the FAA in accordance with TSO-C88a as in force on 18 August 1983, or a later version as in force from time to time; or
(ii) EASA in accordance with ETSO-C88a as in force on 24 October 2003, or a later version as in force from time to time; or
(b) another equivalent system authorised in writing by CASA.
Aircraft address — standard
6 Unless otherwise approved in writing by CASA, the ADS-B transmitting equipment must:
(a) transmit the current aircraft address; and
(b) allow the pilot to activate and deactivate transmission during flight.
Note The requirement in paragraph 6 (b) is met if the ADS-B transmitting equipment has a cockpit control that enables the pilot to turn the ADS-B transmissions on and off.
Part C
Alternative approved equipment configuration — standard for aircraft manufactured on or after 8 December 2016
7 For an aircraft manufactured on or after 8 December 2016, an equipment configuration is approved if:
(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24; and
(b) the aircraft flight manual attests to the certification; and
(c) the GNSS receiver or system complies with the requirements of clause 3 in Part B.
Alternative approved equipment configuration — standard for aircraft manufactured before 8 December 2016
8 For an aircraft manufactured before 8 December 2016, an equipment configuration is approved if:
(a) it has been certified by EASA as meeting the standards of EASA AMC 20-24; and
(b) the aircraft flight manual attests to the certification; and
(c) the GNSS receiver or system complies with the requirements of clause 4 in Part B.
Notes to Civil Aviation Order 82.3
Note 1
Note: The Civil Aviation Order (in force under the Civil Aviation Act 1988) as shown in this compilation comprises Civil Aviation Order 82.3 amended as indicated in the Tables below.
Note: > Note: Table of Orders
Year andnumber
Date of notificationin Gazette/registration on FRLI
Date ofcommencement
Application, saving ortransitional provisions
CAO 2004 No. R54
23 December 2004 (F2005B00882)
23 December 2004 (s. 2)
CAO 2004 No. 8
23 December 2004 (F2005B00955)
23 December 2004 (s. 2)
CAO 2005 No. 1
FRLI 27 January 2005 (F2005L00126)
28 January 2005 (s. 1)
CAO 82.3 2006 No. 1
FRLI 25 May 2006 (F2006L01564)
26 May 2006 (s. 2)
CAO 82.3 2007 No. 1
FRLI 18 June 2007 (F2007L01690)
19 June 2007 (s. 2)
CAO 82.3 2007 No. 2
FRLI 30 October 2007 (F2007L04071)
31 October 2007 (s. 2)
CAO 82.3 2008 No. 1
FRLI 16 April 2008 (F2008L00901)
17 April 2008 (s. 2)
CAO 82.3 2008 No. 2
FRLI 22 December 2008 (F2008L04373)
23 December 2008 (s. 2)
CAO 82.3 2009 No. 1
FRLI 30 January 2009 (F2009L00232)
31 January 2009 (s. 2)
s. 3 (Table A)
CAO 82.3 2009 No. 2
FRLI 5 March 2009 (F2009L00210)
6 March 2009 (s. 2)
CAO 82.3 2009 No. 3
FRLI 22 December 2009 (F2009L04206)
23 December 2009 (s. 2)
CAO 82.3 2010 No. 1
FRLI 12 April 2010 (F2010L00698)
13 April 2010 (s. 2)
CAO 82.3 2010 No. 2
FRLI 28 May 2010 (F2010L01262)
3 June 2010 (s. 2)
CAO 82.3 2011 No. 1
FRLI 22 June 2011 (F2011L01197)
27 June 2011 (s. 2)
CAO 82.3 2011 No. 2
FRLI 13 January 2012 (F2012L00035)
14 January 2012 (s. 2)
CAO 82.3 2012 No. 1
FRLI 21 November 2012 (F2012L02209)
22 November 2012 (s. 2)
CAO 82.3 2014 No. 1
FRLI 21 May 2014 (F2014L00584)
22 May 2014 (s. 2)
CAO 82.3 2014 No. 2
FRLI 22 August 2014 (F2014L01113)
23 August 2014 (s. 2)
CAO (Flight Crew Licensing) Repeal and Amendment Instrument 2014 (No. 1)
Note: Table A Application, saving or transitional provisions
Civil Aviation Order 82.3 Amendment Order (No. 1) 2009 (F2009L00232)
3 Application
(1) Unless CASA approves otherwise in writing for an operator, amendment 1 in Schedule 1 applies to each operator on 1 July 2009.
(2) Unless CASA approves otherwise in writing for an operator, amendment 2 in Schedule 1 applies to each operator on and from:
(a) 1 February 2010; or
(b) if the operator notifies an earlier date in writing to CASA — that date.
(3) Unless CASA approves otherwise in writing for an operator, amendment 3 in Schedule 1 applies to each operator on and from:
(a) 1 February 2010; or
(b) if the operator notifies an earlier date in writing to CASA — that date.
Note AOC holders may chose to have their operations governed by the new arrangements from a date before 1 February 2010.
(4) Amendment 6 in Schedule 1 applies to each operator on and from 1 December 2009.
Note: The amendments referred to in the application provision are set out below:
Note: Amendments
[1] After subsection 1A
1AA Implementation plan for SMS
Each operator who holds an AOC on 1 April 2009 must give CASA for approval the operator’s plan for implementation of a safety management system.
[2] Subparagraph 2.1 (a)
substitute
(a) establish and maintain an appropriate organisation, with a sound and effective management structure that uses a safety management system approved by CASA; and
Note Guidance on what CASA will consider in deciding whether to approve an SMS is contained in the following (the CAAP SMS package):
(a) CAAP SMS-1(0) — Safety Management Systems for Regular Public Transport Operations;
(b) CAAP SMS-2(0) — Integration of Human Factors (HF) into Safety Management Systems (SMS);
(c) CAAP SMS-3(0) — Human Factors and Non-Technical Skills Training for Regular Public Transport Operations.
[3] After subparagraph 2.1 (b)
; and (c) have a program, approved by CASA, to train and assess personnel in human factors and non-technical skills with the aim of minimising human error.
Note The CAAP SMS package contains guidance on what CASA will consider in deciding whether to approve a program for human factors and non-technical skill.
[6] After subsection 9
9A Obligations in relation to international carriage of a copy of the AOC
Each operator of an aircraft engaged in an international flight must ensure that the pilot in command can present a true and complete hard copy of the following documents to any person who has a lawful right to inspect them before, during or at the end of the flight:
(a) the operator’s current AOC; and
(b) each operational specification (if any) issued in conjunction with the AOC that is relevant to the aircraft.
Sections 3 and 31 of Civil Aviation Order (Flight Crew Licensing) Repeal and Amendment Instrument 2014 (No. 1) read as follows:
3 Definitions
(1) In this instrument:
continued authorisation has the meaning given by regulation 202.261 of the Civil Aviation Safety Regulations 1998 (CASR 1998).
new authorisation has the meaning given by regulation 202.261 of CASR 1998.
(2) A reference in this instrument to a Civil Aviation Order identified by a specified number is taken to include a reference to the section of the Civil Aviation Orders with that number.
Note Some existing legislative instruments are referred to as a Civil Aviation Order followed by a number. Other instruments are referred to as a section of the Civil Aviation Orders. For consistency, in this instrument, all such instruments are referred to as a Civil Aviation Order followed by a number. For example, a reference to Civil Aviation Order 40.2.2 is taken to include a reference to section 40.2.2 of the Civil Aviation Orders.