Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020
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**What this instrument is and does (mechanics first)
This document is the Part 121 Manual of Standards (MOS) that CASA issues under the Civil Aviation Safety Regulations 1998 to set technical, operational and training standards for Australian air transport operations using larger aeroplanes. It works as the detailed ‘‘how‑to’’ for meeting Part 121 regulatory obligations (for example, what equipment to fit, what documents to carry, how to plan flights, what training to deliver, and what approvals CASA must issue before certain operations occur).
The MOS is structured into chapters and divisions that prescribe: definitions and citation rules (Ch 1); detailed requirements and approval criteria for Extended Diversion Time Operations (EDTO) (Ch 2); what documents and emergency/survival equipment must be carried and recorded (Ch 3); alternate‑aerodrome and flight‑preparation rules and weather‑forecast logic (Ch 4); operational flight plan content (Ch 5); runway width calculation (Ch 6); fuel rules (Ch 7); safety briefings and demonstrations (Ch 8); detailed performance (take‑off, en‑route, landing) requirements (Ch 9); weight and balance standard weights and documentation (Ch 10); comprehensive equipment standards (radios, navigation, ACAS/TCAS, TAWS, ELTs, recorders, PBE, oxygen, survival equipment, ADS‑B/Mode S etc.) including allowed inoperative periods and reporting (Ch 11); and extensive training, checking and facility requirements for flight and cabin crew (Ch 12–13) and evacuation demonstration rules for large aeroplanes (Ch 14).
Zoe can write the in-depth analysis on top of the summary above: how it works, who it affects and what each part actually does.
Current sections
Direct links to the current provisions in Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.
278
Chapter 1—Preliminary
Chapter 1—Preliminary
Chapter 1—Preliminary
1.01 Name
(1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.
(2) This instrument may also be cited as:
(a) the Part 121 Manual of Standards; or
(b) the Part 121 MOS.
1.03 Authority
This instrument is made under the Civil Aviation Safety Regulations 1998.
Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.
1.04 Definitions
Note: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.
(1) In this instrument:
ACAS means airborne collision avoidance system.
accelerate stop distance available means the length of the take-off run available plus the length of the stopway.
actual landing distance: see subsection 9.13(1).
additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:
(a) proceed to an alternate aerodrome; and
(b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(c) make an approach and landing.
adequate aerodrome: see Part 1 of the CASR Dictionary.
ADF means automatic direction finder.
aerodrome forecast means:
(a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and
(b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.
Note: TAF is an acronym for terminal area forecast.
airborne collision avoidance system: see Part 1 of the CASR Dictionary.
airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.
alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.
Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:
Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:
Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.
En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”
approved ACAS: see subsection 11.21(1).
APV means any of the following approach procedures with vertical guidance:
(a) RNP APCH-LNAV/VNAV;
(b) RNP APCH-LPV (decision height at or above 250 ft);
(c) RNP AR APCH-RNP 0.x.
Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.
area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.
automatic ELT has the meaning given by section 11.50.
BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 included the following:
Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”
1.01
Name
1.01 Name
(1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.
(2) This instrument may also be cited as:
(a) the Part 121 Manual of Standards; or
(b) the Part 121 MOS.
1.03
Authority
1.03 Authority
This instrument is made under the Civil Aviation Safety Regulations 1998.
Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.
1.04
Definitions
1.04 Definitions
Note: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.
(1) In this instrument:
ACAS means airborne collision avoidance system.
accelerate stop distance available means the length of the take-off run available plus the length of the stopway.
actual landing distance: see subsection 9.13(1).
additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:
(a) proceed to an alternate aerodrome; and
(b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(c) make an approach and landing.
adequate aerodrome: see Part 1 of the CASR Dictionary.
ADF means automatic direction finder.
aerodrome forecast means:
(a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and
(b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.
Note: TAF is an acronym for terminal area forecast.
airborne collision avoidance system: see Part 1 of the CASR Dictionary.
airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.
alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.
Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:
Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:
Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.
En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”
approved ACAS: see subsection 11.21(1).
APV means any of the following approach procedures with vertical guidance:
(a) RNP APCH-LNAV/VNAV;
(b) RNP APCH-LPV (decision height at or above 250 ft);
(c) RNP AR APCH-RNP 0.x.
Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.
area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.
automatic ELT has the meaning given by section 11.50.
BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 included the following:
Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”
1.05
References to AS/NZS standards, TSOs, ETSOs etc.
1.05 References to AS/NZS standards, TSOs, ETSOs etc.
In this instrument, unless the contrary intention appears:
(a) a reference to a particular AS/NZS standard is a reference to the particular joint Australian and New Zealand Standard, as in force or existing from time to time; and
(b) a reference to a particular TSO is a reference to that TSO or a later version of that TSO; and
(c) a reference to a particular ETSO is a reference to that ETSO or a later version of that ETSO.
Note 1: An example for paragraph (a) is the joint Australian and New Zealand Standard AS/NZS 1754:2004, Child restraint systems for use in motor vehicles.
Note 2: The first version of a TSO may have been issued with or without the notation “(0)” at the end (for example, citations of TSO-C129 and TSO-129(0) would refer to the same document. Thus, for first version TSOs, either form is an acceptable citation for the other.
Note 3: Later versions of a TSO are identified by an alphabetical letter (for example, a later version of TSO-C129 or TSO-C129(0) is TSO-C129a). Unless the contrary intention appears in a provision, a reference in this instrument to TSO-C129 or TSO-C129(0) means that version or a later version (in this case, TSO-C129a).
1.06
References in type design and certification documents—EDTO
1.06 References in type design and certification documents—EDTO
A reference, in any of the following documents, to “ETOPS”:
(a) a flight manual;
(b) a type certificate data sheet or a supplement to the sheet;
(c) a CMP document;
is, for the purposes of this instrument, taken to be a reference to “extended diversion time operations” or “EDTO”.
Chapter 2—Extended diversion time operat
Chapter 2—Extended diversion time operations (EDTO)
Chapter 2—Extended diversion time operations (EDTO)
Division 1—Criteria for the grant of EDTO approval
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:
(a) the flight manual;
(b) the type certificate data sheet or a supplement to the sheet;
(c) the CMP document.
(3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):
(a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;
(b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;
(c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.
2.04 Capability of aeroplane for EDTO—general
CASA must be satisfied of the following matters in relation to an application for EDTO approval:
(a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;
Division 1
Criteria for the grant of EDTO approval
Chapter 2—Extended diversion time operations (EDTO)
Division 1—Criteria for the grant of EDTO approval
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:
(a) the flight manual;
(b) the type certificate data sheet or a supplement to the sheet;
(c) the CMP document.
(3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):
(a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;
(b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;
(c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.
2.04 Capability of aeroplane for EDTO—general
CASA must be satisfied of the following matters in relation to an application for EDTO approval:
(a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;
2.01
Scope of Division 1, Chapter 2
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02
Turbine-engine aeroplanes
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03
Type design and certification documents
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:
(a) the flight manual;
(b) the type certificate data sheet or a supplement to the sheet;
(c) the CMP document.
(3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):
(a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;
(b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;
(c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.
2.04
Capability of aeroplane for EDTO—general
2.04 Capability of aeroplane for EDTO—general
CASA must be satisfied of the following matters in relation to an application for EDTO approval:
(a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;
2.05
Capability of operator—EDTO required system serviceability
2.05 Capability of operator—EDTO required system serviceability
General
(1) CASA must be satisfied that the operator has the capability to ensure that the following equipment and systems of an aeroplane, the subject of an application for EDTO approval, would be serviceable for dispatch on an EDTO flight under the approval:
(a) for a 2-engine aeroplane—one-engine-inoperative auto-land capability, if flight planning for an EDTO en-route alternate aerodrome is predicated on the use of auto-land;
(b) if operating in the polar region—an automated external defibrillator.
(2) CASA must also be satisfied that the operator has the capability to ensure:
(a) the fuel quantity indicating system and the cargo fire suppression system of the aeroplane would be serviceable for dispatch for the flight; and
(b) operating the aeroplane with one or both of those systems unserviceable would be permitted by the MEL for the aeroplane and any conditions and limitations of the MEL relating to the unserviceability could be complied with.
Diversion time more than 180 minutes
(3) Subsection (4) applies if an application for EDTO approval requests a diversion time of more than 180 minutes.
(4) CASA must be satisfied that the operator has the capability to ensure that the following systems of the aeroplane would be serviceable for dispatch on an EDTO flight under the approval:
(a) subject to subsection (5), the auxiliary power unit, including electrical and pneumatic supply to its designated capability;
(b) if the aeroplane is a 2‑engine aeroplane—the auto‑throttle system;
(c) a communication system, in addition to any such equipment required for the aeroplane under section 11.08, that is capable of providing effective direct communication (for example, by voice, SATCOM/SATVOICE or ACARS) between the flight crew and air traffic services, and between the flight crew and either or both the operations control and flight dispatcher.
(5) Paragraph (4)(a) does not apply if an auxiliary power unit:
(a) for a 2-engine aeroplane—is not required by the type design and certification documents for the aeroplane require it to have an auxiliary power unit for the conduct of EDTO flights; or
2.06
Diversion time for 2-engine aeroplanes
2.06 Diversion time for 2-engine aeroplanes
(1) This section applies to an application to conduct extended diversion time operations using a 2-engine aeroplane.
(2) The maximum diversion time that can be approved for the aeroplane must not exceed the most limiting of the following time limits:
(a) the diversion time capability for the airframe/engine combination, evidenced by the documents and information for the aeroplane mentioned in section 2.03;
(b) the time limit of the aeroplane’s cargo fire suppression system reduced by an operational safety margin of 15 minutes;
(c) the time limit of the aeroplane’s most EDTO significant time‑limited system (other than the cargo fire suppression system), reduced by an operational safety margin of 15 minutes.
(3) Paragraph (2)(b) does not apply if a time limit for the aeroplane’s cargo fire suppression system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.
(4) Paragraph (2)(c) does not apply in relation to an EDTO significant time-limited system of the aeroplane if a time limit for the system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.
2.07
Diversion time for 3- or 4-engine aeroplanes
2.07 Diversion time for 3- or 4-engine aeroplanes
(1) This section applies to an application to conduct extended diversion time operations using a 3- or 4-engine aeroplane.
(2) The maximum diversion time that can be approved for the aeroplane must not exceed the most limiting of the following time limits:
(a) the time limit of the aeroplane’s cargo fire suppression system, reduced by an operational safety margin of 15 minutes;
(b) the time limit of the aeroplane’s most EDTO significant time-limited system (other than the cargo fire suppression system), reduced by an operational safety margin of 15 minutes.
(3) Paragraph (2)(a) does not apply if a time limit for the aeroplane’s cargo fire suppression system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.
(4) Paragraph (2)(b) does not apply in relation to an EDTO significant time-limited system of the aeroplane if a time limit for the system has not been specified in at least one document mentioned in subsection 2.03(2) in relation to the aeroplane.
2.08
Polar region
2.08 Polar region
If an application for EDTO approval involves conducting the proposed operations through or within the polar region:
(a) the aeroplane must be equipped with an automated external defibrillator; and
(b) the MEL for the aeroplane must be sufficient to cover the requested EDTO flights.
2.09
Care and safety of passengers and crew
2.09 Care and safety of passengers and crew
(1) This section applies if an application for EDTO approval:
(a) requests a diversion time greater than 180 minutes; or
(b) involves the conduct of operations through or within the polar region.
(2) CASA must be satisfied that the operator can ensure the care and safety of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.
(3) In considering whether it is satisfied of the matters in subsection (2), CASA must take into account:
(a) details, included in the operator’s exposition, of facilities at each EDTO en‑route alternate aerodrome designated for the operations, for ensuring the care and safety of a full complement of passengers and crew; or
(b) details, included in the operator’s exposition, of the operator’s recovery plan that ensures, for a diversion to any EDTO en‑route alternate aerodrome, the protection and well-being of a full complement of passengers and crew at the aerodrome itself, or in its immediate area, until the passengers and crew are transported to another place that will provide for their care and safety.
Division 2
Form of application for EDTO approval
Division 2—Form of application for EDTO approval
2.10 Scope of Division 2, Chapter 2
This Division:
(a) is made for paragraph 121.035(2)(b) of CASR; and
(b) prescribes the form in which an application for EDTO approval must be made.
2.11 Form of application
(1) An application for EDTO approval for a particular aeroplane and airframe/engine combination must be made to CASA in writing.
(2) The application must include the following information:
(a) the type and model of aeroplane;
(b) the diversion time requested;
(c) details of the aeroplane’s airframe/engine combination, including the latest revision number of the CMP document required for extended diversion time operations (as normally identified in the aeroplane’s flight manual, type certificate data sheet or supplemental type certificate);
(d) details of diversion time capability of the aeroplane and airframe/engine combination as evidenced by the documents and information for the aeroplane mentioned in section 2.03;
(e) the time limit of the aeroplane’s most time-limiting EDTO significant system (if any) identified in the aircraft flight manual instructions for the aeroplane;
(f) details of the requested areas of operation, including whether operations would enter the polar region;
(g) details of the aeroplane speed or speeds the operator will use to comply with the requirements in Division 4 of this Chapter;
(h) details of the operator’s plans, processes, procedures or systems to ensure the pre-flight serviceability of the systems mentioned in section 2.05;
(i) details of the procedures required under regulation 121.160 of CASR as they relate to determining operational control for an EDTO flight of the aeroplane;
(j) details of the dispatch procedures for the aeroplane in relation to the proposed extended diversion time operations;
(k) a list of the EDTO en-route alternate aerodromes designated for the operations;
(l) details of the training and checking of flight crew members and flight dispatchers for EDTO flights of the aeroplane;
(m) details of EDTO training provided to personnel of the operator who:
(i) are engaged in providing continuing airworthiness management services for the aeroplane; or
(ii) carry out maintenance on the aeroplane on behalf of an approved maintenance organisation;
(n) details of the operator’s procedures for complying with the fuel requirements in Chapter 7 in relation to the conduct of EDTO flights;
(o) a copy of any amendments to the operator’s exposition that would be required for the proposed extended diversion time operations.
Passenger and crew care & safety
(3) If the application:
(a) requests a diversion time greater than 180 minutes; or
(b) involves flight through or within the polar region;
the application must also include details of how the operator will ensure the care and safety of a full complement of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.
2.10
Scope of Division 2, Chapter 2
2.10 Scope of Division 2, Chapter 2
This Division:
(a) is made for paragraph 121.035(2)(b) of CASR; and
(b) prescribes the form in which an application for EDTO approval must be made.
2.11
Form of application
2.11 Form of application
(1) An application for EDTO approval for a particular aeroplane and airframe/engine combination must be made to CASA in writing.
(2) The application must include the following information:
(a) the type and model of aeroplane;
(b) the diversion time requested;
(c) details of the aeroplane’s airframe/engine combination, including the latest revision number of the CMP document required for extended diversion time operations (as normally identified in the aeroplane’s flight manual, type certificate data sheet or supplemental type certificate);
(d) details of diversion time capability of the aeroplane and airframe/engine combination as evidenced by the documents and information for the aeroplane mentioned in section 2.03;
(e) the time limit of the aeroplane’s most time-limiting EDTO significant system (if any) identified in the aircraft flight manual instructions for the aeroplane;
(f) details of the requested areas of operation, including whether operations would enter the polar region;
(g) details of the aeroplane speed or speeds the operator will use to comply with the requirements in Division 4 of this Chapter;
(h) details of the operator’s plans, processes, procedures or systems to ensure the pre-flight serviceability of the systems mentioned in section 2.05;
(i) details of the procedures required under regulation 121.160 of CASR as they relate to determining operational control for an EDTO flight of the aeroplane;
(j) details of the dispatch procedures for the aeroplane in relation to the proposed extended diversion time operations;
(k) a list of the EDTO en-route alternate aerodromes designated for the operations;
(l) details of the training and checking of flight crew members and flight dispatchers for EDTO flights of the aeroplane;
(m) details of EDTO training provided to personnel of the operator who:
(i) are engaged in providing continuing airworthiness management services for the aeroplane; or
(ii) carry out maintenance on the aeroplane on behalf of an approved maintenance organisation;
(n) details of the operator’s procedures for complying with the fuel requirements in Chapter 7 in relation to the conduct of EDTO flights;
(o) a copy of any amendments to the operator’s exposition that would be required for the proposed extended diversion time operations.
Passenger and crew care & safety
(3) If the application:
(a) requests a diversion time greater than 180 minutes; or
(b) involves flight through or within the polar region;
the application must also include details of how the operator will ensure the care and safety of a full complement of passengers and crew following a landing at an EDTO en‑route alternate aerodrome.
Division 3
Factors to be considered by CASA in approving EDTO
Division 3—Factors to be considered by CASA in approving EDTO
2.12 Scope of Division 3, Chapter 2
This Division:
(a) is made for paragraph 121.035(2)(c) of CASR; and
(b) prescribes factors to be considered by CASA in deciding whether or not to grant an approval to an operator to conduct extended diversion time operations in relation to a particular aeroplane and airframe/engine combination.
2.13 Safety compensating factors
In considering an application by an operator to conduct extended diversion time operations using a particular aeroplane and airframe/engine combination, CASA must take into account safety compensating factors, including:
(a) the number of aerodromes in the area of operations; and
(b) the weather conditions normally prevailing in the area; and
(c) the availability of communications; and
(d) the safety and reliability of operations conducted with the airframe/engine combination and any additional MEL restrictions.
2.14 Capability and competence to conduct EDTO
(1) In considering an application by an operator to conduct extended diversion time applications using a particular aeroplane and airframe/engine combination, CASA must consider the capability and competence of the operator to safely conduct and adequately support the intended operations.
Note: In considering the operator’s capability and competence, CASA may direct the operator, under regulation 11.245 of CASR, to conduct a proving flight using the aeroplane or an approved simulator for the aeroplane.
(2) CASA may take into consideration the operator’s capability and competence to safely conduct the intended extended diversion time operations in the event of the following contingencies:
(a) total loss of thrust on one engine;
(b) total loss of normal generated electrical power, involving the demonstration of the EDTO-critical electrical conditions identified during the type certification of the aeroplane;
(c) total loss of pressurisation;
(d) any other event or condition required by CASA for reasons relating to operational challenge, safety management, crew workload or performance.
2.12
Scope of Division 3, Chapter 2
2.12 Scope of Division 3, Chapter 2
This Division:
(a) is made for paragraph 121.035(2)(c) of CASR; and
(b) prescribes factors to be considered by CASA in deciding whether or not to grant an approval to an operator to conduct extended diversion time operations in relation to a particular aeroplane and airframe/engine combination.
2.13
Safety compensating factors
2.13 Safety compensating factors
In considering an application by an operator to conduct extended diversion time operations using a particular aeroplane and airframe/engine combination, CASA must take into account safety compensating factors, including:
(a) the number of aerodromes in the area of operations; and
(b) the weather conditions normally prevailing in the area; and
(c) the availability of communications; and
(d) the safety and reliability of operations conducted with the airframe/engine combination and any additional MEL restrictions.
2.14
Capability and competence to conduct EDTO
2.14 Capability and competence to conduct EDTO
(1) In considering an application by an operator to conduct extended diversion time applications using a particular aeroplane and airframe/engine combination, CASA must consider the capability and competence of the operator to safely conduct and adequately support the intended operations.
Note: In considering the operator’s capability and competence, CASA may direct the operator, under regulation 11.245 of CASR, to conduct a proving flight using the aeroplane or an approved simulator for the aeroplane.
(2) CASA may take into consideration the operator’s capability and competence to safely conduct the intended extended diversion time operations in the event of the following contingencies:
(a) total loss of thrust on one engine;
(b) total loss of normal generated electrical power, involving the demonstration of the EDTO-critical electrical conditions identified during the type certification of the aeroplane;
(c) total loss of pressurisation;
(d) any other event or condition required by CASA for reasons relating to operational challenge, safety management, crew workload or performance.
Division 4
Requirements for conduct of EDTO
Division 4—Requirements for conduct of EDTO
2.15 Scope of Division 4, Chapter 2
This Division:
(a) is made for paragraph 121.035(3)(a) of CASR; and
(b) prescribes requirements in relation to conducting EDTO flights.
2.16 Flight planning limitations for all EDTO flights
(1) A flight plan route for an aeroplane used to conduct an EDTO flight must be limited to that for which the diversion time to an EDTO en‑route alternate aerodrome for the flight, measured at the speed mentioned in subsection (2), does not exceed the maximum diversion time, in ISA and still air conditions.
(2) For subsection (1), the speed is:
(a) if the aeroplane is a 2‑engine aeroplane—a one‑engine-inoperative cruising speed specified in the operator’s exposition for this section; or
(b) if the aeroplane is a 3‑ or 4‑engine aeroplane—a normal cruising speed, specified in the operator’s exposition for this section.
Note: An EDTO flight may also be further limited by a provision applying under section 2.17.
(1) The requirements in this section apply in relation to an EDTO beyond a maximum diversion time of 180 minutes.
Limits of cargo fire suppression system—all aeroplanes
(2) The time required by an aeroplane to fly the distance to a planned EDTO en‑route alternate aerodrome:
(a) at the normal cruising speed specified in the operator’s exposition for this section; and
(b) correcting for forecast wind and temperature;
must not exceed the time specified for the aeroplane’s cargo fire suppression system in one of the documents for the aeroplane mentioned in subsection 2.03(2), minus 15 minutes.
2.15
Scope of Division 4, Chapter 2
2.15 Scope of Division 4, Chapter 2
This Division:
(a) is made for paragraph 121.035(3)(a) of CASR; and
(b) prescribes requirements in relation to conducting EDTO flights.
2.16
Flight planning limitations for all EDTO flights
2.16 Flight planning limitations for all EDTO flights
(1) A flight plan route for an aeroplane used to conduct an EDTO flight must be limited to that for which the diversion time to an EDTO en‑route alternate aerodrome for the flight, measured at the speed mentioned in subsection (2), does not exceed the maximum diversion time, in ISA and still air conditions.
(2) For subsection (1), the speed is:
(a) if the aeroplane is a 2‑engine aeroplane—a one‑engine-inoperative cruising speed specified in the operator’s exposition for this section; or
(b) if the aeroplane is a 3‑ or 4‑engine aeroplane—a normal cruising speed, specified in the operator’s exposition for this section.
Note: An EDTO flight may also be further limited by a provision applying under section 2.17.
(1) The requirements in this section apply in relation to an EDTO beyond a maximum diversion time of 180 minutes.
Limits of cargo fire suppression system—all aeroplanes
(2) The time required by an aeroplane to fly the distance to a planned EDTO en‑route alternate aerodrome:
(a) at the normal cruising speed specified in the operator’s exposition for this section; and
(b) correcting for forecast wind and temperature;
must not exceed the time specified for the aeroplane’s cargo fire suppression system in one of the documents for the aeroplane mentioned in subsection 2.03(2), minus 15 minutes.
2.18
Flight dispatch requirements for EDTO
2.18 Flight dispatch requirements for EDTO
General flight dispatch requirements
(1) An EDTO flight of an aeroplane must not commence unless:
(a) the pilot in command is provided with the flight dispatch release mentioned in subsection (3); and
(b) a pre-departure service check is completed; and
(c) if the flight is one mentioned in subsection 11.08(2)—the communications facilities required under subsection 11.08(3) are available; and
(d) if the aeroplane is a 2-engine aeroplane—the aeroplane meets the requirements of the CMP document for the flight; and
(e) any EDTO en‑route alternate aerodromes for the flight are identified and listed in the operational flight plan.
(2) An EDTO flight of an aeroplane must not commence unless:
(a) the following systems and equipment of the aeroplane are serviceable:
(i) if the aeroplane is a 2‑engine aeroplane—one‑engine‑inoperative auto‑land capability, if flight planning for an EDTO en‑route alternate aerodrome is predicated on the use of auto‑land;
(ii) if operating in the polar region—an automated external defibrillator; and
(b) either:
(i) the fuel quantity indicating system, and the cargo fire suppression system, of the aeroplane is serviceable for the flight; or
(ii) in the case that a system mentioned in subparagraph (b)(i) is not serviceable for the flight—the MEL for the aeroplane permits the operation of the aeroplane with the unserviceability and any conditions and limitations of the MEL relating to the unserviceability are able to be complied with for the flight.
(3) For the purposes of paragraph (1)(a), a record of the following information for dispatch of the aeroplane (the flight dispatch release) for the EDTO flight, must have been prepared (whether or not in a standalone document):
(a) the EDTO en‑route alternate aerodromes for the flight;
(b) the maximum diversion time for the flight.
Performance data for EDTO flight
(4) An EDTO flight of an aeroplane must not commence unless the performance data in the aircraft flight manual instructions for the aeroplane:
(a) is available to the pilot in command for the specific airframe/engine combination; and
(b) includes the matters mentioned in subsections (5) and (6); and
(c) can support all phases of the EDTO flight.
(5) For paragraph (4)(b), the performance data must include:
(a) detailed one-engine-inoperative performance data, including fuel flow data, for ISA and ambient conditions as a function of airspeed and power setting, encompassing:
(i) drift-down flight profiles (including net performance); and
(ii) cruising altitude coverage; and
(iii) altitudes for flight with one-engine-inoperative and depressurised conditions; and
(iv) holding altitudes; and
(b) detailed all-engines-operating performance data, including fuel flow data, for ISA and ambient conditions as a function of airspeed and power setting, encompassing:
(i) cruising altitudes; and
(ii) altitudes for flight under depressurised conditions; and
(iii) flight at 10 000 ft above mean sea level; and
(iv) holding altitudes; and
(c) any available data related to any other conditions relevant to the EDTO flight that could result in a significant deterioration to the performance of the specific airframe/engine combination, including the following conditions:
(i) ice accretion on the aeroplane surfaces not encompassed by anti‑ice or de‑ice systems;
(ii) if required to be considered by the aeroplane’s manufacturer as part of the EDTO airworthiness certification of the aeroplane:
(A) the ram air turbine deployment; and
(B) the thrust reverser deployment.
(6) For paragraph (4)(b), the altitudes, airspeeds, thrust settings and fuel flow, used in establishing the EDTO area of operations for the airframe/engine combination, must be used when determining whether the requirements in sections 9.07 and 9.08 can be met for an EDTO flight of the aeroplane.
Note: Sections 9.07 and 9.08 provide for obstacle clearance performance requirements for the en route phase of a flight.
2.19
Dispatch requirements for EDTO beyond 180 minutes
2.19 Dispatch requirements for EDTO beyond 180 minutes
(1) This section applies in relation to an EDTO flight conducted beyond a maximum diversion time of 180 minutes.
(2) The following systems of the aeroplane must be serviceable for dispatch:
(a) if the aeroplane is a 2‑engine aeroplane—the auto-throttle system;
(b) if required:
(i) by the aeroplane manufacturer for one-engine-inoperative, or depressurisation, procedures; or
(ii) for a time-limited system (if any);
the auxiliary power unit, including electrical and pneumatic supply to its designated capability;
(c) a communication system, in addition to any such equipment required for the aeroplane under Chapter 11, that is capable of providing effective direct communication (for example, by voice, SATCOM/SATVOICE or ACARS) between the flight crew and air traffic services, and between the flight crew and either or both the operations control and flight dispatcher.
2.20
In‑flight operational procedures for EDTO
2.20 In‑flight operational procedures for EDTO
Significant changes to be evaluated
(1) A significant change:
(a) in forecast weather; or
(b) in the aerodrome availability for the flight; or
(c) in the required services at any EDTO en-route alternate aerodromes designated for the flight;
that occurs during an EDTO flight of an aeroplane and before the aeroplane proceeds beyond the EDTO entry point, must be evaluated by the pilot in command as soon as practicable.
(2) If a significant change mentioned in subsection (1) would prevent a safe approach and landing at an EDTO en-route alternate aerodrome during the estimated time of use—the pilot in command must select an additional EDTO en-route alternate aerodrome where a safe approach and landing can be made.
EDTO significant event during flight
(3) If:
(a) a failure or degradation of an EDTO significant system occurs during an EDTO flight before the aeroplane reaches the EDTO entry point; and
(b) the pilot in command believes that assistance from the flight dispatcher is necessary;
Division 5
General conditions on EDTO approvals
Division 5—General conditions on EDTO approvals
2.21 Scope of Division 5, Chapter 2
For the purposes of regulation 11.068 of CASR, this Division imposes conditions on EDTO approvals.
2.22 EDTO procedures—flight dispatcher duties
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must have procedures in the operator’s exposition to ensure that, during flight planning for an EDTO flight of an aeroplane, the flight dispatcher meets the requirement in subsection (2).
(2) For subsection (1), the flight dispatcher must consider the potential routes and altitudes that would be necessary for diversion to an EDTO en‑route alternate aerodrome when determining whether immediate satellite-based voice communications, required by subsection 11.08(3), are available.
2.23 Training and checking—flight dispatchers
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that any flight dispatcher, who has responsibilities for the dispatch of the aeroplane on an EDTO flight, has received the training required by this section for the person before carrying out the duties and responsibilities of a flight dispatcher for the flight.
(2) The operator must ensure that the training and checking mentioned in paragraph 119.170(4)(a) of CASR, in relation to a flight dispatcher, covers the following content:
(a) contingency procedures for each area of operation intended to be used for EDTO flights;
(b) diversion procedures and diversion decision-making processes;
(c) the requirements of the civil aviation legislation in relation to extended diversion time operations.
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must prepare a summary report, in respect of an aeroplane used to conduct extended diversion time operations under the approval, available to CASA on request, for:
(a) the 3-month period beginning the day after being granted the EDTO approval; and
(b) each 3-month period beginning the day after the end of the previous 3‑month period;
2.21
Scope of Division 5, Chapter 2
2.21 Scope of Division 5, Chapter 2
For the purposes of regulation 11.068 of CASR, this Division imposes conditions on EDTO approvals.
2.22
EDTO procedures—flight dispatcher duties
2.22 EDTO procedures—flight dispatcher duties
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must have procedures in the operator’s exposition to ensure that, during flight planning for an EDTO flight of an aeroplane, the flight dispatcher meets the requirement in subsection (2).
(2) For subsection (1), the flight dispatcher must consider the potential routes and altitudes that would be necessary for diversion to an EDTO en‑route alternate aerodrome when determining whether immediate satellite-based voice communications, required by subsection 11.08(3), are available.
2.23
Training and checking—flight dispatchers
2.23 Training and checking—flight dispatchers
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that any flight dispatcher, who has responsibilities for the dispatch of the aeroplane on an EDTO flight, has received the training required by this section for the person before carrying out the duties and responsibilities of a flight dispatcher for the flight.
(2) The operator must ensure that the training and checking mentioned in paragraph 119.170(4)(a) of CASR, in relation to a flight dispatcher, covers the following content:
(a) contingency procedures for each area of operation intended to be used for EDTO flights;
(b) diversion procedures and diversion decision-making processes;
(c) the requirements of the civil aviation legislation in relation to extended diversion time operations.
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must prepare a summary report, in respect of an aeroplane used to conduct extended diversion time operations under the approval, available to CASA on request, for:
(a) the 3-month period beginning the day after being granted the EDTO approval; and
(b) each 3-month period beginning the day after the end of the previous 3‑month period;
2.25
Navigation documents for EDTO
2.25 Navigation documents for EDTO
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator must ensure that the flight crew members, assigned to duty for an EDTO flight of an aeroplane used to conduct extended diversion time operations under the approval, are provided with navigation documents that include at least the following information:
(a) the threshold distances for the aeroplane and the flight;
(b) the maximum diversion time for the aeroplane and the flight.
(2) The operator must ensure that the flight crew are given the means of determining the location of each equal time point, and the critical point, for the flight.
2.26
In-flight event reporting for EDTO
2.26 In-flight event reporting for EDTO
(1) It is a condition on an EDTO approval issued to an aeroplane operator that the operator report to CASA any of the following events that occur in relation to an EDTO flight of an aeroplane conducting extended diversion time operations under the approval, within 72 hours of the event occurring:
(a) in‑flight shut down;
(b) diversion or turnback;
(c) uncommanded power change or surge;
(d) inability to control an engine or to obtain desired power;
(e) malfunction or adverse trend of an EDTO significant system;
(f) any other event detrimental to EDTO.
(2) The operator must conduct an investigation into the cause of the event, and include in the report to CASA at least the following:
(a) the aeroplane make and serial number;
(b) the engine make and serial number;
(c) total time, cycles and time since last maintenance;
(d) time since overhaul or inspection of the defect item;
(e) phase of flight that the event occurred;
(f) corrective action.
Chapter 3—Carriage of documents and emer
Chapter 3—Carriage of documents and emergency and survival equipment information
Chapter 3—Carriage of documents and emergency and survival equipment information
Division 1—Flight related documents
3.01 Carriage of documents—all flights
(1) For the purposes of paragraph 121.085(1)(a) of CASR, the following documents are prescribed for carriage on a flight:
(a) the aircraft flight manual instructions for the aeroplane;
(b) either:
(i) the flight technical log for the aeroplane; or
(ii) if Part 42 of CASR does not apply to the aeroplane—the maintenance release for the aeroplane;
(c) the minimum equipment list for the aeroplane;
(d) the configuration deviation list (if any) for the aeroplane;
(e) the operational flight plan for the flight;
(f) the journey log for the flight;
(g) the authorised aeronautical information for the flight;
(h) the weight and balance documents for the flight.
Note 1: These documents are in addition to documents required to be carried on the aeroplane under subregulations 121.085(2) and (3), and regulation 121.095, of CASR.
Note 2: Other documents may also be required to be carried on the aeroplane under other legislation. For example, documentation regarding the carriage of dangerous goods under Part 92 of CASR, or documentation relating to disinsection requirements and procedures under the Biosecurity Act 2015.
(2) Despite paragraph (1)(a), if:
(a) the information and instructions that are required under the relevant airworthiness standards for the aeroplane to be included in the aeroplane’s flight manual are contained in another document; and
(b) the other document is carried on board the aeroplane; and
(c) that document does not alter, or contain anything that would conflict with, the information or instructions mentioned in paragraph (a);
then the document may be carried on board the aeroplane in place of the flight manual.
Note: An exposition that meets the requirements in subsection (2) could be carried on board instead of the flight manual.
3.01
Carriage of documents—all flights
3.01 Carriage of documents—all flights
(1) For the purposes of paragraph 121.085(1)(a) of CASR, the following documents are prescribed for carriage on a flight:
(a) the aircraft flight manual instructions for the aeroplane;
(b) either:
(i) the flight technical log for the aeroplane; or
(ii) if Part 42 of CASR does not apply to the aeroplane—the maintenance release for the aeroplane;
(c) the minimum equipment list for the aeroplane;
(d) the configuration deviation list (if any) for the aeroplane;
(e) the operational flight plan for the flight;
(f) the journey log for the flight;
(g) the authorised aeronautical information for the flight;
(h) the weight and balance documents for the flight.
Note 1: These documents are in addition to documents required to be carried on the aeroplane under subregulations 121.085(2) and (3), and regulation 121.095, of CASR.
Note 2: Other documents may also be required to be carried on the aeroplane under other legislation. For example, documentation regarding the carriage of dangerous goods under Part 92 of CASR, or documentation relating to disinsection requirements and procedures under the Biosecurity Act 2015.
(2) Despite paragraph (1)(a), if:
(a) the information and instructions that are required under the relevant airworthiness standards for the aeroplane to be included in the aeroplane’s flight manual are contained in another document; and
(b) the other document is carried on board the aeroplane; and
(c) that document does not alter, or contain anything that would conflict with, the information or instructions mentioned in paragraph (a);
then the document may be carried on board the aeroplane in place of the flight manual.
Note: An exposition that meets the requirements in subsection (2) could be carried on board instead of the flight manual.
3.02
Carriage of documents—flights that begin or end outside Australian territory
3.02 Carriage of documents—flights that begin or end outside Australian territory
For the purposes of paragraph 121.095(2)(a) of CASR, the following documents are prescribed for carriage on a flight of an aeroplane that begins or ends at an aerodrome outside Australian territory:
(a) the aeroplane’s certificate of registration;
(aa) for a registered aeroplane—the aeroplane’s certificate of airworthiness;
(ab) for a foreign registered aeroplane—the aeroplane’s authorisation (however described) that is equivalent to a certificate of airworthiness;
(b) if the aeroplane has a radio station licence—a copy of the licence;
(c) if the flight is a passenger transport operation or a medical transport operation—a document containing the information required by regulation 121.110 of CASR (passenger lists);
(d) if the aeroplane is carrying cargo (other than passenger baggage):
(i) a manifest and detailed declaration of the cargo; and
(ii) a statement about whether any of the cargo may require special or unusual handling;
(e) a certified true copy of the operator’s Australian air transport AOC;
(f) a copy of the operations specifications issued to the operator in relation to the operator’s Australian air transport AOC.
Note 1: These documents are in addition to documents that are required to be carried on the aeroplane under regulation 121.085 of CASR.
Note 2: For paragraph (b): see the definition of radio station licence in the CASR Dictionary.
3.03
Keeping and updating documents etc.
3.03 Keeping and updating documents etc.
For the purposes of paragraph 121.100(a) of CASR, if the flight is a passenger transport operation or a medical transport operation, a copy of the passenger list for the flight is prescribed.
3.04
Information about emergency and survival equipment
3.04 Information about emergency and survival equipment
For the purposes of subregulation 121.135(1) of CASR, if equipment listed in column 1 of an item of table 3.04 is required, under the civil aviation legislation, to be carried on the flight, the information mentioned in column 2 of the item is prescribed for the equipment.
<table cellspacing="0" cellpadding="0" style="width:83.54%; margin-left:49.65pt; border-collapse:collapse"><thead><tr style="height:19.85pt"><td colspan="3" style="border-top:1.5pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Table 3.04—Information about emergency and survival equipment</span></p></td></tr><tr style="height:19.85pt"><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span></span></p><p class="TableHeading"><span>Item</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Column 1</span></p><p class="TableHeading"><span>Item of equipment</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Column 2</span></p><p class="TableHeading"><span>Information</span></p></td></tr></thead><tbody><tr><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>1</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tablea"><span>A life raft</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>The number, colour and type of each life raft carried on the flight</span></p></td></tr><tr><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>2</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>A signalling device</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>The number, colour and type of each pyrotechnic signalling device carried on the flight</span></p></td></tr><tr><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>3</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>An emergency medical kit</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Details of each emergency medical kit carried on the flight</span></p></td></tr><tr><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>4</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>A survival ELT</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>The type and frequency of each survival ELT carried on the flight</span></p></td></tr><tr><td style="width:10.2%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>5</span></p></td><td style="width:34.68%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Water supplies carried as an item of survival equipment</span></p></td><td style="width:55.12%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Details of the water supplies carried on the flight</span></p></td></tr></tbody></table>
This Chapter:
(a) is made for subregulation 121.170(1) of CASR; and
(b) prescribes the flight preparation (Part 121 alternate aerodromes) requirements.
4.03 Definition of isolated destination aerodrome
(1) A planned destination aerodrome is an isolated destination aerodrome for an aeroplane if the amount of fuel, mentioned in subsection (2), for a flight:
(a) from the planned destination aerodrome; and
(b) to the nearest aerodrome that would meet the requirements for a destination alternate aerodrome (the relevant aerodrome) for the aeroplane under the civil aviation legislation;
is greater than the amount mentioned in subsection (3).
Note: For an aerodrome to be a destination alternate aerodrome, it must also (in addition to meeting the applicable requirements under this Chapter) meet other requirements that apply for aerodromes under this instrument, Division 121.D of CASR, Part 91 of CASR or in other provisions of the civil aviation legislation.
(2) For subsection (1), the amount is the sum of:
(a) the fuel required to:
(i) perform a missed approach at the planned destination aerodrome; and
(ii) climb to the expected cruising altitude; and
(iii) fly the expected routing to the relevant aerodrome; and
(iv) descent to the point where the expected approach is initiated; and
(v) land at the relevant aerodrome; and
(b) the final reserve fuel.
(3) For subsection (1), the amount is:
(a) for a piston-engine aeroplane—the lesser of:
(i) the fuel required to fly for 45 minutes plus the fuel to fly for 15% of the flight time spent at the planned cruising level between the departure aerodrome and the planned destination aerodrome; and
(ii) 2 hours; or
(b) for a turbine-engine aeroplane—the fuel required to fly the aeroplane for 2 hours at the planned cruising level above the planned destination aerodrome, including final reserve fuel.
4.04 Definition of relevant weather conditions
(1) In this Chapter, the following weather conditions are the relevant weather conditions:
(a) in relation to cloud—the cloud is more than SCT;
(b) visibility, including a probability indicator of at least 30% or greater of fog, mist, dust or any other phenomenon restricting visibility;
(c) in relation to wind—a headwind, crosswind or downwind component more than the maximum for the aeroplane, including any forecast wind gusts;
(d) a thunderstorm or its associated severe turbulence, or at least a probability of 30% or greater of a thunderstorm or its associated severe turbulence.
Holding fuel—operationally limiting weather conditions
(2) Despite subsection (1), if relevant weather conditions would represent an operationally limiting condition, the weather is taken not to be present if, for the flight, the aeroplane carries the amount of holding fuel mentioned in subsection (3).
(3) For subsection (2), and subject to subsections 4.06(4) to (7), the amount of holding fuel must be at least equal to the number of minutes of the period of the overlap of:
(a) the estimated time of use; and
(b) the time at which the operationally limiting weather conditions would no longer apply to the flight.
Note: Section 4.06 includes rules relating to when intermittent, temporary or other pertinent weather conditions are taken to be present.
4.05 Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements
For the purpose of the flight preparation (Part 121 alternate aerodromes) requirements, the estimated time of use by an aeroplane, of an aerodrome mentioned in an item of table 4.05, is taken to be the period mentioned in column 2 of the item.
This Chapter:
(a) is made for subregulation 121.170(1) of CASR; and
(b) prescribes the flight preparation (Part 121 alternate aerodromes) requirements.
4.03
Definition of isolated destination aerodrome
4.03 Definition of isolated destination aerodrome
(1) A planned destination aerodrome is an isolated destination aerodrome for an aeroplane if the amount of fuel, mentioned in subsection (2), for a flight:
(a) from the planned destination aerodrome; and
(b) to the nearest aerodrome that would meet the requirements for a destination alternate aerodrome (the relevant aerodrome) for the aeroplane under the civil aviation legislation;
is greater than the amount mentioned in subsection (3).
Note: For an aerodrome to be a destination alternate aerodrome, it must also (in addition to meeting the applicable requirements under this Chapter) meet other requirements that apply for aerodromes under this instrument, Division 121.D of CASR, Part 91 of CASR or in other provisions of the civil aviation legislation.
(2) For subsection (1), the amount is the sum of:
(a) the fuel required to:
(i) perform a missed approach at the planned destination aerodrome; and
(ii) climb to the expected cruising altitude; and
(iii) fly the expected routing to the relevant aerodrome; and
(iv) descent to the point where the expected approach is initiated; and
(v) land at the relevant aerodrome; and
(b) the final reserve fuel.
(3) For subsection (1), the amount is:
(a) for a piston-engine aeroplane—the lesser of:
(i) the fuel required to fly for 45 minutes plus the fuel to fly for 15% of the flight time spent at the planned cruising level between the departure aerodrome and the planned destination aerodrome; and
(ii) 2 hours; or
(b) for a turbine-engine aeroplane—the fuel required to fly the aeroplane for 2 hours at the planned cruising level above the planned destination aerodrome, including final reserve fuel.
4.04
Definition of relevant weather conditions
4.04 Definition of relevant weather conditions
(1) In this Chapter, the following weather conditions are the relevant weather conditions:
(a) in relation to cloud—the cloud is more than SCT;
(b) visibility, including a probability indicator of at least 30% or greater of fog, mist, dust or any other phenomenon restricting visibility;
(c) in relation to wind—a headwind, crosswind or downwind component more than the maximum for the aeroplane, including any forecast wind gusts;
(d) a thunderstorm or its associated severe turbulence, or at least a probability of 30% or greater of a thunderstorm or its associated severe turbulence.
Holding fuel—operationally limiting weather conditions
(2) Despite subsection (1), if relevant weather conditions would represent an operationally limiting condition, the weather is taken not to be present if, for the flight, the aeroplane carries the amount of holding fuel mentioned in subsection (3).
(3) For subsection (2), and subject to subsections 4.06(4) to (7), the amount of holding fuel must be at least equal to the number of minutes of the period of the overlap of:
(a) the estimated time of use; and
(b) the time at which the operationally limiting weather conditions would no longer apply to the flight.
Note: Section 4.06 includes rules relating to when intermittent, temporary or other pertinent weather conditions are taken to be present.
4.05
Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements
4.05 Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements
For the purpose of the flight preparation (Part 121 alternate aerodromes) requirements, the estimated time of use by an aeroplane, of an aerodrome mentioned in an item of table 4.05, is taken to be the period mentioned in column 2 of the item.
Application
(1) The requirements in this section apply when assessing an authorised weather forecast for an aerodrome to determine whether relevant weather conditions are forecast to exist for a flight of an aeroplane.
Cloud
(2) When determining whether the cloud is more than SCT, the following assumptions must be made:
(a) forecast amounts of cloud below the cloud ceiling values relevant to a flight of an aeroplane or the landing minima (as the case may be) are cumulative;
(b) FEW plus FEW is equivalent to SCT;
(c) FEW plus SCT is equivalent to BKN;
(d) SCT plus SCT is equivalent to BKN or OVC.
Change indicators
(3) The following requirements apply when the change indicator BECMG is used in an aerodrome forecast:
(a) if the weather conditions within the BECMG element of the forecast represent a deterioration in any of the weather elements within the preceding element of the forecast, the change indication is to be applied from the start of the forecast BECMG period;
(b) if the weather conditions within the BECMG element of the forecast represent an improvement in all of the weather elements within the preceding elements of the forecast, the change indication is to be applied from the end of the forecast BECMG period.
(4) When an authorised weather forecast includes weather conditions forecast to occur on an intermittent (“INTER”) basis, those weather conditions are taken to be present for the entire time period that the forecast includes the change indicator of INTER, unless:
(a) 30 minutes of holding fuel is carried by the aeroplane for the flight; or
(b) both of the following apply:
(i) the period of overlap of the estimated time of use and the time period of the change indicator is less than 30 minutes;
(ii) holding fuel equal to the number of minutes of the overlap is carried by the aeroplane for the flight; or
(c) subsection (4B) applies.
(4A) When an authorised weather forecast includes weather conditions forecast to occur on a temporary (“TEMPO”) basis, those weather conditions are taken to be present for the entire time period that the forecast includes the change indicator of TEMPO, unless:
(a) 60 minutes of holding fuel is carried by the aeroplane for the flight; or
(b) both of the following apply:
(i) the period of overlap of the estimated time of use and the time period of the change indicator is less than 60 minutes;
(ii) holding fuel equal to the number of minutes of the overlap is carried by the aeroplane for the flight; or
(c) subsection (4B) applies.
(4B) When an authorised weather forecast contains multiple change indicators of INTER or TEMPO, those weather conditions are taken to be present for a time period mentioned in subsection (4) or (4A) that is relevant to the most operationally limiting change indicator, other than in the case that holding fuel for the most operationally limiting change indicator is carried by the aeroplane for the flight.
(4C) For the purposes of a circumstance mentioned in subsection (4), (4A) or (4B) (the relevant provision) regarding the carriage of holding fuel, if:
(a) the flight of the aeroplane is to a planned destination aerodrome that is an isolated destination aerodrome; and
(b) the destination alternate fuel required by subsection 7.02(4) is in excess of the final reserve fuel carried and required for the flight by at least the amount of holding fuel mentioned in the relevant provision;
then, the holding fuel is taken to be carried by the aeroplane.
Probability indicators etc.
(5) Subject to subsection (7), if an authorised weather forecast includes a probability indicator of 30% or 40% of relevant weather conditions at any time during the estimated time of use, the weather conditions are taken to be present in the time period associated with the probability indicator.
Note: This section may also be affected by subsection 4.07(8) or 4.06(6).
(6) Despite subsection (5):
(a) a probability indicator of 30%; or
(b) a combination of a probability indicator of 30% and a change indicator of intermittent deteriorations; or
(c) a combination of a probability indicator of 30% and a change indicator of temporary deteriorations;
contained in an aerodrome forecast, or an ICAO landing forecast, for an EDTO en‑route alternate aerodrome at the estimated time of use, does not need to be considered when determining whether relevant weather conditions in relation to cloud ceiling exist under section 4.19.
4.07
Take-off alternate aerodromes
4.07 Take-off alternate aerodromes
Requirements
(1) A take‑off alternate aerodrome must be planned for a flight, before the flight commences, if:
(a) the authorised weather forecast for the departure aerodrome indicates that, during the period of time mentioned in subsection (2), relevant weather conditions are forecast to exist below the landing minima mentioned in subsection (3); or
(b) it would not be possible for the aeroplane, after taking off from the departure aerodrome, to return to that aerodrome for other reasons.
(2) For paragraph (1)(a), the period of time commences 30 minutes before, and ceases 30 minutes after, the aeroplane’s estimated time of departure at the aerodrome.
(3) For paragraph (1)(a), the landing minima are those which:
(a) meet the landing minima requirements; and
(b) are appropriately adjusted to account for an assumption that the landing at that aerodrome will be conducted with one engine inoperative.
Note 1: See the CASR Dictionary for the definition of landing minima. The landing minima requirements are prescribed in the Part 91 MOS under paragraph 91.307(1)(b) of CASR: see Chapter 15 of the Part 91 MOS.
Note 2: A take-off alternate aerodrome is an alternate aerodrome at which an aeroplane would be able to land should this become necessary: see the note to the definition of alternate aerodrome in section 1.04. Factors that could be considered in determining whether the aeroplane would be able to land at the aerodrome would include:
(a) aerodrome runway lighting; and
(b) the forecast aerodrome weather conditions.
4.08
Destination alternate aerodromes
4.08 Destination alternate aerodromes
Requirement
(1) At least one destination alternate aerodrome must be planned for a flight of an aeroplane:
(a) before the flight commences, unless an exception in subsection (2) or (3) applies to the flight; and
(b) during the flight:
(i) if an exception in subsection (2) or (3) ceases to apply to the flight; or
(ii) the exception in subsection (4) does not apply to the flight.
Exception—isolated destination aerodromes
(2) It is an exception to the requirement in subsection (1) if the planned destination aerodrome is an isolated destination aerodrome.
Exception—weather and other conditions etc.
(3) It is an exception to the requirement in subsection (1) if all of the following requirements, at the estimated time of use of the planned destination aerodrome, are met in relation to the aerodrome:
(a) the cloud ceiling requirements in subsection (5);
(b) the visibility requirements in subsection (6);
(c) the lighting requirements in subsection (7);
(d) for a planned destination aerodrome that is not located in Australian territory—separate runways are usable at the aerodrome, with at least one runway having an operational authorised instrument approach procedure.
Note: Example for paragraph (3)(d): separate runways at the same aerodrome would be usable if they are configured in such a way that if one runway were closed, an operation to another runway is operationally available to the aeroplane.
Exception—ICAO landing forecasts or TAF3s
(4) It is an exception to the requirement in subsection (1) if the aeroplane, during the flight, is within 60 minutes of flight time to the aerodrome of intended landing, and the requirements in section 4.09 (about ICAO landing forecasts or a forecast that is a TAF3) are met.
Cloud ceiling requirements
(5) For paragraph (3)(a), the cloud ceiling requirements are that the authorised weather forecast, in relation to the planned destination aerodrome at the estimated time of use, indicates that the cloud ceiling will be greater than:
(a) 1 000 ft above the landing minima determined by the operator under regulation 121.185 of CASR for the instrument approach procedure likely to be used on arrival at the aerodrome; or
4.09
Planning destination alternate aerodrome—exception relating to ICAO landing forecasts or TAF3
4.09 Planning destination alternate aerodrome—exception relating to ICAO landing forecasts or TAF3
(1) For subsection 4.08(4), the requirements are as follows:
(a) the authorised weather forecast for the aerodrome is:
(i) a TAF3 mentioned in subsection (2); or
(ii) a forecast declared (however described) by the relevant State to be an ICAO landing forecast;
(b) the weather forecast indicates that the relevant weather conditions:
(i) from 30 minutes before the estimated time of arrival at the aerodrome; and
(ii) until 60 minutes after the estimated time of arrival;
are not forecast to exist below the cloud ceiling and visibility values mentioned in section 4.11 for the approach facility configuration of the aerodrome intended to be used, or available for use, by the aeroplane;
4.10
Two destination alternate aerodromes for flight
4.10 Two destination alternate aerodromes for flight
Application
(1) The requirement in this section is in addition to the requirement in section 4.08, and applies if an exception in subsection 4.08(2), (3) or (4) does not, or ceases to, apply to a flight of an aeroplane.
Requirement
(2) Two destination alternate aerodromes must be planned for a flight of an aeroplane if:
(a) the authorised weather forecast for the planned destination aerodrome indicates that, during the estimated time of use, the relevant weather conditions are forecast to be below the landing minima determined by the operator under regulation 121.185 of CASR for the flight; or
(b) an authorised weather forecast for the planned destination aerodrome is either not available for the estimated time of use, or does not completely encompass the estimated time of use.
Exception
(3) It is an exception to the requirement in subsection (2) if:
(a) one destination alternate aerodrome is planned for the flight; and
(b) that aerodrome meets the requirements in paragraphs 4.08(3)(a) to (d), applied as if the reference to an aerodrome in subsection 4.08(3) were a reference to the destination alternate aerodrome planned for the flight.
4.11
Additional requirements—certain alternate and isolated destination aerodromes
4.11 Additional requirements—certain alternate and isolated destination aerodromes
Ceiling and visibility minima—general
(1) Subject to subsection (2), an aerodrome may be planned for use as:
(a) an en‑route alternate aerodrome; or
4.12
Isolated destination aerodromes
4.12 Isolated destination aerodromes
(1) The requirements in subsections (2) and (3) apply in relation to the flight of an aeroplane to a planned destination aerodrome that is an isolated destination aerodrome, unless the exception in subsection (6) applies.
(2) A critical point must be calculated before the commencement of the flight.
Note: Section 5.01 requires that the calculated critical point must be included on the operational flight plan before the flight commences.
(3) The flight must not be continued beyond the critical point unless:
(a) an assessment of the authorised weather forecast relevant to the aerodrome; and
(b) the aircraft traffic and other operational conditions relevant to conducting an approach and landing at the aerodrome;
indicate that a safe landing can be made at the estimated time of use.
Note: See section 1.04 for the definition of critical point.
(4) For subsection (3), if the authorised weather forecast assessed for flight beyond the critical point is an aerodrome forecast or an ICAO landing forecast, the cloud ceiling and visibility requirements for continuing beyond the critical point are those specified in table 4.11.
(5) For subsection (3), if the authorised weather forecast assessed for flight beyond the critical point is a GAF or GAMET area forecast:
(a) the cloud ceiling requirements for the aerodrome is the lowest safe altitude for the last route segment to the aerodrome, plus 500 ft; and
(b) the visibility requirement is not less than 8 km.
(6) It is an exception to the requirements in subsections (2) and (3) if:
(a) a destination alternate aerodrome is planned for the flight; and
(b) the destination alternate fuel carried on board the aeroplane for the purposes of paragraphs 7.05(1)(c), (2)(b) and (3)(b) is the destination alternate fuel required by subsection 7.02(5).
4.13
Portable runway lighting—requirement to plan destination alternate aerodrome
4.13 Portable runway lighting—requirement to plan destination alternate aerodrome
Application
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and
(c) the runway lighting the aerodrome is equipped with is portable runway lighting only.
Requirement
(2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (4) applies for the flight.
Exceptions
(3) It is an exception to the requirement in subsection (2) if reliable arrangements, for the purpose of enabling a safe night landing are made for a person:
(a) who is qualified for, and competent in, setting out and activating the portable lighting; and
(b) who will set out, activate, and ensure the correct functioning of, the portable runway lighting during the period from at least 30 minutes before the expected time of arrival until the earlier of:
(i) the time landing and taxiing have been completed; and
(ii) first light plus 10 minutes.
(4) It is an exception to the rule in subsection (2) if the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the planned destination aerodrome.
4.14
Portable runway lighting at isolated destination aerodromes
4.14 Portable runway lighting at isolated destination aerodromes
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is an isolated destination aerodrome; and
(c) the runway lighting the aerodrome is equipped with is portable runway lighting only.
(2) In planning to use the aerodrome for a flight of the aeroplane, reliable arrangements must be made, for the purpose of ensuring a safe night landing, for a person mentioned in subsection (3) to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:
(a) from at least 30 minutes before the aeroplane’s expected time of arrival:
(b) until the earlier of:
(i) the time landing and taxiing have been completed; and
(ii) first light plus 10 minutes.
(3) The person must be qualified for, and competent in, setting out and activating the portable lighting at the runway.
(4) The pilot in command of the aeroplane must not continue the flight to the isolated destination aerodrome, past the critical point, unless:
(a) a reasonable certainty exists that the portable lighting and associated arrangements mentioned in subsection (2) will be in place; or
(b) the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the aerodrome.
4.15
Runway lighting where no standby power
4.15 Runway lighting where no standby power
Application
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and
(c) the aerodrome is equipped with electric runway lighting, whether pilot‑activated or otherwise, but does not have standby power for the runway lights.
Requirement
(2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (5) applies for the flight.
Exceptions
(3) It is an exception to the requirement in subsection (2) if:
(a) portable runway lights are available at the aerodrome; and
(b) reliable arrangements are made for a person, mentioned in subsection (4), to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:
(i) from at least 30 minutes before the aeroplane’s expected time of arrival:
(ii) until the earlier of:
(A) the time landing and taxiing have been completed; and
4.16
Runway lighting without standby power at isolated destination aerodromes
4.16 Runway lighting without standby power at isolated destination aerodromes
Application
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirement in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is an isolated destination aerodrome; and
(c) the aerodrome is equipped with electric runway lighting, whether pilot activated or otherwise, but does not have standby power for the runway lights.
Requirements
(2) The following requirements apply for a flight of the aeroplane, planned to use the aerodrome for landing:
(a) portable runway lights must be available at the aerodrome;
(b) reliable arrangements must be made for a person, mentioned in subsection (3), to set out, activate, and ensure the ongoing correct functioning of, the portable runway lighting at the aerodrome during the period:
(i) from at least 30 minutes before the aeroplane’s expected time of arrival; and
(ii) until the earlier of:
(A) the time landing and taxiing have been completed; and
(B) first light plus 10 minutes;
(c) the arrangements must require the person to display the portable runway lights in the event of a failure of the primary electric runway lighting.
(3) The person must be qualified for, and competent in, setting out and activating the portable lighting at the runway.
(4) The pilot in command of the aeroplane must not continue the flight to the isolated destination aerodrome, past the critical point, unless:
(a) a reasonable certainty exists that the portable lighting and associated arrangements mentioned in subsection (2) will be in place; or
4.17
Pilot-activated lighting
4.17 Pilot-activated lighting
Application
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirements in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is not an isolated aerodrome, take-off alternate aerodrome or en‑route alternate aerodrome; and
(c) the aerodrome is equipped with pilot-activated lighting and standby power for the runway lights.
Requirement
(2) At least one destination alternate aerodrome must be planned for a flight of the aeroplane, planned to use the aerodrome for landing, unless an exception in subsection (3) or (4) applies for the flight.
Exceptions
(3) It is an exception to the requirement in subsection (2) if reliable arrangements, for the purpose of enabling a safe night landing, are made for a person:
(a) who is qualified, and competent, to activate and ensure the correct functioning of the runway lights; and
(b) who will activate, and ensure the correct functioning of, the runway lighting during the period from at least 30 minutes before the expected time of arrival until the earlier of:
(i) the time landing and taxiing have been completed; and
(ii) first light plus 10 minutes.
Exception—holding fuel
(4) It is an exception to the requirement in subsection (2) if the aeroplane carries holding fuel sufficient to enable holding until first light plus 10 minutes, at the aerodrome.
4.18
Pilot-activated lighting at isolated destination aerodromes
4.18 Pilot-activated lighting at isolated destination aerodromes
Application
(1) This section applies if, for a flight of an aeroplane:
(a) runway lighting is required for an aerodrome to meet the requirements in paragraph 121.205(2)(a) of CASR for the aerodrome to be suitable for the aeroplane to land; and
(b) the aerodrome is an isolated destination aerodrome; and
4.19
EDTO en-route alternate aerodromes
4.19 EDTO en-route alternate aerodromes
Requirements for selection as EDTO en-route alternate aerodrome
(1) An aerodrome may be selected as an EDTO en-route alternate aerodrome for the flight of an aeroplane at a time before the flight commences, only if the following requirements are met in relation to the aerodrome:
(a) the aerodrome requirements in subsection (2);
(b) the performance and equipment requirements in subsection (3);
(c) the planning minima requirements in subsection (4).
(2) For paragraph (1)(a), the aerodrome requirements are as follows:
(a) the aerodrome must be an adequate aerodrome;
(b) the aerodrome must be listed in the operator’s exposition as an aerodrome that may be selected as an EDTO en‑route alternate aerodrome for use in the event of a diversion during an EDTO flight;
(e) if the aerodrome is in Australian territory, the aerodrome must:
(i) have air traffic control or air traffic services available within 30 minutes’ notice; and
(ii) be a controlled aerodrome, or an uncontrolled aerodrome for which radio carriage is required under regulation 91.400 of CASR;
(f) if the aerodrome is outside Australian territory, it must have:
(i) air traffic control services, with no more than 30 minutes’ notice; and
(ii) rescue and firefighting services to at least Manual of Standards Part 139H category 4, with no more than 30 minutes’ notice.
Performance and equipment requirements
(3) For paragraph (1)(b), the performance and equipment requirements are that it must be possible for the aeroplane to reach the aerodrome, taking into account:
(a) the lowest safe altitude; and
(b) the obstacle clearance requirements in Chapter 9; and
(c) the oxygen requirements in Division 9 of Chapter 11.
Planning minima requirements
(4) For paragraph (1)(c), the planning minima requirements are as follows:
(a) an aerodrome forecast, or ICAO landing forecast, for the aerodrome must be available at, and entirely encompass, the estimated time of use of the aerodrome by the aeroplane;
(b) the operator and the pilot in command must have selected an authorised instrument approach procedure that may be used on arrival at the aerodrome:
(i) taking account of the forecast weather conditions and the runway surface conditions at the estimated time of use; and
(ii) that would ensure a safe one‑engine‑inoperative landing can be made, in accordance with the civil aviation legislation;
(c) assuming the aeroplane arrives at the aerodrome with one engine inoperative, the aerodrome forecast, or ICAO landing forecast, indicate that relevant weather conditions, during any part of the estimated time of use at the aerodrome, are not forecast to exist below the cloud ceiling and visibility values determined in accordance with:
(i) the requirements in subsection (5); and
(ii) table 4.19.
(5) The following elements of the authorised instrument approach procedure selected under paragraph (4)(b) must be increased as necessary to ensure a safe one‑engine‑inoperative landing can be made under the forecast weather conditions and runway surface conditions at the aerodrome:
(a) the DA;
(b) the DH;
(c) the MDA;
(d) the MDH;
(e) the circling altitude;
(f) the circling height.
(6) For the purposes of subparagraph (4)(c)(ii), an authorised instrument approach procedure selected under paragraph (4)(b) has the cloud ceiling value and the visibility value set out in columns 2 and 3 of the item in table 4.19 that lists the instrument approach procedure in column 1.
<table cellspacing="0" cellpadding="0" style="width:96.58%; margin-left:14.2pt; border-collapse:collapse"><thead><tr style="height:19.85pt"><td colspan="5" style="border-top:1.5pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Table 4.19—EDTO en</span><span>‑</span><span>route alternate aerodrome planning minima</span></p></td><td style="width:2.94%; border-top:1.5pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span></span></p></td></tr><tr style="height:19.85pt"><td style="width:8.86%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Item</span></p></td><td style="width:31.74%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading"><span>Column 1</span></p><p class="TableHeading"><span>Instrument approach procedure planned to be used</span></p></td><td style="width:33.54%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading" style="margin-left:7.05pt"><span>Column 2</span></p><p class="TableHeading" style="margin-left:7.05pt"><span>Cloud ceiling value</span></p></td><td colspan="3" style="border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="TableHeading" style="margin-left:7.05pt"><span>Column 3</span></p><p class="TableHeading" style="margin-left:7.05pt"><span>Visibility value</span></p></td></tr></thead><tbody><tr><td style="width:8.86%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>1</span></p></td><td style="width:31.74%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>An APV or PA</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>A height of 200</span><span> </span><span>ft above:</span></p><p class="Tablea"><span>(a) the published DA or DH; or</span></p><p class="Tablea"><span>(b) the value determined for those elements under subsection (5)</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Visibility of 800 m above the published visibility</span></p></td></tr><tr><td style="width:8.86%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>2</span></p></td><td style="width:31.74%; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>An NPA that does not involve the conduct of a circling manoeuvre</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>A height of 400</span><span> </span><span>ft above:</span></p><p class="Tablea"><span>(a) the published MDA or MDH; or</span></p><p class="Tablea"><span>(b) the value determined for those elements under subsection (5)</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Visibility of 1</span><span> </span><span>500 m above the published visibility</span></p></td></tr><tr><td style="width:8.86%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>3</span></p></td><td style="width:31.74%; border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>An NPA that involves the conduct of a circling manoeuvre</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>A height of 400</span><span> </span><span>ft above:</span></p><p class="Tablea"><span>(a) the published circling altitude or circling height; or</span></p><p class="Tablea"><span>(b) the value determined for those elements under subsection (5)</span></p></td><td colspan="2" style="border-top:0.75pt solid #000000; border-bottom:1.5pt solid #000000; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top; background-color:#ffffff"><p class="Tabletext"><span>Visibility of 1</span><span> </span><span>500 m above the published visibility</span></p></td></tr><tr style="height:0pt"><td style="width:35.6pt"></td><td style="width:127.4pt"></td><td style="width:134.65pt"></td><td style="width:7.05pt"></td><td style="width:84.95pt"></td><td style="width:11.8pt"></td></tr></tbody></table>
Note: See the definitions of APV (approach procedures with vertical guidance), NPA (non‑precision approach procedures) and PA (precision approach procedures) in subsection 1.04(1).
(7) In an item of table 4.19:
published means published in the authorised aeronautical information for the purposes of the instrument approach procedure mentioned in column 1 that is planned to be used.
Alternative planning minima—low-visibility EDTO
(8) Despite subsection (4), the alternative requirement in subsection (9) applies if:
(a) the runway anticipated to be used at the aerodrome has a serviceable precision approach procedure for the runway that is an authorised instrument approach procedure; and
(b) that procedure has either a Category II or Category III minima published in the authorised aeronautical information; and
(c) the operator holds an approval, under regulation 91.045 of CASR for the purposes of regulation 91.315 of CASR, to conduct a low-visibility operation that is Category II or Category III; and
(d) the aeroplane is capable of conducting an instrument approach procedure to Category II or Category III minima with one engine inoperative; and
4.20
Requirements in Division 2 may be varied
4.20 Requirements in Division 2 may be varied
A requirement imposed by a provision in this Division is subject to an approval mentioned in subsection 4.21(1).
(1) An operational variation to a requirement imposed by a provision of Division 2 of this Chapter applies if an operator, who meets the requirement in subsection (2), holds an approval under regulation 121.010 of CASR that specifies the operational variation.
(2) The operator must have submitted to CASA a specific safety risk assessment:
(a) that demonstrates how an operational variation will maintain or improve safety; and
(b) that takes into account, and includes information about, at least the following matters:
(i) the capabilities of the operator;
(ii) the overall capability of the aeroplane and its systems;
(iii) available aerodrome technologies, capabilities and infrastructure;
(iv) the quality and reliability of meteorological information;
(v) any hazards, safety risks and specific mitigating measures, associated with a proposed variation to a requirement mentioned in Division 2 of this Chapter, that have been identified by the operator.
Chapter 5—Operational flight plans
Chapter 5—Operational flight plans
Chapter 5—Operational flight plans
5.01 Pre-flight content of operational flight plans
(1) This section:
(a) is made for paragraph 121.175(2)(b) of CASR; and
(b) prescribes information that must be contained in an operational flight plan.
General information requirements
(2) The operational flight plan must contain the following information:
(a) the aeroplane’s registration mark;
(b) the flight number of the flight, if any;
(c) the date of the flight;
(d) the name or identification of the departure aerodrome and the planned destination aerodrome for the flight;
(e) the amount of fuel required to be carried on board the aeroplane for the flight under Chapter 7, and the actual amount of fuel carried on board the aeroplane for the flight;
(f) for the planned flight route for the flight:
(i) the route and route segments of the flight, including waypoints, distances and tracks; and
(ii) the published lowest safe altitude or the lowest safe altitude for the flight (whichever is applicable) for each route segment of the flight; and
(iii) the planned cruising speed, and flying times between waypoints, for the flight; and
(iv) the planned altitudes or flight levels during flight;
(g) if an en‑route alternate aerodrome is required for extended diversion time operations conducted during the flight—the EDTO en‑route alternate aerodrome;
(h) if the planned destination aerodrome for the flight is an isolated destination aerodrome—the critical point, required to be calculated for the flight under subsection 4.12(2).
Note 1: See the CASR Dictionary for definitions of lowest safe altitude and published lowest safe altitude.
Note 2: For an EDTO flight, paragraph 2.18(1)(e) also requires that operational flight plan lists any selected EDTO en-route alternate aerodromes.
Information about alternate aerodromes
(3) Subject to subsection (4), if a take-off alternate aerodrome is required by subsection 4.07(1) for the flight, the operational flight plan must include the name, or other identifying information, of the take-off alternate aerodrome.
5.01
Pre-flight content of operational flight plans
5.01 Pre-flight content of operational flight plans
(1) This section:
(a) is made for paragraph 121.175(2)(b) of CASR; and
(b) prescribes information that must be contained in an operational flight plan.
General information requirements
(2) The operational flight plan must contain the following information:
(a) the aeroplane’s registration mark;
(b) the flight number of the flight, if any;
(c) the date of the flight;
(d) the name or identification of the departure aerodrome and the planned destination aerodrome for the flight;
(e) the amount of fuel required to be carried on board the aeroplane for the flight under Chapter 7, and the actual amount of fuel carried on board the aeroplane for the flight;
(f) for the planned flight route for the flight:
(i) the route and route segments of the flight, including waypoints, distances and tracks; and
(ii) the published lowest safe altitude or the lowest safe altitude for the flight (whichever is applicable) for each route segment of the flight; and
(iii) the planned cruising speed, and flying times between waypoints, for the flight; and
(iv) the planned altitudes or flight levels during flight;
(g) if an en‑route alternate aerodrome is required for extended diversion time operations conducted during the flight—the EDTO en‑route alternate aerodrome;
(h) if the planned destination aerodrome for the flight is an isolated destination aerodrome—the critical point, required to be calculated for the flight under subsection 4.12(2).
Note 1: See the CASR Dictionary for definitions of lowest safe altitude and published lowest safe altitude.
Note 2: For an EDTO flight, paragraph 2.18(1)(e) also requires that operational flight plan lists any selected EDTO en-route alternate aerodromes.
Information about alternate aerodromes
(3) Subject to subsection (4), if a take-off alternate aerodrome is required by subsection 4.07(1) for the flight, the operational flight plan must include the name, or other identifying information, of the take-off alternate aerodrome.
5.02
End of flight information for operational flight plans
5.02 End of flight information for operational flight plans
For the purposes of subregulation 121.175(3) of CASR, the operational flight plan must contain the following information:
(a) if waypoints in the flight plan are required, under regulation 91.630 of CASR, to be reported to Air Traffic Services—the estimated time that the aeroplane will fly over the waypoint;
(b) the fuel calculations conducted in compliance with the fuel requirements under Chapter 7;
(c) the aerodrome of final landing for the flight.
Chapter 6—Narrow runway width calculatio
Chapter 6—Narrow runway width calculations
Chapter 6—Narrow runway width calculations
6.01 Scope of Chapter 6
This Chapter:
(a) is made for paragraph 121.220(1)(b) of CASR; and
(b) prescribes the manner of working out the minimum width of a runway for an aeroplane.
6.02 Minimum runway width
Definitions
(1) In this section:
outer main gear wheel span, for an aeroplane, means the distance (measured in metres) between the outside edges of the aeroplane’s main gear wheels.
reference field length, for an aeroplane, means the shortest take-off distance required for a take-off by the aeroplane at its maximum take-off weight:
(a) on a runway that is level and dry; and
(b) in still air; and
(c) in ISA conditions at sea level.
Note: See the CASR Dictionary for definitions of dry (in relation to a runway), maximum take-off weight, and section 1.04 in this instrument for the definition of take-off distance required.
(2) The minimum width of a runway for an aeroplane is the width, of a homogenous runway surface, shown in the cell of table 6.02(2) that is the intersection of:
(a) the aeroplane’s code letter, worked out under subsection (3); and
(b) the aeroplane’s code number, worked out under subsection (4).
This Chapter:
(a) is made for paragraph 121.220(1)(b) of CASR; and
(b) prescribes the manner of working out the minimum width of a runway for an aeroplane.
6.02
Minimum runway width
6.02 Minimum runway width
Definitions
(1) In this section:
outer main gear wheel span, for an aeroplane, means the distance (measured in metres) between the outside edges of the aeroplane’s main gear wheels.
reference field length, for an aeroplane, means the shortest take-off distance required for a take-off by the aeroplane at its maximum take-off weight:
(a) on a runway that is level and dry; and
(b) in still air; and
(c) in ISA conditions at sea level.
Note: See the CASR Dictionary for definitions of dry (in relation to a runway), maximum take-off weight, and section 1.04 in this instrument for the definition of take-off distance required.
(2) The minimum width of a runway for an aeroplane is the width, of a homogenous runway surface, shown in the cell of table 6.02(2) that is the intersection of:
(a) the aeroplane’s code letter, worked out under subsection (3); and
(b) the aeroplane’s code number, worked out under subsection (4).
This Chapter:
(a) is made for subregulation 121.235(1) of CASR; and
(b) prescribes requirements relating to fuel for aeroplanes.
7.02 Definition of destination alternate fuel
Destination alternate aerodrome
(1) If a destination alternate aerodrome is required for a flight of an aeroplane, the destination alternate fuel is the amount of fuel required to:
(a) perform a missed approach at the destination aerodrome; and
(b) climb to the expected cruising altitude; and
(c) fly the expected routing to the destination alternate aerodrome; and
(d) descend to the point where the expected approach is initiated; and
(e) conduct the approach; and
(f) land at the destination alternate aerodrome.
If there are 2 destination alternate aerodromes
(2) If 2 destination alternate aerodromes are required for a flight of the aeroplane, the destination alternate fuel is the amount of fuel required to enable the aeroplane to proceed to the destination alternate aerodrome that requires the greater amount of destination alternate fuel under subsection (1).
No destination alternate aerodrome
(3) If the aeroplane is operated without a destination alternate aerodrome (other than because the planned destination aerodrome is an isolated destination aerodrome), the destination alternate fuel is the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 1 500 ft above the destination aerodrome elevation in ISA conditions.
Planned destination aerodrome that is isolated
(4) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and the aeroplane is operated without a destination alternate aerodrome, the destination alternate fuel is the amount of fuel required to enable the aeroplane:
(a) for a piston-engine aeroplane—to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising levels, including final reserve fuel, or 2 hours, whichever is less; and
(b) for a turbine-engine aeroplane—to fly for 2 hours at normal cruise consumption above the isolated destination aerodrome, including final reserve fuel.
(5) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and a destination alternate aerodrome is planned for the flight, the destination alternate fuel is:
(a) the amount of fuel required to enable the aeroplane to meet the requirements in paragraphs (1)(a) to (f); and
(b) any supplementary fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the missed approach point at the destination aerodrome, whichever results in the greater subsequent fuel consumption, to:
(i) proceed to an alternate aerodrome; and
(ii) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(iii) make an approach and landing.
7.03 Definition of contingency fuel
(1) The contingency fuel for an aeroplane and a flight, is the amount of fuel required to compensate for unforeseen factors, which must not be less than the amount required under subsection (2) or (3).
(2) Subject to subsection (3), contingency fuel must include:
(a) either:
(i) 5% of the trip fuel to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or
(ii) 10% of the trip fuel to the planned destination aerodrome, in the case of a piston-engine aeroplane; but
(b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.
(3) If a point of in-flight replanning has been specified by the operator for the flight, contingency fuel must include:
(a) either:
(i) 5% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or
(ii) 10% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a piston-engine aeroplane; but
(b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.
7.01
Scope of Chapter 7
7.01 Scope of Chapter 7
This Chapter:
(a) is made for subregulation 121.235(1) of CASR; and
(b) prescribes requirements relating to fuel for aeroplanes.
7.02
Definition of destination alternate fuel
7.02 Definition of destination alternate fuel
Destination alternate aerodrome
(1) If a destination alternate aerodrome is required for a flight of an aeroplane, the destination alternate fuel is the amount of fuel required to:
(a) perform a missed approach at the destination aerodrome; and
(b) climb to the expected cruising altitude; and
(c) fly the expected routing to the destination alternate aerodrome; and
(d) descend to the point where the expected approach is initiated; and
(e) conduct the approach; and
(f) land at the destination alternate aerodrome.
If there are 2 destination alternate aerodromes
(2) If 2 destination alternate aerodromes are required for a flight of the aeroplane, the destination alternate fuel is the amount of fuel required to enable the aeroplane to proceed to the destination alternate aerodrome that requires the greater amount of destination alternate fuel under subsection (1).
No destination alternate aerodrome
(3) If the aeroplane is operated without a destination alternate aerodrome (other than because the planned destination aerodrome is an isolated destination aerodrome), the destination alternate fuel is the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 1 500 ft above the destination aerodrome elevation in ISA conditions.
Planned destination aerodrome that is isolated
(4) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and the aeroplane is operated without a destination alternate aerodrome, the destination alternate fuel is the amount of fuel required to enable the aeroplane:
(a) for a piston-engine aeroplane—to fly for 45 minutes plus 15% of the flight time planned to be spent at cruising levels, including final reserve fuel, or 2 hours, whichever is less; and
(b) for a turbine-engine aeroplane—to fly for 2 hours at normal cruise consumption above the isolated destination aerodrome, including final reserve fuel.
(5) If the planned destination aerodrome for a flight of the aeroplane is an isolated destination aerodrome, and a destination alternate aerodrome is planned for the flight, the destination alternate fuel is:
(a) the amount of fuel required to enable the aeroplane to meet the requirements in paragraphs (1)(a) to (f); and
(b) any supplementary fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the missed approach point at the destination aerodrome, whichever results in the greater subsequent fuel consumption, to:
(i) proceed to an alternate aerodrome; and
(ii) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(iii) make an approach and landing.
7.03
Definition of contingency fuel
7.03 Definition of contingency fuel
(1) The contingency fuel for an aeroplane and a flight, is the amount of fuel required to compensate for unforeseen factors, which must not be less than the amount required under subsection (2) or (3).
(2) Subject to subsection (3), contingency fuel must include:
(a) either:
(i) 5% of the trip fuel to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or
(ii) 10% of the trip fuel to the planned destination aerodrome, in the case of a piston-engine aeroplane; but
(b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.
(3) If a point of in-flight replanning has been specified by the operator for the flight, contingency fuel must include:
(a) either:
(i) 5% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a turbine-engine aeroplane; or
(ii) 10% of the trip fuel required for the flight from the point of in-flight replanning to the planned destination aerodrome, in the case of a piston-engine aeroplane; but
(b) not less than the amount of fuel required to fly, in ISA conditions, for 5 minutes at the holding speed at 1 500 ft above the planned destination aerodrome.
7.04
General requirements
7.04 General requirements
Fuel consumption data
(1) When determining the amount of usable fuel required under this Chapter for a flight of an aeroplane, the operator and the pilot in command must each use one of the following fuel consumption data sources:
(a) the most recent aeroplane-specific fuel consumption data derived from a fuel consumption monitoring system used by the operator, if available; or
(b) the aeroplane manufacturer’s data for the aeroplane.
Note: The aeroplane manufacturer’s data includes electronic flight planning data. The manufacturer’s data may be in the flight manual, cruise performance manuals or other publications.
Operational conditions etc.
(2) In determining the amount of usable fuel required under this Chapter, the operator and the pilot in command must each consider the effect of the following matters:
(a) the operating conditions for the proposed flight, including the following:
(i) the actual (if known or available) or anticipated weight of the aeroplane;
(ii) relevant NOTAMs;
(iii) relevant meteorological reports and forecasts;
(iv) relevant Air Traffic Services procedures, restrictions and anticipated delays;
(v) the effects of deferred maintenance items and configuration deviations;
(b) the potential for deviations from the planned flight because of unforeseen factors.
7.05
Amount of fuel that must be carried for a flight
7.05 Amount of fuel that must be carried for a flight
(1) The operator and the pilot in command of an aeroplane must each ensure that, when a flight of the aeroplane commences, the aeroplane is carrying on board at least the following amounts of usable fuel:
(a) taxi fuel;
(b) trip fuel to the planned destination aerodrome;
(c) destination alternate fuel;
(d) holding fuel (if required);
(e) contingency fuel;
(f) final reserve fuel;
(g) additional fuel (if applicable);
7.06
Determining amount of fuel that must be carried for EDTO
7.06 Determining amount of fuel that must be carried for EDTO
EDTO critical fuel scenarios
(1) The operator and the pilot in command must each ensure that, when a flight of the aeroplane for an EDTO commences, or from a point of in-flight replanning, the aeroplane is carrying at least the amount of usable fuel that is the greatest of the following, plus the fuel mentioned in subsection (2):
(a) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression at the most critical point followed by a descent to a safe altitude, as required by:
(i) regulation 91.305 of CASR (about minimum heights for IFR flights); and
(ii) the oxygen requirements in Division 9 of Chapter 11;
(b) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by a descent to a safe altitude, as required by:
(i) regulation 91.305 of CASR (about minimum heights for IFR flights); and
(ii) the oxygen requirements in Division 9 of Chapter 11;
(c) sufficient fuel to fly to an EDTO en‑route alternate aerodrome assuming an engine failure at the most critical point.
(2) For the purposes of subsection (1), the fuel is the amount of usable fuel that is sufficient for the aeroplane to:
(a) hold for 15 minutes at 1 500 ft above the aerodrome elevation; and
(b) conduct an instrument approach and land.
Effect of certain meteorological conditions
(3) If the operator is using an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in wind forecasting, add a 5% wind speed factor (as an increment to a headwind or as a decrement to a tailwind) on the actual or forecast wind used for calculating the fuel requirements of paragraphs (1)(a), (b) and (c).
(4) If the operator is using a weather forecast that is not an authorised weather forecast or an accepted forecast, the operator and the pilot in command must each, in order to allow for errors in the model’s wind data, ensure the aeroplane carries an additional 5% of the fuel calculated in paragraphs (1)(a), (b) and (c).
7.07
Requirements for determining fuel before, and monitoring fuel during, flight
7.07 Requirements for determining fuel before, and monitoring fuel during, flight
(1) The operator and the pilot in command of an aeroplane for a flight must each ensure that:
(a) the amount of usable fuel on board the aeroplane is determined before the flight commences (the relevant fuel); and
(b) for an aeroplane that has a maximum take-off weight greater than 5 700 kg—the relevant fuel is recorded; and
(c) regular in-flight fuel amount checks are conducted.
7.08
Procedures if fuel reaches specified amounts
7.08 Procedures if fuel reaches specified amounts
(1) If the pilot in command of an aeroplane for a flight becomes aware that the amount of usable fuel in the aeroplane on landing at the destination aerodrome would be less than the fuel required under subsection 7.05(3), the pilot in command must:
(a) take into account the likely air traffic and operational conditions on arrival at:
(i) the destination aerodrome; and
(ii) if a destination alternate aerodrome is required for the flight—the destination alternate aerodrome; and
(iii) any en‑route alternate aerodrome; and
(b) proceed to an aerodrome mentioned in paragraph (a) that enables the pilot in command to continue to meet the requirements in section 7.05.
(2) The pilot in command must request from Air Traffic Services the duration of any likely delay in landing if unforeseen factors could result in the aeroplane landing at the destination aerodrome with less than the following amounts of fuel remaining:
(a) the final reserve fuel;
(b) the destination alternate fuel required by subsection 7.02(1), (2) or (3).
(3) The pilot in command must declare to Air Traffic Services a “minimum fuel” state if:
(a) the pilot in command is committed to land the aeroplane at an aerodrome in accordance with this section; and
(b) it is calculated that if there is any change to the existing air traffic control clearance issued to the aeroplane in relation to that aerodrome, the aeroplane will land with less than the final reserve fuel remaining.
7.09
Operational variations—fuel calculations
7.09 Operational variations—fuel calculations
(1) Despite sections 7.04 and 7.05, an operator may use an operational variation, specified in the operator’s exposition for the purpose of this section, that relates to the calculation of any of the following, if the requirements in subsections (3) and (5) are met:
(a) taxi fuel;
(b) trip fuel;
(c) contingency fuel;
(d) destination alternate fuel;
(e) additional fuel.
(2) To avoid doubt, an operational variation mentioned in subsection (1) cannot relate to the calculation of holding fuel or final reserve fuel.
(3) The operator must have submitted to CASA, at least 28 days before using an operational variation:
(a) evidence of at least one of the following, that demonstrates how the operational variation will maintain or improve aviation safety:
(i) documented in-service experience;
(ii) the results of a specific safety risk assessment conducted by the operator that meets the requirements of subsection (4); and
(b) a copy of the operator’s procedures, proposed for inclusion in the operator’s exposition, in relation to using the operational variation.
Note: Under regulation 119.105 of CASR, CASA may direct the operator to remove or revise the operational variation, if CASA were to find there was insufficient evidence that it would maintain or improve aviation safety.
(4) For the purposes of subparagraph (3)(a)(ii), the specific safety risk assessment must include at least the following:
(a) flight fuel calculations;
(b) the capabilities of the operator, including:
(i) a data-driven method that includes a fuel consumption monitoring program; and
(ii) the use of sophisticated techniques for determining the suitability of alternate aerodromes; and
(iii) specific risk mitigating measures.
(5) For the purposes of subsection (1), the operator’s exposition must include procedures in relation to the use of the operational variation.
More sections below
Source text: opening excerpt
Sourced from the Federal Register of Legislation (legislation.gov.au), CC BY 4.0.
Chapter 1—Preliminary Chapter 1—Preliminary
Chapter 1—Preliminary
1.01 Name
(1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.
(2) This instrument may also be cited as:
(a) the Part 121 Manual of Standards; or
(b) the Part 121 MOS.
1.03 Authority
This instrument is made under the Civil Aviation Safety Regulations 1998.
Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.
1.04 Definitions
Note: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.
(1) In this instrument:
ACAS means airborne collision avoidance system.
accelerate stop distance available means the length of the take-off run available plus the length of the stopway.
actual landing distance: see subsection 9.13(1).
additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:
(a) proceed to an alternate aerodrome; and
(b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(c) make an approach and landing.
adequate aerodrome: see Part 1 of the CASR Dictionary.
ADF means automatic direction finder.
aerodrome forecast means:
(a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and
(b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.
Aircraft operators (AOC holders) and their operational staff: flight dispatchers, operations controllers, training managers and maintenance organisations. Many provisions require changes to operator expositions, procedures, training syllabi, data collection and reporting (see e.g. sections 2.11, 2.18, 7.09, 11.35, 12.20).
Flight crew (pilots, flight engineers) and cabin crew: mandatory initial, conversion, recurrent, annual and 3‑yearly training/checks (Chapters 12–13) and proficiency/check standards (Subdivision A/B of Division 5, Ch 12).
Maintenance organisations and manufacturers: requirements about equipment approvals, type‑certification information and manufacturer‑supplied limitations or performance data are invoked (see sections 2.03, 11.04, 11.32).
Aerodrome/airport service providers: timing and availability of rescue/firefighting, lighting and communications affect alternate aerodrome selection and contingencies (see sections 4.19, 4.13–4.17).
Passengers indirectly: through seat/weight assumptions, safety briefings, carriage of lifejackets, ELTs, life rafts and evacuation planning (see sections 10.01, 8.01, 11.47–11.63, 14.05).
Why it matters (stated purpose and how it is delivered)
The MOS translates broad Part 121 regulatory rules into specific technical and operational standards that CASA will apply when: issuing approvals (for example EDTO approvals at sections 2.01–2.26), assessing operational variations (section 4.21, 7.09), checking compliance during audits and approving minimum equipment lists (MEL) and training programs.
The stated policy goal in the instrument is safety and alignment with international standards (ICAO, FAA, EASA) — e.g. definitions that reference Annexes and ETSOs, prescribed minima for instrument approaches (table 4.19), and mandated equipment standards (11.21 ACAS, 11.24 TAWS). The MOS delivers this by making operator obligations prescriptive (must‑language), and creating gate‑keeping steps where CASA must be satisfied before specific approvals are granted (for example EDTO approvals in Division 1, Chapter 2).
Testing the stated purpose against practical trade‑offs and incentives
Who pays: the direct cost falls on operators. Compliance items that increase capital or recurrent cost include equipment upgrades (ADS‑B/Mode S, SATCOM, compliant ELTs or ULDs, data link recording hardware — see 11.35, 11.68, 11.49, 11.64), training (live firefighting, UPRT, slide/raft exercises — see 12.06(2), 12.20(4), 13.26), and operational restrictions (extra fuel required under Chapter 7 reduces payload or raises fuel cost). Maintenance and documentation burdens (records for quarterly EDTO reports 2.24, in‑flight event reporting 2.26) are ongoing costs.
Who decides: CASA retains decision authority on approvals, operational variations and whether an operator’s safety‑risk assessment is acceptable (multiple provisions: e.g. 2.21, 4.21, 7.09). That creates a compliance gate where operators must supply evidence, safety cases and procedures that meet CASA’s risk threshold.
Behavioural effects: operators will respond by either upgrading equipment and training or limiting operations (shorter diversion times, avoiding polar routes or isolated aerodromes) because higher fuel/load and equipment costs materially affect route economics (see EDTO limits in 2.06–2.07, fuel rules in Ch 7). The instrument also creates incentives to invest in data and monitoring (fuel monitoring systems, performance monitoring) to qualify for operational variations (7.09) and to rely on manufacturer performance data for approvals (2.03).
Trade‑offs/opportunity costs: prescriptive fuel and performance rules (Chapter 7, Chapter 9) improve margin for safety but reduce flexibility for operators to carry commercial payload or use some airfields (remote/portable lighting rules 4.13–4.16 increase complexity for remote operations). Requiring extra communications (satellite voice for EDTO >180 min, 2.05(4)(c)) improves resilience but increases avionics costs and recurring SATCOM charges.
Implementation and compliance risk: many provisions are conditional on manufacturer/type‑certificate data and on CASA approvals (e.g. EDTO diversion limits, alternate ADS‑B configurations). That dependence can create bottlenecks if manufacturers/authorities are slow to supply certification, or if CASA requires additional proving flights (2.14 note). Several new or phased‑in technical requirements carry explicit compliance dates (e.g. data link recording 11.35 effective 2 Dec 2023; radio altimeter RF‑tolerance 11.20A effective 1 Apr 2026), imposing transition costs and timelines.
Concrete mechanisms to watch (examples with section cites)
EDTO approval: requires airframe/engine approval evidence, operator training, dispatch procedures and CASA satisfaction on reliability and serviceability (sections 2.03–2.26). Operators must document CMP, MEL limits and en‑route alternates (2.11, 2.18). Quarterly reporting for 2‑engine EDTO aeroplanes is mandatory (2.24).
Fuel & planning: the MOS prescribes what fuel components must be carried, explicit contingency percentages and EDTO‑specific critical scenarios (Chapter 7: sections 7.02–7.06). For EDTO, operators must include decompression and engine‑failure assumptions in fuel planning (7.06(1)).
Equipment & fitment: detailed equipment rules require specific approvals/TSOs, permitted inoperative windows, and mandatory activation/use periods for ACAS (11.21–11.23, 11.04, 11.06). New recorder and data capture obligations (11.32–11.35) require recording of data link messages and correlation with CVR/FDR.
Training & checking: prescriptive initial, conversion, recurrent, annual and multi‑year training obligations for flight and cabin crew with explicit practical requirements (live firefighting, water survival, evacuation slides) and factory/simulator use rules (Chapters 12–13, 13.09, 13.26, 12.20(4) UPRT requirement for larger types).
Alternate aerodrome & weather logic: detailed rules on when alternates must be planned, exceptions for isolated destinations, precise rules about TEMPO/INTER/BECMG indicators and how holding fuel may offset those (sections 4.03–4.06, 4.08–4.19).
Net effect summary in one sentence
The Part 121 MOS 2020 turns high‑level Part 121 obligations into detailed, internationally‑referenced technical standards and mandatory procedures that raise the bar for equipment, planning, reporting and crew training — improving prescriptiveness and auditability but increasing compliance cost, conditionality on approvals and operational constraints for affected operators.
Note: TAF is an acronym for terminal area forecast.
airborne collision avoidance system: see Part 1 of the CASR Dictionary.
airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.
alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.
Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:
Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:
Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.
En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”
approved ACAS: see subsection 11.21(1).
APV means any of the following approach procedures with vertical guidance:
(a) RNP APCH-LNAV/VNAV;
(b) RNP APCH-LPV (decision height at or above 250 ft);
(c) RNP AR APCH-RNP 0.x.
Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.
area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.
automatic ELT has the meaning given by section 11.50.
BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 included the following:
Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”
1.01 Name
1.01 Name
(1) This instrument is the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020.
(2) This instrument may also be cited as:
(a) the Part 121 Manual of Standards; or
(b) the Part 121 MOS.
1.03 Authority
1.03 Authority
This instrument is made under the Civil Aviation Safety Regulations 1998.
Note: CASA may issue a Manual of Standards for Part 121 (Australian air transport operations—larger aeroplanes): see regulation 121.015 of CASR.
1.04 Definitions
1.04 Definitions
Note: A number of expressions used in this instrument are defined in the Dictionary at the end of the Civil Aviation Safety Regulations 1998, or in section 3 of the Civil Aviation Act 1988. Some definitions in the Dictionary have been included in section 1.04, or another provision of this instrument, for ease of reference.
(1) In this instrument:
ACAS means airborne collision avoidance system.
accelerate stop distance available means the length of the take-off run available plus the length of the stopway.
actual landing distance: see subsection 9.13(1).
additional fuel means the supplementary amount of fuel required to allow an aeroplane that suffers engine failure or loss of pressurisation at the most critical point along a route, whichever results in the greater subsequent fuel consumption, to:
(a) proceed to an alternate aerodrome; and
(b) fly for 15 minutes at a holding speed at 1 500 ft above the aerodrome elevation in ISA conditions; and
(c) make an approach and landing.
adequate aerodrome: see Part 1 of the CASR Dictionary.
ADF means automatic direction finder.
aerodrome forecast means:
(a) for an aerodrome in Australian territory—an authorised weather forecast for the aerodrome issued by the Bureau of Meteorology, that is labelled as a “TAF”; and
(b) for an aerodrome outside Australian territory—an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2 of Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention, in relation to an aerodrome.
Note: TAF is an acronym for terminal area forecast.
airborne collision avoidance system: see Part 1 of the CASR Dictionary.
airframe/engine combination means a combination of an aeroplane model and an engine model, identified on an aeroplane’s type certification data sheet for the purposes of extended diversion time operations.
alternate aerodrome has the same meaning as in Annex 2 to the Chicago Convention.
Note: At the commencement of this instrument, Chapter 1 of Annex 2 to the Chicago Convention included the following definition:
Note: “Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at an aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate aerodromes include the following:
Take‑off alternate: An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take‑off and it is not possible to use the aerodrome of departure.
En‑route alternate: An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route.
Destination alternate: An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.”
approved ACAS: see subsection 11.21(1).
APV means any of the following approach procedures with vertical guidance:
(a) RNP APCH-LNAV/VNAV;
(b) RNP APCH-LPV (decision height at or above 250 ft);
(c) RNP AR APCH-RNP 0.x.
Note: For an RNP AR APCH procedure the minima is represented as RNP 0.x where 0.x refers to the RNP value specific to the final approach segment.
area navigation has the meaning given by subsection 1.07(6) of the Part 91 MOS.
automatic ELT has the meaning given by section 11.50.
BECMG, in relation to a weather forecast, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 included the following:
Note: “BECMG (abbreviation for “becoming”) – this change indicator describes changes where the conditions are expected to reach or pass specified values at a regular or irregular rate.”
1.05 References to AS/NZS standards, TSOs, ETSOs etc.
1.05 References to AS/NZS standards, TSOs, ETSOs etc.
In this instrument, unless the contrary intention appears:
(a) a reference to a particular AS/NZS standard is a reference to the particular joint Australian and New Zealand Standard, as in force or existing from time to time; and
(b) a reference to a particular TSO is a reference to that TSO or a later version of that TSO; and
(c) a reference to a particular ETSO is a reference to that ETSO or a later version of that ETSO.
Note 1: An example for paragraph (a) is the joint Australian and New Zealand Standard AS/NZS 1754:2004, Child restraint systems for use in motor vehicles.
Note 2: The first version of a TSO may have been issued with or without the notation “(0)” at the end (for example, citations of TSO-C129 and TSO-129(0) would refer to the same document. Thus, for first version TSOs, either form is an acceptable citation for the other.
Note 3: Later versions of a TSO are identified by an alphabetical letter (for example, a later version of TSO-C129 or TSO-C129(0) is TSO-C129a). Unless the contrary intention appears in a provision, a reference in this instrument to TSO-C129 or TSO-C129(0) means that version or a later version (in this case, TSO-C129a).
1.06 References in type design and certification documents—EDTO
1.06 References in type design and certification documents—EDTO
A reference, in any of the following documents, to “ETOPS”:
(a) a flight manual;
(b) a type certificate data sheet or a supplement to the sheet;
(c) a CMP document;
is, for the purposes of this instrument, taken to be a reference to “extended diversion time operations” or “EDTO”.
Chapter 2—Extended diversion time operat Chapter 2—Extended diversion time operations (EDTO)
Chapter 2—Extended diversion time operations (EDTO)
Division 1—Criteria for the grant of EDTO approval
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:
(a) the flight manual;
(b) the type certificate data sheet or a supplement to the sheet;
(c) the CMP document.
(3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):
(a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;
(b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;
(c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.
2.04 Capability of aeroplane for EDTO—general
CASA must be satisfied of the following matters in relation to an application for EDTO approval:
(a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;
Division 1 Criteria for the grant of EDTO approval
Chapter 2—Extended diversion time operations (EDTO)
Division 1—Criteria for the grant of EDTO approval
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be approved for extended diversion time operations with at least the diversion time limit requested by the operator, as evidenced in any of the following documents for the aeroplane:
(a) the flight manual;
(b) the type certificate data sheet or a supplement to the sheet;
(c) the CMP document.
(3) The following information about the aeroplane, its airframe/engine combination, and extended diversion time operations, must be contained in at least one of the documents mentioned in subsection (2):
(a) any special limitations, including any limitations associated with operation of the aeroplane up to the diversion time limit requested;
(b) the equipment and flight crew procedures required for the conduct of an EDTO with the diversion time limit requested;
(c) the diversion time capability of the aeroplane as limited by any time‑limited system for the aeroplane.
2.04 Capability of aeroplane for EDTO—general
CASA must be satisfied of the following matters in relation to an application for EDTO approval:
(a) the reliability of the airframe/engine combination of the aeroplane must be acceptable for extended diversion time operations, within the diversion time requested by the operator for the operations;
2.01 Scope of Division 1, Chapter 2
2.01 Scope of Division 1, Chapter 2
This Division:
(a) is made under paragraph 121.035(2)(a) of CASR; and
(b) prescribes the criteria for an approval to fly an aeroplane in extended diversion time operations.
2.02 Turbine-engine aeroplanes
2.02 Turbine-engine aeroplanes
The aeroplane must be a turbine-engine aeroplane.
2.03 Type design and certification documents
2.03 Type design and certification documents
(1) This section applies if the airworthiness standards for an aeroplane require the type design of the aeroplane to be approved for the conduct of extended diversion time operations with the diversion time limit requested by the aeroplane operator in an application for EDTO approval.
(2) The type design of the aeroplane must be
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