Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020 (Cth)
Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020
made under the Civil Aviation Safety Regulations 1998.
Compilation No. 1
Compilation date: 2 December 2021
Includes amendments up to: F2021L01681
Prepared by the Advisory and Drafting Branch, Legal, International and Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.
Contents
Chapter 1—Preliminary 1
1.01 Name................................................................................................................................... 1
1.03 Authority............................................................................................................................. 1
1.04 Definitions........................................................................................................................... 1
1.05 References to AS/NZS standards, TSOs, ETSOs etc........................................................ 12
1.06 References in type design and certification documents—EDTO....................................... 12
Chapter 2—Extended diversion time operations (EDTO) 14
Division 1—Criteria for the grant of EDTO approval 14
2.01 Scope of Division 1, Chapter 2......................................................................................... 14
2.02 Turbine-engine aeroplanes................................................................................................. 14
2.03 Type design and certification documents........................................................................... 14
2.04 Capability of aeroplane for EDTO—general..................................................................... 14
2.05 Capability of operator—EDTO required system serviceability.......................................... 15
2.06 Diversion time for 2-engine aeroplanes............................................................................. 16
2.07 Diversion time for 3- or 4-engine aeroplanes.................................................................... 16
2.08 Polar region....................................................................................................................... 16
2.09 Care and safety of passengers and crew............................................................................ 17
Division 2—Form of application for EDTO approval 18
2.10 Scope of Division 2, Chapter 2......................................................................................... 18
2.11 Form of application........................................................................................................... 18
Division 3—Factors to be considered by CASA in approving EDTO 20
2.12 Scope of Division 3, Chapter 2......................................................................................... 20
2.13 Safety compensating factors.............................................................................................. 20
2.14 Capability and competence to conduct EDTO................................................................... 20
Division 4—Requirements for conduct of EDTO 21
2.15 Scope of Division 4, Chapter 2......................................................................................... 21
2.16 Flight planning limitations for all EDTO flights................................................................ 21
2.17 Additional flight planning limitations—EDTO beyond 180 minutes................................. 21
2.18 Flight dispatch requirements for EDTO............................................................................ 22
2.19 Dispatch requirements for EDTO beyond 180 minutes..................................................... 23
2.20 In‑flight operational procedures for EDTO....................................................................... 24
Division 5—General conditions on EDTO approvals 26
2.21 Scope of Division 5, Chapter 2......................................................................................... 26
2.22 EDTO procedures—flight dispatcher duties...................................................................... 26
2.23 Training and checking—flight dispatchers........................................................................ 26
2.24 Quarterly EDTO summary reports—2‑engine aeroplanes................................................. 26
2.25 Navigation documents for EDTO...................................................................................... 27
2.26 In-flight event reporting for EDTO................................................................................... 28
Chapter 3—Carriage of documents and emergency and survival equipment information 29
Division 1—Flight related documents 29
3.01 Carriage of documents—all flights.................................................................................... 29
3.02 Carriage of documents—flights that begin or end outside Australian territory.................. 30
3.03 Keeping and updating documents etc................................................................................. 30
Division 2—Emergency and survival equipment 31
3.04 Information about emergency and survival equipment...................................................... 31
Chapter 4—Flight preparation (Part 121 alternate aerodromes) requirements 32
Division 1—Preliminary 32
4.01 Scope of Chapter 4............................................................................................................ 32
4.03 Definition of isolated destination aerodrome.................................................................... 32
4.04 Definition of relevant weather conditions......................................................................... 33
4.05 Estimated time of use of aerodromes for flight preparation (Part 121 alternate aerodromes) requirements 33
Division 2—Flight preparation (Part 121 alternate aerodrome) requirements 35
4.06 Certain weather forecast requirements............................................................................... 35
4.07 Take-off alternate aerodromes........................................................................................... 37
4.08 Destination alternate aerodromes....................................................................................... 38
4.09 Planning destination alternate aerodrome—exception relating to ICAO landing forecasts or TAF3 40
4.10 Two destination alternate aerodromes for flight................................................................. 41
4.11 Additional requirements—certain alternate and isolated destination aerodromes............... 41
4.12 Isolated destination aerodromes......................................................................................... 43
4.13 Portable runway lighting—requirement to plan destination alternate aerodrome............... 44
4.14 Portable runway lighting at isolated destination aerodromes............................................. 44
4.15 Runway lighting where no standby power........................................................................ 45
4.16 Runway lighting without standby power at isolated destination aerodromes..................... 46
4.17 Pilot-activated lighting....................................................................................................... 47
4.18 Pilot-activated lighting at isolated destination aerodromes................................................. 47
4.19 EDTO en-route alternate aerodromes................................................................................ 48
4.20 Requirements in Division 2 may be varied........................................................................ 51
Division 3—Operational variations of the flight preparation (Part 121 alternate aerodromes) requirements 52
4.21 Operational variation approvals—alternate aerodrome requirements................................. 52
Chapter 5—Operational flight plans 53
5.01 Pre-flight content of operational flight plans...................................................................... 53
5.02 End of flight information for operational flight plans........................................................ 54
Chapter 6—Narrow runway width calculations 55
6.01 Scope of Chapter 6............................................................................................................ 55
6.02 Minimum runway width.................................................................................................... 55
Chapter 7—Fuel requirements 57
Division 1—Preliminary 57
7.01 Scope of Chapter 7............................................................................................................ 57
7.02 Definition of destination alternate fuel.............................................................................. 57
7.03 Definition of contingency fuel............................................................................................ 58
Division 2—Fuel requirements 59
7.04 General requirements......................................................................................................... 59
7.05 Amount of fuel that must be carried for a flight................................................................. 59
7.06 Determining amount of fuel that must be carried for EDTO.............................................. 61
7.07 Requirements for determining fuel before, and monitoring fuel during, flight................... 62
7.08 Procedures if fuel reaches specified amounts.................................................................... 63
7.09 Operational variations—fuel calculations.......................................................................... 64
Chapter 8—Safety briefings and instructions 65
Division 1—Safety briefing cards 65
8.01 Safety briefing cards.......................................................................................................... 65
Division 2—Requirements for safety briefing, instructions and demonstrations 67
8.02 Scope of Division 2, Chapter 8......................................................................................... 67
8.03 Safety briefing, instructions and demonstrations before take-off....................................... 67
8.04 Safety instructions during flight........................................................................................ 68
Chapter 9—Performance 70
Division 1—Take-off performance requirements: jet-driven aeroplanes and certain propeller-driven aeroplanes 70
9.01 Scope of Division 1, Chapter 9......................................................................................... 70
9.01A Application of this Division........................................................................................... 70
9.02 Maximum permitted take-off weight................................................................................. 70
9.03 Take-off distance requirements.......................................................................................... 71
9.04 Net take-off flight path requirements................................................................................. 71
9.05 Gross gradient requirements—take-off configuration....................................................... 74
9.06 Level flight acceleration manoeuvre requirements............................................................. 74
9.07 Gross gradient requirements—en route configuration....................................................... 75
9.08 En route requirements........................................................................................................ 75
Division 1A—Take-off performance requirements: propeller-driven aeroplanes with maximum take-off weight not more than 5 700 kg 77
9.08A Scope of Division 1A, Chapter 9................................................................................... 77
9.08B Application of this Division............................................................................................ 77
9.08C Definitions for this Division........................................................................................... 77
9.08D Meaning of factored take-off run.................................................................................... 77
9.08E Approval of take‑off factor for aeroplanes...................................................................... 78
9.08F Maximum permitted take-off weight............................................................................... 78
9.08G Take-off requirements.................................................................................................... 78
9.08H Initial climb performance and obstacle clearance............................................................ 79
9.08J Take-off requirements—additional requirements for aeroplanes with maximum take-off weight more than 3 500 kg 79
9.08K En route obstacle clearance for multi‑engine aeroplane................................................... 80
Division 2—Landing performance 81
9.09 Scope of Division 2, Chapter 9......................................................................................... 81
9.10 Pre-flight landing requirements—dry runway................................................................... 81
9.11 Pre-flight landing requirements—wet or contaminated runway......................................... 82
9.12 Certain aerodromes—planned missed approach climb requirements................................. 82
9.13 Landing distance—in-flight requirements.......................................................................... 83
Chapter 10—Weight and balance 86
10.01 Standard weights............................................................................................................. 86
10.02 Weight and balance documents........................................................................................ 87
Chapter 11—Equipment 89
Division 1—General 89
11.01 Purpose of Chapter 11..................................................................................................... 89
11.02 Standards etc................................................................................................................... 89
11.03 Aeroplane operator—Chapter 11 requirements............................................................... 89
Division 2—Approvals, visibility and inoperative equipment 91
11.04 Approval of aeroplane equipment.................................................................................... 91
11.05 Visibility and accessibility of equipment......................................................................... 91
11.06 Serviceability of equipment............................................................................................. 92
Division 3—Flight instruments 93
11.07 Flight instrument requirements........................................................................................ 93
Division 4—Operational equipment 96
11.08 Radiocommunication systems......................................................................................... 96
11.09 Navigation equipment...................................................................................................... 96
11.10 Automatic pilot................................................................................................................ 97
11.11 Equipment to ensure clear view through the windshield.................................................. 98
11.12 Internal doors and curtains.............................................................................................. 98
11.13 Survival equipment—remote areas and over water.......................................................... 98
11.14 Equipment to measure and record cosmic radiation......................................................... 99
Division 5—Lighting systems 100
11.15 Cockpit and cabin lighting requirements........................................................................ 100
11.16 Anti-collision lights....................................................................................................... 100
11.17 Landing lights................................................................................................................ 101
11.18 Navigation lights........................................................................................................... 101
Division 6—Alerting and warning system requirements 102
11.19 Altitude alerting system and assigned altitude indicator................................................. 102
11.20 Aeroplane flown with inoperative altitude alerting equipment or assigned altitude indicator 102
11.21 Airborne collision avoidance system (ACAS).............................................................. 102
11.21A Transitional—ACAS.................................................................................................. 103
11.22 ACAS—requirements for use....................................................................................... 103
11.23 Flight with inoperative ACAS or TCAS....................................................................... 104
11.24 Terrain awareness and warning system (TAWS).......................................................... 104
11.24A Transitional TAWS/GPWS provision—CAO 20.18................................................. 105
11.25 Flight with inoperative TAWS equipment..................................................................... 106
11.26 Airborne weather radar equipment................................................................................ 106
11.27 Flight with inoperative airborne weather radar equipment............................................. 106
Division 7—Flight recorders 107
11.28 Definitions—flight recorders......................................................................................... 107
11.29 Flight data recorder........................................................................................................ 107
11.30 Cockpit voice recorder................................................................................................... 107
11.31 Combination recorders................................................................................................... 107
11.32 FDR, CVR and combination recorder technical requirements....................................... 108
11.33 Use of FDR, CVR and combination recorders.............................................................. 108
11.34 Flight with an inoperative FDR, CVR or combination recorder.................................... 109
11.35 Data link recorder.......................................................................................................... 110
Division 8—Aeroplane interior communication systems 113
11.36 Flight crew intercommunication system........................................................................ 113
11.37 Crew interphone system................................................................................................ 113
11.38 Public-address system................................................................................................... 114
Division 9—Oxygen equipment and oxygen supplies 115
11.39 Definitions for Division 9, Chapter 11.......................................................................... 115
11.40 Supplemental oxygen—pressurised aeroplanes............................................................. 115
11.41 Supplemental oxygen—unpressurised aeroplanes......................................................... 118
11.42 Oxygen masks usage requirements—pressurised aeroplane above FL 250.................. 118
11.43 Oxygen dispensing units for passengers in a pressurised aeroplane............................. 119
11.44 Protective breathing equipment—flight crew members................................................. 119
11.45 Portable protective breathing equipment........................................................................ 120
11.46 First-aid oxygen equipment—pressurised aeroplane..................................................... 120
Division 10—Emergency locator transmitters 122
11.47 Carriage of ELTs........................................................................................................... 122
11.48 ELT must be fitted or carried......................................................................................... 122
11.49 ELT—basic technical requirements............................................................................... 123
11.50 Automatic ELT.............................................................................................................. 123
11.51 Survival ELT................................................................................................................. 123
Division 11—Portable emergency equipment 125
11.52 Hand-held fire extinguishers......................................................................................... 125
11.53 First-aid kits.................................................................................................................. 126
11.54 Emergency medical kit................................................................................................... 127
11.55 Universal precaution kits............................................................................................... 127
11.56 Crash axe or crowbar.................................................................................................... 127
11.57 Megaphones.................................................................................................................. 128
Division 12—Equipment for flights over water 129
11.58 Sea anchors etc. and sound signals—seaplanes and amphibians................................... 129
11.59 Life jacket carriage requirements................................................................................... 129
11.60 Stowage of life jackets................................................................................................... 129
11.62 Life raft carriage requirements....................................................................................... 130
11.63 Stowage of life rafts...................................................................................................... 130
11.64 Underwater locating device (ULD)............................................................................... 131
Division 13—Transponders and surveillance equipment 132
11.65 Definitions..................................................................................................................... 132
11.66 Carriage of transponders and surveillance equipment.................................................... 134
11.67 Operation of transponders—general requirements........................................................ 135
11.68 Mode S transponders—specific requirements............................................................... 136
11.69 Alternate GNSS position source for ADS-B OUT—requirements............................... 138
11.70 Alternate ADS-B OUT equipment configuration—requirements.................................. 138
11.71 Aeroplane flown with no operative transponder............................................................ 139
Chapter 12—Flight crew training and checking 140
Division 1—Flight simulator use: specific aeroplane types 140
12.01 Requirement to use flight simulators for certain kinds of aeroplanes............................. 140
Division 2—Initial training for flight crew 141
12.02 Scope of Division 2, Chapter 12................................................................................... 141
12.03 Flight crew—training facilities and devices: initial training........................................... 141
12.04 Flight crew—position description and responsibilities training..................................... 141
12.05 Flight crew—effective communication and coordination............................................... 141
12.06 Flight crew—fire and smoke: initial training................................................................. 142
12.07 Flight crew—fatigue and fitness for duty...................................................................... 143
12.08 Flight crew—general-survival training.......................................................................... 143
12.09 Flight crew—water-survival training............................................................................. 143
12.10 Flight crew—first-aid training....................................................................................... 144
12.11 Flight crew—training for passenger handling............................................................... 144
12.12 Flight crew—training in the physiological effects of flying........................................... 145
Division 3—Conversion training requirements for flight crew 146
12.13 Scope of Division 3, Chapter 12................................................................................... 146
12.14 Flight crew—training facilities and devices: conversion training................................... 146
12.15 Flight crew—normal, abnormal and emergency procedures: conversion training......... 146
12.16 Flight crew—crew incapacitation procedures: conversion training................................ 148
12.17 Flight crew—doors and exits: conversion training........................................................ 148
12.18 Flight crew—evacuation slides etc................................................................................ 148
Division 4—Recurrent flight training for flight crew 150
12.19 Scope of Division 4, Chapter 12................................................................................... 150
12.20 Flight crew—recurrent flight training requirements....................................................... 150
Division 5—Part 121 proficiency check 152
Subdivision A—Part 121 proficiency check for pilots 152
12.21 Scope of Subdivision A, Division 5 of Chapter 12....................................................... 152
12.22 Proficiency check requirements..................................................................................... 152
12.23 Cruise-relief co-pilots—proficiency check requirements............................................... 154
Subdivision B—Part 121 proficiency check for flight engineers 155
12.24 Flight engineers—Part 121 proficiency check requirements.......................................... 155
Division 6—Annual emergency and safety equipment training for flight crew 156
12.25 Scope of Division 6, Chapter 12................................................................................... 156
12.26 Flight crew—training facilities and devices: annual training.......................................... 156
12.27 Flight crew—general requirements: annual emergency and equipment training............ 156
12.28 Flight crew—items of emergency and safety equipment............................................... 156
12.29 Flight crew—doors and other exits for passenger evacuation: annual training.............. 157
Division 7—The 3-yearly emergency and safety equipment training and checking requirements for flight crew 159
12.30 Scope of Division 7, Chapter 12................................................................................... 159
12.31 Flight crew—training facilities and devices: 3-yearly training....................................... 159
12.32 Flight crew—3-yearly emergency and safety equipment training.................................. 159
Chapter 13—Cabin crew training and checking 161
Division 1—English Language proficiency 161
13.01 Prescribed requirements for English language proficiency............................................ 161
13.02 English language tests, education or work experience................................................... 162
Division 2—Senior cabin crew members: training and checking 163
13.03 Scope of Division 2, Chapter 13................................................................................... 163
13.04 Senior cabin crew training............................................................................................. 163
13.05 Senior cabin crew competency checks........................................................................... 163
Division 3—Training facilities and devices 164
13.06 Scope of Division 3, Chapter 13................................................................................... 164
13.07 Training facilities—general requirements...................................................................... 164
13.08 Training devices—general requirements........................................................................ 164
13.09 Firefighting training facilities and devices..................................................................... 165
13.10 Water-survival training facilities.................................................................................... 165
13.11 Devices used for training on emergency or safety equipment......................................... 166
13.12 Cabin training devices etc. must be representative......................................................... 166
13.13 Devices for emergency evacuation and emergency exit training.................................... 167
Division 4—Initial training for cabin crew 168
13.14 Scope of Division 4, Chapter 13................................................................................... 168
13.15 Cabin crew—knowledge of aviation, regulations, duties and responsibilities............... 168
13.16 Cabin crew—effective communication and coordination............................................... 169
13.17 Cabin crew—fire and smoke: initial training................................................................. 169
13.18 Cabin crew—general-survival training.......................................................................... 170
13.19 Cabin crew—water-survival training............................................................................. 170
13.20 Cabin crew—first-aid training....................................................................................... 171
13.21 Cabin crew—training for passenger handling............................................................... 172
13.22 Cabin crew—training in the physiological effects of flying........................................... 172
Division 5—Conversion training for cabin crew 173
13.23 Scope of Division 5, Chapter 13................................................................................... 173
13.24 Cabin crew—fire and smoke: conversion training......................................................... 173
13.25 Cabin crew—doors and exits: conversion training........................................................ 173
13.26 Cabin crew—evacuation slides...................................................................................... 174
13.27 Cabin crew—crew incapacitation procedures................................................................ 175
13.28 Cabin crew—aircraft systems: conversion training....................................................... 175
13.29 Cabin crew—normal, abnormal and emergency procedures: conversion training......... 175
Division 6—Annual training for cabin crew 177
13.30 Scope of Division 6, Chapter 13................................................................................... 177
13.31 Cabin crew—general requirements: annual training...................................................... 177
13.32 Cabin crew—emergency and safety equipment: annual training.................................... 177
13.33 Cabin crew—doors and other exits for passenger evacuation: annual training.............. 178
13.34 Cabin crew—abnormal, emergency and safety procedures: annual training.................. 179
Division 7—Three-yearly training and checking for cabin crew 181
13.35 Three-yearly training requirements................................................................................ 181
Chapter 14—Emergency evacuation demonstrations and procedural requirements 182
Division 1—General emergency evacuation procedure requirements 182
14.01 Scope of Chapter 14...................................................................................................... 182
14.02 General requirements..................................................................................................... 182
14.03 Crew members, emergency exits and cabin configuration etc........................................ 182
Division 2—Aeroplanes carrying more than 44 passengers 183
14.04 Application etc............................................................................................................... 183
14.05 Emergency evacuation procedures................................................................................. 183
14.06 Requirement to conduct demonstrations........................................................................ 183
14.07 Demonstration requirements.......................................................................................... 184
14.08 Standards for demonstrations........................................................................................ 185
14.09 Manner of conducting demonstration............................................................................ 186
14.10 Demonstrations of ditching procedures only................................................................. 188
Notes to Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020... 189
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: 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:
“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).
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:
“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.”
BKN, in relation to amounts of cloud, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 refers to BKN as 5‑7 oktas of cloud.
cabin training device means a device that simulates an aeroplane or part of an aeroplane.
CAR means the Civil Aviation Regulations 1988.
CASR means the Civil Aviation Safety Regulations 1998.
Civil Aviation Order 100.7 means Civil Aviation Order 100.7 Instrument 2015, as in force from time to time.
clearway:
(a) for an aerodrome in Australian territory—has the meaning given in the Part 139 (Aerodromes) Manual of Standards 2019; or
(b) for an aerodrome in a foreign country—means the clearway for a runway at the aerodrome, declared in accordance with the relevant requirements of the national aviation authority of the country.
cloud ceiling: see the CASR Dictionary.
Note: The CASR Dictionary defines cloud ceiling as having “the same meaning as ceiling in Annex 2 to the Chicago Convention”. At the commencement of this instrument, Chapter 1 of the Annex included the following definition:
“Ceiling. The height above the ground or water of the base of the lowest layer of cloud below 6 000 metres (20 000 feet) covering more than half the sky.”
combination recorder: see the CASR Dictionary.
commuter type aeroplane means:
(a) an SFAR 41 aeroplane; or
(b) an aeroplane that is type certificated in the commuter category.
configuration maintenance and procedures standards document, or CMP document means a document, provided by the manufacturer of an aeroplane and as existing from time to time, that:
(a) specifies the minimum requirements for the aeroplane’s configuration, including any special inspections, flight crew procedures, hardware life limits, MMEL constraints and maintenance practices necessary to establish the suitability of the airframe/engine combination for extended diversion time operations; and
(b) is approved by the certification authority for the aeroplane.
contingency fuel: see section 7.03.
critical point means a point en route during a flight of an aeroplane, determined by the operator or the pilot in command for the flight before the flight commences, at which the aeroplane can:
(a) if it arrives at the point with adequate fuel to complete the flight to the planned destination aerodrome while maintaining the fuel required by subsection 7.05(3)—continue to that aerodrome; or
(b) otherwise—divert to an en-route alternate aerodrome while maintaining the fuel required by subsection 7.05(3).
CVR: see section 11.28.
DA means decision altitude.
destination alternate aerodrome means an alternate aerodrome that is a destination alternate (within the meaning of Annex 2 to the Chicago Convention).
destination alternate fuel: see section 7.02.
DH means decision height.
diversion time, in relation to an aeroplane and an EDTO, means the time it would take for the aeroplane to fly from a point on a route, occurring beyond the threshold distance for the aeroplane, to an adequate aerodrome for the aeroplane.
Note: The term adequate aerodrome is defined in the CASR Dictionary as follows:
“adequate aerodrome, in relation to a flight of an aeroplane, means an aerodrome that complies with the following:
(a)an authorised weather forecast for the aerodrome must be available for the aeroplane’s estimated time of use of the aerodrome;
(b)the aerodrome’s services and facilities must be operational for at least the estimated time of use;
(c)the landing distance available for the aeroplane must be at least the landing distance required under these Regulations for the aeroplane’s landing at the aerodrome;
(d)for an IFR flight—at least one authorised instrument approach procedure that is suitable for use by the aeroplane must be operational for at least the estimated time of use.”
(E)TSO, followed by an identifying letter and number, is a shorthand reference to both the TSO and the ETSO, each of which has the same identifying letter and number.
EDTO, or extended diversion time operation, means an operation in which an aeroplane is flown further from an adequate aerodrome for the aeroplane than the threshold distance for the aeroplane.
EDTO approval means an approval, mentioned in paragraph 121.035(1)(b) of CASR, to conduct extended diversion time operations using a particular aeroplane and airframe/engine combination.
Note: An approval mentioned in paragraph 121.035(1)(b) of CASR is granted under regulation 121.010 of CASR.
EDTO en‑route alternate aerodrome means an adequate aerodrome that is selected as an EDTO en‑route alternate aerodrome under section 4.19 for use in the event of a diversion during an EDTO.
EDTO entry point means the first point on a route at which an aeroplane exceeds the threshold distance from an adequate aerodrome.
EDTO significant system means:
(a) an aeroplane’s propulsion system; or
(b) any other aeroplane system:
(i) whose failure or degradation could adversely affect the safety of an EDTO flight conducted by the aeroplane; or
(ii) the functioning of which is important to continued safe flight and landing during a diversion.
ELT means emergency locator transmitter.
emergency exit trainer means a standalone device comprising an emergency exit and any other feature that is necessary to enable the device to be used to assess a crew member’s competence to operate the exit.
empty weight has the meaning given by subsection 2 of Civil Aviation Order 100.7.
en‑route alternate aerodrome means an alternate aerodrome that is an en-route alternate (within the meaning of Annex 2 to the Chicago Convention).
ETSO (short for European Technical Standard Order): see the CASR Dictionary.
FAA means the Federal Aviation Administration of the United States of America.
FDR: see section 11.28.
FEW, in relation to amounts of cloud, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 refers to FEW as 1‑2 oktas of cloud.
final reserve fuel means the amount of fuel:
(a) that is required to fly an aeroplane mentioned in column 1 of an item in the following table, calculated as follows:
(i) for the period mentioned in column 2 of the item;
(ii) at 1 500 ft above aerodrome elevation in ISA conditions;
(iii) at holding speed;
(iv) at the aeroplane’s estimated weight on arrival at the destination alternate aerodrome, or the planned destination aerodrome if no destination alternate aerodrome is required for the flight; and
(b) which is usable fuel that is remaining on completion of the final landing at the aerodrome.
Final reserve fuel requirements Item Column 1 Column 2 Aeroplane Final reserve fuel flight time 1 A turbine-engine aeroplane 30 minutes 2 A piston-engine aeroplane 45 minutes
FL is short for flight level (see the CASR Dictionary).
flight manual: see the CASR Dictionary.
flight recorder: see section 11.28.
GAF, or graphical area forecast, means an authorised weather forecast that:
(a) is issued by the Bureau of Meteorology; and
(b) is a forecast of the weather conditions within a specific geographical area published in the AIP.
Note: At the commencement of this instrument the AIP document containing these geographical areas was the Planning Chart Australia.
GAMET area forecast has the same meaning as in Annex 3, Meteorological Service for International Air Navigation, to the Chicago Convention.
Note: At the commencement of this instrument, Chapter 1 of Annex 3 included the following definition:
“GAMET area forecast. An area forecast in abbreviated plain language for low-level flights for a flight information region or sub-area thereof, prepared by the meteorological office designated by the meteorological authority concerned and exchanged with meteorological offices in adjacent flight information regions, as agreed between the meteorological authorities concerned.”
GBAS means ground-based augmentation system.
GBAS landing system, or GLS, has the same meaning as in ICAO Document 8168, Volume 1.
Note: At the commencement of this instrument, ICAO Document 8168 defined GBAS landing system to be:
“a system for approach and landing operations utilizing GNSS, augmented by a ground-based augmentation system (GBAS), as the primary navigational reference”.
GNSS means the global navigation satellite system.
GPWS means ground proximity warning system.
gross flight path means the flight path that an aeroplane will follow when flown in a particular configuration, in accordance with specified procedures in relevant conditions, and that is established, from the aeroplane’s performance data, as representing the average fleet performance of the aeroplane type.
holding fuel means the amount of fuel required by an aeroplane to fly for the period of time anticipated for holding (taking into account the operating conditions), calculated at the holding fuel consumption rate established for the aeroplane for the anticipated meteorological conditions or ISA.
ICAO Document 8168 means ICAO Document 8168 (Procedures for Air Navigation Services – Aircraft Operations Volume 1 Flight Procedures) approved and published by decision of the Council of the International Civil Aviation Organization, as in force from time to time.
ICAO Document 8896 means ICAO Document 8896 (Manual of Aeronautical Meteorological Practice) approved and published by decision of the Council of the International Civil Aviation Organization, as in force from time to time.
ICAO landing forecast means an authorised weather forecast that meets the requirements of standard 6.3 of Annex 3 to the Chicago Convention.
Note: The term authorised weather forecast is defined in the CASR Dictionary.
ILS means instrument landing system.
in-flight shutdown means an engine of an aeroplane:
(a) ceasing to function normally in flight for any reason; and
(b) shutting down, whether the shutting down is:
(i) self-induced; or
(ii) initiated by a crew member; or
(iii) caused by some other external influence.
inoperative: see the CASR Dictionary.
ISA means International Standard Atmosphere.
isolated destination aerodrome: see section 4.03.
landing distance available means:
(a) for landing an aeroplane at a certified aerodrome—the distance declared by the aerodrome operator as available and suitable for the ground run of the aeroplane when it lands at the aerodrome; and
(b) for landing an aeroplane at an aerodrome other than a certified aerodrome—the distance established by the aeroplane operator as available and suitable for the ground run of the aeroplane when it lands at the aerodrome.
LNAV means lateral navigation.
LP means localiser performance.
LPV means localiser performance with vertical navigation.
maximum diversion time means the maximum time approved by CASA for an operator to conduct an EDTO using a particular aeroplane and airframe/engine combination.
maximum zero fuel weight, of an aeroplane, means the maximum weight for the aeroplane, not including disposable fuel or oil, that is set out in:
(a) the type certificate data sheet for the aeroplane; or
(b) the aeroplane’s flight manual.
MDA means minimum descent altitude.
MDH means minimum descent height.
MLS means microwave landing system.
navigation specification has the meaning given by subsection 1.07(6) of the Part 91 MOS.
net flight path means the gross flight path reduced in elevation or extended in length by margins stated in subparagraphs 9.04(7)(e)(i) to (iii).
Note: The margins are to allow for factors such as deterioration in aeroplane performance and variations in pilot techniques in relating aeroplane performance to obstacle clearance.
NM means nautical miles.
non‑precision approach procedure, or NPA, means an instrument approach procedure designed for 2D instrument approach operations.
operative, for anything, means the thing is not inoperative.
Note: The term inoperative is defined in the CASR Dictionary.
OVC, in relation to cloud, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 refers to OVC as 8 oktas of cloud.
PBN, or performance-based navigation, has the meaning given by subsection 1.07(6) of the Part 91 MOS.
point of in-flight replanning means a point en route during a flight of an aeroplane, determined by the operator for the flight before the flight commences, at which the aeroplane can:
(a) if it arrives at the point with adequate fuel to complete the flight to the planned destination aerodrome while maintaining the fuel required by subsection 7.05(2)—continue to that aerodrome; or
(b) otherwise—divert to an en‑route alternate aerodrome while maintaining the fuel required by subsection 7.05(3).
precision approach procedure means an instrument approach procedure based on an ILS, an MLS, a GLS or an SBAS CAT 1, and which is designed for 3D instrument approach operations.
presumed temperature, at an aerodrome, in relation to an aeroplane take-off, means the most limiting of the following:
(a) the ambient temperature;
(b) the temperature assumed to be the ambient temperature determined using the procedures, contained in an aeroplane operator’s exposition, for estimating the ambient temperature at take-off for the purpose of determining take-off performance.
quick donning mask: see section 11.39.
removable equipment has the meaning given by subsection 2 of Civil Aviation Order 100.7.
resolution advisory, or RA (for an ACAS), has the meaning given by subsection 11.21(1).
RNAV specification has the meaning given by subsection 1.07(6) of the Part 91 MOS.
RNP APCH-LNAV means the conduct of an RNP APCH using LNAV minima.
RNP APCH-LNAV/VNAV means the conduct of an RNP APCH
RNP APCH-LP means the conduct of an RNP APCH using LP minima.
RNP APCH-LPV means the conduct of an RNP APCH using LPV minima.
RNP specification has the meaning given by subsection 1.07(6) of the Part 91 MOS.
runway has the meaning given by the Part 139 (Aerodromes) Manual of Standards 2019.
SBAS means satellite-based augmentation system.
SBAS CAT 1, in relation to an instrument approach procedure, means SBAS Category 1.
SCT, in relation to amounts of cloud, has the same meaning as in ICAO Document 8896.
Note: At the commencement of this instrument, ICAO Document 8896 refers to SCT as 3‑4 oktas of cloud.
SFAR 41 means Special Federal Aviation Regulation 41 of the United States of America, as in force on 12 September 1983.
Note: At the commencement of this instrument, a copy of SFAR 41, as in force on 12 September 1983, was available at: 41 aeroplane means an aeroplane that:
(a) is certificated as a normal category aircraft; and
(b) is an aeroplane in relation to which an applicant under part 4(c) of SFAR 41 would be entitled to a type certificate amendment or a supplemental type certificate that shows compliance with Annex 8 to the Chicago Convention in relation to the aeroplane, if SFAR 41 were still in force; and
(c) is operated in accordance with flight manual instructions that specify performance standards that are at least equivalent to the standards set out in Annex 8 to the Chicago Convention.
stopway:
(a) for an aerodrome in Australian territory, means a defined rectangular area on the ground at the end of the take-off run available, prepared as a suitable area:
(i) in which an aircraft can be stopped in the case of an abandoned take‑off; and
(ii) that meets the requirements in relation to a stopway in the Part 139 (Aerodromes) Manual of Standards 2019, as in force from time to time; or
(b) for an aerodrome in a foreign country, means a defined area on the ground at the end of the take-off run available, prepared as a suitable area:
(i) in which an aircraft can be stopped in the case of an abandoned take‑off; and
(ii) that meets the relevant requirements (however described), as in force from time to time, of the national aviation authority in relation to a stopway.
survival ELT has the meaning given by section 11.51.
TAF3 means an aerodrome forecast:
(a) issued by the Bureau of Meteorology for an aerodrome within Australian territory; and
(b) that contains the text “TAF3” in the remarks section of the forecast.
take-off alternate aerodrome means an alternate aerodrome that is a take-off alternate (within the meaning of Annex 2 to the Chicago Convention).
take-off distance available means the total of:
(a) the length of the take-off run available at an aerodrome; and
(b) if a clearway is provided at the aerodrome—the length of the clearway.
take-off distance required, for an aeroplane, means the take-off distance for the aeroplane calculated in accordance with the relevant requirements in the flight manual instructions for the aeroplane.
take-off run available, for take-off at an aerodrome, means:
(a) if the aerodrome is a certified aerodrome—the distance declared by the aerodrome operator in the AIP as available and suitable for the ground run of an aeroplane taking off; and
(b) if the aerodrome is not a certified aerodrome—the distance established by the operator of an aeroplane as available and suitable for the ground run of an aeroplane taking off.
take-off run required, for an aeroplane, means the take-off run for the aeroplane calculated in accordance with the relevant requirements stated in the aeroplane’s flight manual.
TAWS means terrain awareness and avoidance system.
taxi fuel means the amount of fuel expected to be used by an aeroplane before take-off, taking into account:
(a) local conditions at the departure aerodrome; and
(b) auxiliary power unit consumption, if applicable.
threshold distance, in relation to an aeroplane, means the distance mentioned in subparagraph 121.030(1)(b)(ii) of CASR for the aeroplane.
Note: The table in regulation 121.030 (1) of CASR sets out the threshold distance for an aeroplane described in an item in column 1 of the table, being a distance from an adequate aerodrome for the aeroplane measured by the time required for the aeroplane to achieve that distance if flying at the speed mentioned in the item for the aeroplane.
time-limited system means any EDTO significant system:
(a) on whose availability the duration of a flight of an aeroplane depends; and
(b) whose capacity has a time limit.
traffic advisory, or TA (for an ACAS): see subsection 11.21(1).
trip fuel means the amount of fuel required to enable an aeroplane to fly from any point along the route until landing at an aerodrome, including (as applicable):
(a) fuel for take-off and climb from the departure aerodrome to initial cruising level or altitude, taking into account the expected departure routing; and
(b) fuel for cruise from top of climb to top of descent, including any step climb or descent; and
(c) fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and
(d) fuel for executing an approach and landing.
TSO (short for Technical Standard Order of the FAA): see the CASR Dictionary.
unforeseen factors means factors that could have an influence on an aeroplane’s fuel consumption to the planned destination aerodrome, including:
(a) the aeroplane’s deviation from the expected fuel consumption data for an aeroplane of that type; and
(b) extended delays and deviations from planned routings or cruising levels.
VNAV means vertical navigation.
VOR means VHF omnidirectional radio range.
V1 means the take-off decision speed.
V1 (wet) means a reduced V1, not below VMCG, established for use on a wet or contaminated runway.
V2 means the take-off safety speed which is the target speed to be attained at the 35 ft height following an engine failure after V1.
Note: The 35 ft height is also known as reference zero, which is also the point at which the take-off distance ends.
VEF means the take-off engine failure speed established by the certification basis for the aeroplane.
VMCG has the meaning given by regulation 25.149 of the FARs, as in force from time to time.
(2) See section 11.65 for the definitions in this instrument of words and phrases appearing in Division 13 of Chapter 11 (Transponders and surveillance equipment).
(3) In this instrument, a reference to a class of airspace means the volumes of airspace of that class, as determined by CASA in or under the Determination of Airspace and Controlled Aerodromes Etc. (Designated Airspace Handbook) Instrument, as in force from time to time.
Note: The Determination of Airspace and Controlled Aerodromes Etc. (Designated Airspace Handbook) Instrument is a legislative instrument that is revised and reissued by CASA approximately every 6 months. Airspace details from the Determination in force at any particular time are also published by Airservices Australia in the Designated Airspace Handbook available free online at (4) In this instrument, a reference to an Annex to the Chicago Convention is a reference to that Annex as in force from time to time.
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
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 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;
(b) the aeroplane’s type certificate or foreign type certificate covers an EDTO for at least the diversion time requested;
(c) the CMP document for the aeroplane permits an EDTO with the diversion time requested.
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
(b) for a 3- or 4‑engine aeroplane—is not required:
(i) by the aeroplane manufacturer for one-engine-inoperative procedures or depressurisation procedures; or
(ii) for a time-limiting EDTO significant system (if any).
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
(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
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
(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
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.
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.
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.
2.17 Additional flight planning limitations—EDTO beyond 180 minutes
(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.
Limits of most limiting time-limited system for 2‑engine aeroplane
(3) If the aeroplane is a 2‑engine aeroplane, the time required by the aeroplane to fly the distance to a planned EDTO en‑route alternate aerodrome:
(a) measured at the one‑engine‑inoperative 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 most limited time-limited system (other than the 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
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) the communications facilities required for the flight under paragraph 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
(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
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;
then, all available means of communication must be used by the flight crew to ensure assistance by the flight dispatcher:
(c) to re-evaluate the aeroplane’s capability to ensure that the flight can safely continue into the EDTO area of operation; and
(d) to update or revise the flight plan following the re-evaluation.
Requirements before proceeding beyond EDTO entry point
(4) The pilot in command of an aeroplane conducting an EDTO flight must not proceed beyond an EDTO entry point unless:
(a) the latest aerodrome forecast, or ICAO landing forecast, indicates that each aerodrome selected as an EDTO en‑route alternate aerodrome will satisfy the requirements of paragraph 4.19(1)(c); and
(b) the aerodrome forecast, or ICAO landing forecast, for each aerodrome selected as an EDTO en-route aerodrome, indicates that the forecast wind component for the aerodrome, at the estimated time of use mentioned in section 4.05 for the aerodrome, including gusts, for the runway expected to be used, is the lesser of:
(i) the maximum demonstrated crosswind specified in the aircraft flight manual instructions for the aeroplane; and
(ii) the maximum demonstrated crosswind specified (if any) in the aircraft flight manual instructions for landing with one engine inoperative; and
(c) no other event has occurred that makes the aerodrome unusable.
(5) The pilot in command of a 2-engine aeroplane conducting an EDTO flight must ensure the aeroplane complies with the in-flight operational requirements of the CMP document for the EDTO flight before the aeroplane proceeds beyond the EDTO entry point.
Significant changes at EDTO en-route alternate aerodrome
(6) Subsection (7) applies if, during an EDTO flight:
(a) the authorised weather forecast is revised to be below the landing minima for the expected approach during the expected time of use of an EDTO en‑route alternate aerodrome; or
(b) any other event occurs that makes the aerodrome unusable.
(7) After an aeroplane conducting an EDTO flight proceeds beyond the EDTO entry point, and before passing the exit point, the pilot in command must:
(a) evaluate the significant changes in conditions, mentioned in subsection (6), at the EDTO en-route alternate aerodrome; and
(b) continue the planned flight only if satisfied that doing so would be no less safe than an alternative course of action.
Initiating diversion
(8) If there is an in‑flight shutdown of an engine during the flight, the pilot in command must promptly initiate a diversion to the nearest aerodrome (measured by the time it would take to fly to the aerodrome) that is determined by the pilot in command to be suitable, taking account of the safe operation of the aeroplane.
(9) If there is a single or multiple primary system failure during the flight, the pilot in command must:
(a) initiate a diversion to the nearest aerodrome (measured by the time it would take to fly to the aerodrome) that is determined by the pilot in command to be suitable, taking into account the safe operation of the aeroplane; or
(b) in the case only that the pilot in command determines no substantial degradation of safety would result—continue the planned flight.
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.
2.24 Quarterly EDTO summary reports—2‑engine aeroplanes
(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;
that will report on the matters in subsection (2) for each aeroplane of that type, model and airframe/engine combination operated by the operator under the approval.
(2) For subsection (1), the matters are as follows:
(a) the number of flights conducted and the hours flown by the aeroplane;
(b) for each aircraft engine of the aeroplane—the number of flights conducted and total hours flown with the engine;
(c) for each flight conducted by the aeroplane during the 3-month period—any interruptions, delays or cancellations occurring due to technical reasons;
(d) any unscheduled termination or diversion from a route caused by an actual or suspected technical malfunction;
(e) in-flight shutdown rates;
(f) any defects or events reported or recorded by a flight crew member using the exposition procedures required by regulation 121.120 of CASR or reported under section 2.20;
(g)systems defects that have exceeded their alerts levels;
(h) use of the aeroplane’s MEL;
(i) unscheduled component removals.
(3) If a summary report for a 3-month period is requested by CASA, the operator must make the report available within 14 days of CASA’s request.
(4) The requirement to prepare a summary report in relation to an aeroplane mentioned in subsection (1) is met if:
(a) the operator has an approved reliability program (within the meaning of regulation 42.015 of CASR) in relation to the aeroplane; and
(b) the reliability program requires the operator to provide CASA with quarterly reports; and
(c) the operator reports against the matters mentioned in subsection (2) in relation to the aeroplane, in the quarterly reports prepared for the reliability program.
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.
(3) In this section:
equal time point means a point along the route that is located at the same flight time from two aerodromes.
Note: See section 1.04 for the definition of critical point.
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 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) Also, despite paragraph (1)(a), if:
(a) a checklist of the aeroplane’s normal, abnormal and emergency procedures mentioned in paragraph (b) of the definition of aircraft flight manual instructions in the CASR Dictionary is 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 in the checklist;
then the document may be carried on board the aeroplane in place of the checklist.
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 airworthiness and certificate of registration;
(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.
For the purposes of paragraph 121.100(a) of CASR, if the flight is a passenger transport operation, a copy of the passenger list for the flight is prescribed.
Division 2—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 3.04—Information about emergency and survival equipment Item
Column 1
Item of equipment
Column 2
Information
1 A life raft The number, colour and type of each life raft carried on the flight 2 A signalling device The number, colour and type of each pyrotechnic signalling device carried on the flight 3 An emergency medical kit Details of each emergency medical kit carried on the flight 4 A survival ELT The type and frequency of each survival ELT carried on the flight 5 Water supplies carried as an item of survival equipment Details of the water supplies carried on the flight
Chapter 4—Flight preparation (Part 121 alternate aerodromes) requirements
Division 1—Preliminary
4.01 Scope of Chapter 4
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
(a) the crew member has completed a descent when undertaking conversion training for an aeroplane of a different aeroplane type with the same operator; and
(b) any difference in the characteristics of the evacuation slide used for that descent (such as height or width of the slide, or angle of the slide with respect to the ground) are not significant enough to affect the outcomes of the training regarding the crew member’s competency to perform a descent using an evacuation slide for the relevant aeroplane.
13.27 Cabin crew—crew incapacitation procedures
(1) Conversion training for a cabin crew member and an aeroplane of the aeroplane type must include training on:
(a) how cabin crew are to respond in the event of crew incapacitation during normal, abnormal and emergency situations; and
(b) the aeroplane type specific elements and conditions relevant to the response.
(2) The training must include instruction on how to operate any equipment fitted to, or carried on, the aeroplane that relates to treating an incapacitated crew member (for example, flight crew seats, flight deck oxygen).
(3) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that allow practice in what has been covered by the training.
13.28 Cabin crew—aircraft systems: conversion training
(1) Conversion training for a cabin crew member for an aeroplane type must include training on the location and use of the aircraft systems of an aeroplane of the aeroplane type, that are relevant to the duties of a cabin crew member.
(2) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that allow practice in what has been covered by the training.
13.29 Cabin crew—normal, abnormal and emergency procedures: conversion training
(1) Conversion training for a cabin crew member for an aeroplane type must include training on the operator’s normal, abnormal and emergency procedures for an aeroplane of the aeroplane type.
(2) The training must cover standard operating procedures that relate to the cabin crew member’s safety-related duties and responsibilities during normal day‑to‑day operations, including the following:
(a) safety procedures for normal operations;
(b) management of the cabin environment;
(c) procedures for turbulence;
(d) the operation of equipment and aircraft systems;
(e) management of, and assistance to, the passengers;
(f) communication and coordination with crew members and other personnel who have safety-related duties (for example, ground crew);
(g) security requirements and procedures.
(3) The training must cover emergency procedures for abnormal and emergency situations in flight and on the ground, including the following:
(a) firefighting;
(b) smoke or fumes in the cabin;
(c) cabin pressurisation problems and decompression;
(d) unlawful interference;
(e) anticipated and unanticipated landing or ditching;
(f) rapid disembarkation;
(g) evacuation on land and water;
(h) crew communication and coordination (within the meaning of subsection 13.16(1));
(i) passenger handling and crowd control.
(4) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that allow the crew member to practice what is covered by the training.
Division 6—Annual training for cabin crew
13.30 Scope of Division 6, Chapter 13
This Division:
(a) is made for subregulation 121.725(1) of CASR; and
(b) prescribes requirements for annual training for a cabin crew member in relation to an operator and an aeroplane type.
Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to cabin crew members:
(a) a cabin crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and
(b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.
13.31 Cabin crew—general requirements: annual training
Annual training mentioned in this Division must, in relation to any emergency or safety equipment covered by the training:
(a) give a general description of the equipment;
(b) instruct about pre-flight serviceability of the equipment;
(c) instruct about the operation of the equipment;
(d) instruct about the conditions required for the operation of the equipment;
(e) instruct on the operational limitations of the equipment and duration of use;
(f) instruct on precautions for use of the equipment;
(g) instruct about the failure modes of the equipment;
(h) instruct about the location of the equipment;
(i) instruct on the relevant communication and coordination activities with crew members and other personnel.
13.32 Cabin crew—emergency and safety equipment: annual training
(1) Annual training for a cabin crew member must include training on emergency or safety equipment to which this section applies.
(2) This section applies to each of the following items of emergency or safety equipment fitted to, or carried on, an aeroplane of the aeroplane type in relation to which the cabin crew member has been assigned duties (the first-mentioned aeroplane):
(a) survival equipment required under section 11.13;
(b) signalling equipment required under section 11.13;
(c) oxygen equipment required under Division 9 of Chapter 11;
(d) a survival ELT required under Division 10 of Chapter 11;
(e) each item of portable equipment required under Division 11 of Chapter 11;
(f) life jackets required under section 11.59;
(g) life rafts required under section 11.62.
(3) If:
(a) the crew member is assigned to duty on another aeroplane of the aeroplane type; and
(b) an item of emergency or safety equipment fitted to, or carried on, the other aeroplane is different to any of the items fitted to, or carried on, the first‑mentioned aeroplane;
then subsection (1) applies to that item of equipment.
(4) If life jackets are carried on an aeroplane of the aeroplane type in relation to which the crew member has duties, the training must include donning of life jackets.
(5) If an aeroplane of the aeroplane type in relation to which the crew member has duties carries portable supplemental oxygen, first-aid oxygen or protective breathing equipment—the training must include donning of the equipment.
(6) The training must include a practical component in which the cabin crew member:
(a) practices handling the equipment to which this section applies (other than the equipment mentioned in subsection (7)); and
(b) participates in simulated realistic scenarios that allow practice in what has been covered by the training as it relates to the equipment.
(7) The requirements in subsection (6) do not apply in relation to:
(a) life rafts, slide rafts, survival ELTs or signalling equipment; or
(b) if other survival equipment has been determined by the operator, using the procedures mentioned in regulation 121.340 of CASR, for an aeroplane of the aeroplane type in relation to which the cabin crew member has been assigned duties—that equipment.
Note: Training that requires the use of emergency and safety equipment must use equipment that is representative: see section 13.11.
13.33 Cabin crew—doors and other exits for passenger evacuation: annual training
Application
(1) This section applies to a normal and emergency exit:
(a) fitted to an aeroplane of the aeroplane type in relation to which the cabin crew member has been assigned duties (the first-mentioned aeroplane); and
(b) that enables passenger evacuation (a passenger evacuation exit).
(2) If:
(a) the crew member is assigned to duty on another aeroplane of the aeroplane type; and
(b) a passenger evacuation exit on the aeroplane is different to any of the passenger evacuation exits on the first-mentioned aeroplane;
then this section also applies to that exit.
Training on operating the exits and evacuation procedures
(3) Annual training for the crew member must cover:
(a) the operation of each of the exits to which this section applies in normal and emergency mode; and
(b) the evacuation procedures that relate to using the exits for passenger evacuation.
Means for assisting evacuation
(4) The training must include instruction on use of the means for assisting evacuation on the aeroplane to which the exit is fitted (for example, escape ropes or evacuation slides).
Practical component
(5) The training must include a practical component in which the cabin crew member:
(a) operates and opens, in normal and emergency mode, the exits for which the cabin crew member has been assigned responsibility, as required by the operator’s evacuation procedures; and
(b) participates in simulated realistic scenarios that allow practice in what has been covered by the training.
Flight crew compartment security door
(6) The training must also include:
(a) instruction on the operation of the flight crew compartment security door fitted to the first-mentioned aeroplane; and
(b) if:
(i) the cabin crew member is assigned to duty on another aeroplane of the aeroplane type (the second-mentioned aeroplane); and
(ii) the flight crew compartment security door on the second-mentioned aeroplane is different to the one fitted on the first-mentioned aeroplane;
instruction on the operation of the door fitted to the second-mentioned aeroplane.
13.34 Cabin crew—abnormal, emergency and safety procedures: annual training
(1) Annual training for a cabin crew member for an aeroplane type must include training on the operator’s abnormal, emergency and safety-related procedures for an aeroplane of the aeroplane type.
(2) The training must cover safety-related procedures for the following:
(a) stowage of articles in the cabin;
(b) turbulence;
(c) the operation of equipment and aircraft systems that are relevant to the duties of a cabin crew member;
(d) the physiological effects of flying, including hypoxia, oxygen requirements, pressurisation in the atmosphere and the cabin, effects of pressure changes on the body and time of useful consciousness;
(e) the provision of first aid on an aeroplane and treatment of the physiological effects of flying, including the use of equipment for the purpose;
(f) communication and coordination with crew members and other personnel who have safety-related duties (for example, ground crew);
(g) security requirements and procedures.
(3) The training must cover emergency procedures for abnormal and emergency situations in flight and on the ground, including the following:
(a) firefighting;
(b) smoke or fumes in the cabin;
(c) cabin pressurisation problems and decompression;
(d) unlawful interference;
(e) anticipated and unanticipated landing or ditching;
(f) rapid disembarkation;
(g) evacuation on land and water;
(h) crew communication and coordination (within the meaning of subsection 13.16(1));
(i) crew incapacitation;
(j) passenger handling and crowd control.
(4) The training must also cover:
(a) post-accident survival techniques on land and water and the use of related survival equipment; and
(b) reviewing incidents and accidents that are relevant to the operator and a flight of the aeroplane.
(5) The training must include a practical component in which the cabin crew member participates in simulated realistic scenarios that collectively allow practice in at least the following matters covered by the training:
(a) crew communication and coordination;
(b) firefighting;
(c) cabin pressurisation problems and decompression;
(d) crew incapacitation;
(e) evacuation on land and on water.
Division 7—Three-yearly training and checking for cabin crew
13.35 Three-yearly training requirements
(1) This section:
(a) is made for subregulation 121.735(1) of CASR; and
(b) prescribes requirements for 3-yearly training for a cabin crew member in relation to the operator of an aeroplane and the aeroplane type.
Note: Provisions in Part 119 of CASR relating to human factors and non-technical skills also affect the training that an operator is required to provide to cabin crew members:
(a) a cabin crew member must meet the requirements in the operator’s exposition about training in human factors principles and non-technical skills before carrying out a duty of the person’s position: see regulation 119.180 of CASR; and
(b) regulation 119.175 of CASR requires the operator to have a program for training and assessing its operational safety-critical personnel in human factors principles and non-technical skills.
(2) Three-yearly training must include the following:
(a) training in the method of opening the flight crew compartment security door (if any) in emergency mode;
(b) practical training in the operation of any other exit on the aeroplane that enables passenger evacuation and is not covered by the training in section 13.33;
(c) training in the use of the means for assisting evacuation in relation to an exit mentioned in paragraph (b) (for example, escape ropes or evacuation slides);
(d) if life rafts are, under section 11.62, required to be carried on the aeroplane—practical training in the use of a life raft and its associated equipment;
(e) practical training in the use of a survival ELT, and any other signalling equipment, fitted to, or carried on, the aeroplane;
(f) practical training in the use of the flight crew seats, restraint system and oxygen system fitted to, or carried on, the aeroplane, for the purpose of responding to pilot incapacitation;
(g) training on firefighting that requires the cabin crew member to complete a simulated firefighting exercise:
(i) using all of the firefighting equipment for the cabin crew member’s duties on the aeroplane, including the donning and use of protective clothing and protective breathing equipment; and
(ii) which, on and after 2 December 2023, must be conducted in a smoke‑filled or simulated smoke-filled environment.
Note: Practical training that uses a firefighting simulated exercise must meet the requirements in subsection 13.09(1).
Chapter 14—Emergency evacuation demonstrations and procedural requirements
Division 1—General emergency evacuation procedure requirements
14.01 Scope of Chapter 14
This Chapter:
(a) is made for subregulation 121.755(1) of CASR; and
(b) prescribes requirements for emergency evacuation procedures in relation to an aeroplane and a flight.
14.02 General requirements
The emergency evacuation procedures must:
(a) account for the aeroplane carrying the number of passengers that corresponds to the aeroplane’s maximum operational passenger seat configuration; and
(b) provide for evacuations on ground and in water (ditching); and
(c) be realistic, capable of being practically accomplished and such as to ensure that any reasonably anticipated emergency can be adequately handled; and
(d) take into consideration the possible incapacitation of individual crew members.
14.03 Crew members, emergency exits and cabin configuration etc.
The emergency evacuation procedures must be appropriate having regard to the following matters:
(a) the number of crew members;
(b) the locations on the aeroplane at which a crew member is assigned;
(c) the emergency evacuation duties and procedures assigned to each crew member;
(d) the number, location, type of emergency exit or type of opening mechanism on an emergency exit available for evacuation in the aeroplane;
(e) if the aeroplane is required by section 11.62 to carry one or more life rafts—the location of life rafts;
(f) the way the passenger cabin interior configuration affects the emergency evacuation of passengers.
Division 2—Aeroplanes carrying more than 44 passengers
14.04 Application etc.
(1) This Division applies in relation to an aeroplane that has a maximum operational seating configuration of more than 44 passengers.
(2) The requirements of this Division are in addition to the requirements in Division 1 of this Chapter.
14.05 Emergency evacuation procedures
(1) An operator’s emergency evacuation procedures for an aeroplane must ensure the crew members can achieve an evacuation capability at least equivalent to that achieved in an emergency evacuation demonstration that:
(a) was conducted by the aeroplane’s manufacturer for the purpose of the type certification of the aeroplane; and
(b) meets the requirements of regulation 25.803 of the FARs, CS-25.803, or other requirements that CASA approves, in writing, as being of an equivalent standard.
(2) If the aeroplane is required under section 11.62 to carry one or more life rafts, the emergency evacuation procedures related to the ditching of the aeroplane must ensure the removal of rafts and the evacuation of the occupants of the aeroplane will be conducted in an orderly and expeditious manner.
(3) The emergency exits identified as being the primary responsibility of cabin crew members for the purposes of the emergency evacuation demonstration mentioned in subsection (1) must continue to be required, by the emergency evacuation procedures for the aeroplane, to be the primary responsibility of cabin crew members.
(4) To avoid doubt, the requirement in subsection (3) does not prevent additional emergency exits becoming the primary responsibility of cabin crew members under the emergency evacuation procedures.
14.06 Requirement to conduct demonstrations
(1) An operator must demonstrate to CASA the emergency evacuation procedures for an aeroplane to the extent required by this Division.
Note: The demonstration of emergency evacuation procedures required by this Division is a demonstration commonly understood to be a “partial” emergency evacuation demonstration. This is because it is not the full emergency evacuation demonstration that is required as part of an aircraft’s initial type certification.
(2) A demonstration of the emergency evacuation procedures in relation to an aeroplane must be conducted:
(a) before the type and model of aeroplane is operated in an Australian air transport operation by an operator; and
(b) before the aeroplane is operated under an Australian air transport AOC following a change listed below that has not previously been demonstrated to CASA for the aeroplane:
(i) a reduction in the number of cabin crew members assigned to duty for the aeroplane;
(ii) a change to the locations on the aeroplane at which a cabin crew member is assigned, or to the crew’s emergency evacuation duties and procedures;
(iii) a change to the number, location, type of emergency exit or type of opening mechanism on an emergency exit that is available for evacuation of the aeroplane.
Ditching procedures
(3) If the aeroplane is required under section 11.62 to carry one or more life rafts, CASA may require the operator, by notice in writing, to conduct a demonstration of the procedures related to the ditching of the aeroplane (the ditching procedures).
(4) In considering whether to require a demonstration of the ditching procedures, CASA may take into account:
(a) the availability and realism of facilities, cabin training devices and equipment used by the operator for training crew members on emergency and safety equipment and emergency procedures; and
(b) any ditching demonstrations the operator has carried out on an aeroplane of a similar type; and
(c) any other factor CASA considers relevant.
(5) A demonstration of ditching procedures may be conducted:
(a) during the emergency evacuation demonstration required under subsection (2); or
(b) at another time, as directed by CASA.
Note: As a matter of normal practice, CASA will work with an operator to identify a mutually agreeable time and place for the demonstration of ditching procedures. Ultimately, CASA can provide a direction as to the time and place even where no such agreement can be reached.
14.07 Demonstration requirements
(1) A demonstration to CASA of the emergency evacuation procedures of the aeroplane, including the ditching procedures if required under subsection 14.06(3), must be conducted in simulated emergency conditions.
(2) Each crew member who participates in the demonstration must:
(a) have assigned duties for the type and model of aeroplane; and
(b) have been selected at random by CASA from a list of crew for the aeroplane compiled by the operator:
(i) for the purpose of testing the procedures with members of the crew who do not have an above average level of experience or exposure to emergency evacuation requirements; and
(ii) given to CASA; and
(c) have been assessed by the operator as competent to perform duties relevant to carrying out the emergency evacuation procedures and associated safety briefings for the type and model of aeroplane.
(3) The operator must not cause the demonstration to have been practiced, rehearsed with, or described to, a participant, except as mentioned in subsection (4).
(4) For the purposes of subsection (3), a participant may be advised only that he or she will be participating in an evaluation of safety procedures.
14.08 Standards for demonstrations
(1) CASA must be satisfied that the emergency evacuation procedures for an aeroplane would enable the crew members to achieve the requirement in subsection 14.05(1).
(2) A demonstration of the emergency evacuation procedures for the aeroplane must also meet the following standards:
(a) the cabin crew members, using the operator’s emergency evacuation procedures, must:
(i) open 50% of the required floor level emergency exits; and
(ii) open 50% of the required non-floor level emergency exits;
(b) the emergency exits opened for the purposes of paragraph (a) must not include an exit if CASA has (for the purposes of the demonstration) identified that an unsafe condition exists outside the exit;
(c) the emergency exits must be ready for use within 15 seconds from the prearranged signal notified to the operator.
(3) For the purposes of subsection (2), an emergency exit is a required emergency exit if:
(a) it was present at the time of the emergency demonstration evacuation mentioned in subsection 14.05(1) for the aeroplane; and
(b) the operator’s procedures provide that the opening of the exit is a primary responsibility of a cabin crew member.
Note: The emergency demonstration evacuation mentioned in subsection 14.05(1) is a full evacuation demonstration conducted for the purposes of the certification of the aeroplane.
(4) An emergency exit is ready for use within 15 seconds if:
(a) the emergency exit has been fully opened; and
(b) any other means required for a passenger to reach the ground using the exit (for example, an evacuation slide) would be ready within that time; and
(c) where those means are not physically deployed—the time it would take to deploy them for the use of the emergency exit is taken into account in the 15 seconds.
Note: For example, if it was determined that the slide deployment time for a type of aeroplane is 4 seconds, the measured time to open the relevant emergency exit would be 11 seconds.
(5) If the operator is required to conduct a demonstration of ditching procedures for the aeroplane, the standard that must be met is that CASA is satisfied the ditching procedures meet the requirement in subsection 14.05(2).
14.09 Manner of conducting demonstration
Emergency evacuation procedures
(1) A demonstration of the emergency evacuation procedures for an aeroplane must be conducted as follows:
(a) either during the dark of the night or during daylight with the dark of the night simulated;
(b) the aeroplane is in a normal ground attitude with landing gear extended;
(c) the following methods be used to prevent disclosure of the available emergency exits to participants in the demonstrations:
(i) stands or ramps be positioned at all of the aeroplane’s emergency exits;
(ii) if the crew would be able to see the means being used to indicate unusable exits before the signal to evacuation is given—the relevant passenger and cockpit windows are blacked out;
(d) the aeroplane’s normal electrical power sources are de-energised at the commencement of the evacuation;
(e) each item of equipment:
(i) required to be carried on the aeroplane for the flight by Chapter 11; and
(ii) relevant to the conduct of an emergency evacuation demonstration under this Division;
must be fitted to, or carried on, the aeroplane;
(f) each external door or other exit, and each internal door or curtain, must be in a position to simulate a normal take-off;
(g) a member of the cabin crew or the flight crew, or any other crew member or member of the operator’s personnel who maintains or operates the aeroplane in the normal course of their duties, must not be used as a passenger in the demonstration;
(h) a passenger is not to be assigned a specific seat except under the direction of CASA;
(i) if the opening of an emergency exit is not the primary responsibility of a cabin crew member under the emergency evacuation procedures—an employee of the operator is not to be seated next to that exit;
(j) seatbelts and shoulder harnesses for the participants in the demonstration are fastened;
(k) the seating density and arrangement of the aeroplane is representative of the maximum operational passenger seat configuration of the aeroplane;
(l) the crew complement on board is not to exceed the number normally carried, with each crew member to be a member of a regularly scheduled line crew;
(m) each crew member is seated in the seat that is normally assigned to the person for take-off and is to remain seated until the signal to evacuate is given;
(n) a crew member or a passenger participating in a demonstration is not given prior knowledge of the emergency exits available for the demonstration;
(o) the demonstration must not include as a participant a person who has taken part in an evacuation demonstration within the preceding 6 months;
(p) the pre-take-off procedures included in the operator’s exposition are demonstrated, including instructions to follow the directions of crew members, except no instruction can be given on the procedures to be followed in the demonstration;
(q) no more than 50% of the emergency exits on the sides of the fuselage of an aeroplane are used for the evacuation demonstration;
(r) at least one exit used for the demonstration is a floor level exit;
(s) any exit not used for the demonstration must be indicated by red lights, red tape, or other appropriate means, placed outside the exit to indicate fire or other reason for the exit to be unusable;
(t) the emergency evacuation procedures are to be demonstrated, except that the flight crew must not take an active role in assisting any person inside the cabin during the demonstration.
Demonstration of ditching procedures—other requirements and standards
(2) If the demonstration includes ditching procedures, the following requirements apply:
(a) the demonstration must include:
(i) removal of life rafts, and any other equipment required by regulation 121.335 of CASR, from stowage locations; and
(ii) taking life rafts and equipment to the appropriate exit; and
(iii) any other actions necessary for readying the raft for launching and inflation;
(b) if the operator’s emergency evacuation procedures require the use of passengers to assist with ditching—the demonstration must include passengers as participants to assist with the ditching in accordance with the procedures;
(c) after the ditching signal is given, each crew member and passenger who is participating in the demonstration must, in accordance with the ditching procedures, don a life jacket.
14.10 Demonstrations of ditching procedures only
(1) This section applies if:
(a) CASA requires the operator of the aeroplane to conduct a demonstration of ditching procedures under subsection 14.06(3); and
(b) the demonstration of the ditching procedures will be conducted separately to other evacuation procedures.
(2) The demonstration:
(a) despite paragraph 14.09(1)(a), may be conducted under daylight conditions; and
(b) is subject to each other applicable requirement mentioned in subsection 14.09(1); and
(c) is subject to the requirements in subsection 14.09(2); and
(d) may be conducted either using an aeroplane or a cabin training device.
(3) If a cabin training device is used, it must:
(a) be a life-size mock-up of the interior of the aeroplane; and
(b) include adequate seats for the use of participants in the demonstration; and
(c) include emergency exits that replicate the emergency exits on the aeroplane.
Notes to Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020
The Part 121 Manual of Standards 2020 (in force under the Civil Aviation Safety Regulations 1998) as shown in this compilation comprises the Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020 amended as indicated in the Tables below.
Table of Manuals of Standards
| Year and | Date of registration on FRL | Date of | Application, saving or |
| Part 121 (Australian Air Transport Operations—Larger Aeroplanes) Manual of Standards 2020 | 10 Dec 2020 | 2 December 2021 (see s. 2) | — |
| Part 121 (Australian Air Transport—Larger Aeroplanes) Amendment Manual of Standards 2021 | 1 December 2021 (F2021L01681) | 1 December 2021 (see s. 2) | s. 11.21A |
Table of Amendments ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted | |
| Provision affected | How affected |
| s. 1.02 | rep. Legislation Act 2003, s. 48D |
| s. 1.04 | am. F2021L01681 |
| s. 2.16 | am. F2021L01681 |
| s. 2.17, section heading | am. F2021L01681 |
| s. 2.18 | am. F2021L01681 |
| s. 2.20 | am. F2021L01681 |
| s. 2.24 | am. F2021L01681 |
| s. 3.04, Table 3.04 | am. F2021L01681 |
| s. 4.02 | rep. F2021L01681 |
| s. 4.04 | am. F2021L01681 |
| s. 4.06 | am. F2021L01681 |
| s. 4.07 | am. F2021L01681 |
| s. 4.09 | am. F2021L01681 |
| s. 4.11, Table 4.11 | am. F2021L01681 |
| s. 4.13 | am. F2021L01681 |
| s. 4.14 | am. F2021L01681 |
| s. 4.15 | am. F2021L01681 |
| s. 4.16 | am. F2021L01681 |
| s. 4.17 | am. F2021L01681 |
| s. 4.18 | am. F2021L01681 |
| s. 4.19 | am. F2021L01681 |
| s. 7.03 | am. F2021L01681 |
| s. 7.05 | am. F2021L01681 |
| s. 7.06 | am. F2021L01681 |
| s. 8.01 | am. F2021L01681 |
| Chapter 9, Division 1 heading | am. F2021L01681 |
| s. 9.01 | am. F2021L01681 |
| s. 9.01A | ad. F2021L01681 |
| s. 9.02 | am. F2021L01681 |
| s. 9.04 | am. F2021L01681 |
| s. 9.08 | am. F2021L01681 |
| Chapter 9, Division 1A | ad. F2021L01681 |
| s. 9.08A | ad. F2021L01681 |
| s. 9.08B | ad. F2021L01681 |
| s. 9.08C | ad. F2021L01681 |
| s. 9.08D | ad. F2021L01681 |
| s. 9.08E | ad. F2021L01681 |
| s. 9.08F | ad. F2021L01681 |
| s. 9.08G | ad. F2021L01681 |
| s. 9.08H | ad. F2021L01681 |
| s. 9.08J | ad. F2021L01681 |
| s. 9.08K | ad. F2021L01681 |
| s. 9.12 | am. F2021L01681 |
| s. 9.13 | am. F2021L01681 |
| s. 11.03 | am. F2021L01681 |
| s. 11.04 | am. F2021L01681 |
| s. 11.06 | rs. F2021L01681 |
| s. 11.09 | am. F2021L01681 |
| s. 11.10 | am. F2021L01681 |
| s. 11.18 | am. F2021L01681 |
| s. 11.20 | am. F2021L01681 |
| s. 11.21A | ad. F2021L01681 |
| s. 11.22 | am. F2021L01681 |
| s. 11.23 | rs. F2021L01681 |
| s. 11.24 | am. F2021L01681 |
| s. 11.24A | ad. F2021L01681 |
| s. 11.25 | am. F2021L01681 |
| s. 11.26 | am. F2021L01681 |
| s. 11.29 | rs. F2021L01681 |
| s. 11.30 | am. F2021L01681 |
| s. 11.39 | am. F2021L01681 |
| s. 11.40 | am. F2021L01681 |
| s. 11.40, Table 11.40 | am. F2021L01681 |
| s. 11.41, Table 11.41 | am. F2021L01681 |
| s. 11.43 | am. F2021L01681 |
| s. 11.44 | am. F2021L01681 |
| s. 11.45 | am. F2021L01681 |
| s. 11.52 | am. F2021L01681 |
| s. 11.52, Table 11.52 | am. F2021L01681 |
| s. 11.53 | am. F2021L01681 |
| s. 11.55 | am. F2021L01681 |
| s. 11.59 | am. F2021L01681 |
| s. 11.61 | rep. F2021L01681 |
| s. 11.65 | am. F2021L01681 |
| s. 11.66 | rs. F2021L01681 |
| s. 11.67 | am. F2021L01681 |
| s. 11.67, Table 11.67 (renumbered 11.67(5)) | am. F2021L01681 |
| s. 11.68 | am. F2021L01681 |
| s. 11.69 | am. F2021L01681 |
| s. 11.71 | am. F2021L01681 |
| s. 12.06 | am. F2021L01681 |
| s. 12.10 | am. F2021L01681 |
| s. 12.11 | am. F2021L01681 |
| s. 12.23 | am. F2021L01681 |
| s. 12.28 | am. F2021L01681 |
| s. 12.32 | am. F2021L01681 |
| s. 13.06 | am. F2021L01681 |
| s. 13.09 | am. F2021L01681 |
| s. 13.17 | am. F2021L01681 |
| s. 13.24 | am. F2021L01681 |
| s. 13.29 | am. F2021L01681 |
| s. 13.34 | am. F2021L01681 |
| s. 13.35 | am. F2021L01681 |
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