Part 91 (General Operating and Flight Rules) Manual of Standards 2020 (Cth)
Part 91 (General Operating and Flight Rules) Manual of Standards 2020
made under regulations 91.040 and 201.025 of the Civil Aviation Safety Regulations 1998 and section 4 of the Acts Interpretation Act 1901.
Compilation No. 4
Compilation date: 7 April 2023
Includes amendments up to: F2023L00423
Prepared by the Advisory and Drafting Branch, Legal, International and Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.
Contents
Note This Table of Contents is for guidance only. It is not a formal part of the Part 91 Manual of Standards. See section 1.06.
Page
CHAPTER 1PRELIMINARY
1.01 Name of instrument
1.03 References to instruments and documents
1.04 References to ICAO documents
1.05 References to AS/NZS standards, TSOs, ETSOs, (E)TSOs
1.06 Table of Contents
1.07 Definitions and abbreviations
CHAPTER 2PRESCRIPTIONS FOR CERTAIN DEFINITIONS IN THE CASR DICTIONARY
Division 2.1 Definition of special VFR
2.01 Special VFR
Division 2.2 Definition of specified aircraft performance category
2.02 Specified aircraft performance category
Division 2.3 Definition of standard visual signal
2.03 Purpose
2.04 Light or projectile signals to aircraft on an aerodrome or in flight
2.05 Ground signals for aircraft at aerodromes
2.06 Hand signals for marshalling aircraft at aerodromes
Division 2.4 Definition of VMC criteria
2.07 VMC criteria
Division 2.5 Definitions of specified cruising levels
2.08 Specified cruising levels
2.09 Specified cruising levels — at or north of 80° south
2.10 Specified cruising levels — south of 80° south
CHAPTER 3NVIS FLIGHTS
Division 1 Purpose, application and definitions
3.01 Purpose
3.01A Application
3.02 Definitions
Division 2 Requirements for an NVIS flight
3.03 General requirements for NVIS flights
3.04 HLS-NVIS standard
3.05 HLS-NVIS basic
3.06 No formation flights for NVIS flight
3.07 Alternate lighting requirements
Division 3 Additional requirements for NVIS operations
3.08 Aircraft lighting
3.09 Minimum height under the NVFR or the IFR for NVIS operations
3.10 Weather requirements — cloud
CHAPTER 4ALL FLIGHTS — AIRSPEED LIMITS
4.01 Purpose
4.02 Flight to be within indicated airspeed limits
CHAPTER 5JOURNEY LOGS — FLIGHTS THAT BEGIN OR END OUTSIDE AUSTRALIAN TERRITORY
5.01 Purpose
5.02 Journey log information before an international flight begins
5.03 Journey log information after an international flight ends
CHAPTER 6FLYING IN FORMATION
6.01 Purpose
6.02 Gliders
CHAPTER 7 FLIGHT PREPARATION (WEATHER ASSESSMENTS) REQUIREMENTS
7.01 Purpose
7.02 Forecasts for flight planning
7.03 Flights unable to obtain an authorised weather forecast before departure
CHAPTER 8FLIGHT PREPARATION (ALTERNATE AERODROMES) REQUIREMENTS
Division 8.1 Purpose and definitions
8.01 Purpose
8.02 Definition of relevant weather conditions
8.03 Definition of relevant IAP
Division 8.2 Destination alternate aerodromes
8.04 Destination alternate aerodromes — weather
8.05 Destination alternate aerodromes — navigation
8.06 Destination alternate aerodromes — aerodrome lighting
8.07 Destination alternate aerodromes — restrictions
8.08 Alternate minima — Australian aerodromes
8.09 Alternate minima — at foreign aerodromes
CHAPTER 9FLIGHT NOTIFICATIONS
9.01 Purpose
9.02 Flight notification requirements
9.03 Changes to flight plans and SARTIME nominations
9.04 Cancelling SARTIME
9.05 Responsible persons for receipt of a flight note
CHAPTER 10 MATTERS TO BE CHECKED BEFORE TAKE-OFF
10.01 Purpose
10.02 Matters to be checked before take-off
10.03 Checking systems for measuring and displaying pressure altitude — general
10.04 Checking pressure altitude systems — IFR flight
10.05 Checking pressure altitude systems — VFR flight
10.06 Accurate QNH and site elevation
CHAPTER 11 AIR TRAFFIC SERVICES — PRESCRIBED REQUIREMENTS
Division 11.1 Use of a class of airspace
11.01 Purpose and definition
11.02 Transition altitude, transition layer and transition level
11.03 Oceanic airspace
11.04 Loss of GNSS integrity
11.05 Use and supply of distance information
11.06 ACAS resolution advisory
11.07 RVSM airspace
11.08 Requirements for flight in the NAT-HLA
11.09 Performance-based communication and surveillance requirements
11.10 Australian domestic airspace — inoperative radio requirements
11.10A Mandatory broadcast area requirements
Division 11.2 Use of controlled aerodromes, control areas and control zones
11.11 Purpose
11.12 Readback of ATC clearances and instructions
11.13 Controlled aerodromes
11.14 Controlled aerodromes — other requirements
11.15 Control zones and control areas — entry into Class A, B, C, D or E airspace
11.16 Control zones and control areas — operating within
11.17 Control areas – IFR flights – VFR climb/descent and VFR-on-top
11.18 Certain oceanic control areas — inoperative radio requirements
Division 11.3 Prohibited, restricted and danger areas
11.19 Purpose
11.20 Prohibited areas
11.21 Restricted areas
11.22 Danger areas
CHAPTER 12 MINIMUM HEIGHT RULES
12.01 Minimum height rules — populous areas and public gatherings
12.02 Minimum height rules — other areas
12.03 Minimum heights — VFR flight at night
CHAPTER 13 VFR FLIGHTS
13.01 Purpose
13.02 VFR flight navigation requirements
CHAPTER 14 IFR FLIGHTS
14.01 Purpose and definition
14.02 IFR flight navigation requirements
14.03 Instrument approaches — QNH sources
14.04 GNSS arrivals, and DME or GNSS arrivals
14.05 Use of GNSS as substitute or alternative to ground-based navigation aids
14.06 Availability of GNSS integrity for instrument approaches
14.07 Navigation database requirements
14.08 PRM instrument approach operations
14.09 Instrument approach operational requirements
CHAPTER 15 IFR TAKE-OFF AND LANDING MINIMA
15.01 Purpose
15.02 Definitions for this Chapter
15.03 Take-off minima requirements
15.04 Take-off minima for low-visibility operations
15.05 Take-off minima for qualifying multi-engine aeroplanes
15.06 Take-off minima for other aeroplanes
15.07 Take-off minima for qualifying multi-engine rotorcraft
15.08 Take-off minima for other rotorcraft
15.09 Landing minima requirements
15.10 Landing minima
15.11 Missed approach
CHAPTER 16 APPROACH BAN FOR IFR FLIGHTS
16.01 Purpose
16.02 Approach ban — other than low-visibility operations
16.03 Approach ban — low-visibility operations
CHAPTER 17 DESIGNATED NON-CONTROLLED AERODROMES
17.01 Purpose
CHAPTER 18 SAFETY WHEN AEROPLANE OPERATING ON THE GROUND
18.01 Prescribed persons
CHAPTER 19 FUEL REQUIREMENTS
19.01 Purpose
19.02 Definitions of final reserve fuel and contingency fuel
19.03 General requirements
19.04 Amount of fuel that must be carried for a flight
19.05 Procedures for determining fuel before flight and fuel monitoring during a flight
19.06 Procedures if fuel reaches specified amounts
19.07 Operational variations — procedures and requirements
CHAPTER 20 SAFETY OF PERSONS AND CARGO ON AIRCRAFT
Division 20.1 Seating for persons on aircraft
20.01 Medical transport operations, rescue operations and certain police operations — prescribed circumstances
Division 20.2 Restraint of infants and children
20.02 Purpose
20.03 Infant and child seatbelts as restraints
20.04 Child restraint systems that are not seatbelts
Division 20.3 Safety briefings and instructions
20.05 Purpose
20.06 Passenger safety briefings and instructions
Division 20.4 Carriage of animals
20.07 Purpose
CHAPTER 21 RADIO FREQUENCY, BROADCAST AND REPORTING REQUIREMENTS
Division 21.1 Use of certain frequencies — radio qualifications required
21.01 Purpose
Division 21.2 Use of radio — broadcasts and reports
21.02 Purpose
21.03 Prescribed broadcasts and reports — general
21.04 Non-controlled aerodromes — prescribed broadcasts
21.05 Controlled aerodromes and controlled airspace — prescribed reports
21.06 IFR aircraft in Class G airspace — prescribed reports
21.07 VFR aircraft in Class E or G airspace — prescribed reports
21.08 Flights in RVSM airspace — prescribed reports
21.09 Flights in a mandatory broadcast area — prescribed broadcasts and reports
CHAPTER 22 PERFORMANCE-BASED NAVIGATION (PBN)
22.01 Purpose
CHAPTER 23 INTERCEPTION OF AIRCRAFT
23.01 Purpose
23.02 Interception of aircraft
CHAPTER 24 TAKE-OFF PERFORMANCE
24.01 Purpose
24.02 Take-off performance for aeroplanes
24.03 Take-off performance for rotorcraft — general
24.04 Take-off performance for rotorcraft — Category A rotorcraft within populous areas
24.05 Take-off performance for rotorcraft — Category B rotorcraft within populous areas
CHAPTER 25 LANDING PERFORMANCE
25.01 Purpose
25.02 Landing performance for aeroplanes
25.03 Landing performance rotorcraft — general
25.04 Landing performance for rotorcraft — Category A rotorcraft within a populous area
25.05 Landing performance for rotorcraft — Category B rotorcraft within a populous area
CHAPTER 26 EQUIPMENT
Division 26.1 General
26.01 Purpose
Division 26.2 Approvals, visibility and inoperative equipment
26.02 Approval of aircraft equipment
26.03 Visibility and accessibility of pilot-operated equipment
26.04 Serviceability of equipment
Division 26.3 Flight instruments — aeroplanes
26.05 Application
26.06 Aeroplane VFR flight by day
26.07 Aeroplane VFR flight by night
26.08 Aeroplane IFR flight
Division 26.4 Rotorcraft-specific requirements
26.09 Application
26.10 Rotorcraft VFR flight by day
26.11 Rotorcraft VFR flight by night
26.12 Rotorcraft IFR flight
Division 26.5 Experimental and light sport aircraft and Australian registered aircraft
26.13 Application — VFR flight requirements do not apply to certain light sport aircraft
26.14 Application — VFR and IFR flight requirements do not apply to certain experimental aeroplanes
26.15 Application — VFR and IFR flight requirements do not apply to certain experimental rotorcraft
26.16 Application — VFR and IFR flight requirements do not apply to certain registered aircraft
26.17 Electronic flight information systems
Division 26.6 Operational equipment
26.18 Radiocommunication systems
26.19 When aircraft may begin a flight with inoperative radiocommunications
26.20 Equipment to measure and record cosmic radiation
Division 26.7 Lighting systems
26.21 Cockpit and cabin lighting requirements
26.22 Anti-collision lights
26.23 Landing lights
26.24 Navigation lights
Division 26.8 Alerting and warning system requirements
26.25 Altitude alerting system and assigned altitude indicator — IFR flights
26.26 Aircraft flown with inoperative altitude alerting equipment — IFR flights
26.27 Aeroplane airborne collision avoidance system — ACAS II
26.28 ACAS II requirements for use
26.29 Flight with inoperative ACAS
Division 26.9 Flight recording equipment
26.30 Definitions — flight recorders
26.30A Non-application — agricultural category and restricted category aircraft
26.31 Aeroplane flight data recorder
26.32 Aeroplane cockpit voice recorder
26.33 Rotorcraft flight data recorder
26.34 Rotorcraft cockpit voice recorder
26.35 Combination recorders — for aeroplane or rotorcraft
26.36 FDR, CVR and combination recorder technical requirements
26.37 Use of FDR, CVR and combination recorders
26.38 Flight with inoperative FDR, CVR or combination flight recording equipment
26.39 Data link recorder
Division 26.10 Aircraft interior communication systems
26.40 Flight crew intercommunications system — VFR flights
26.41 Flight crew intercommunications system — IFR flights
26.42 Public-address system
Division 26.11 Oxygen equipment and oxygen supplies
26.43 Supplemental oxygen
26.44 Oxygen mask usage requirements — pressurised aircraft above FL 250
26.45 Protective breathing equipment — flight crew members
26.46 Portable protective breathing equipment
26.47 First aid oxygen equipment — pressurised aircraft
Division 26.12 Emergency locator transmitters
26.48 Carriage of ELTs
26.49 ELT — basic technical requirements
26.50 Automatic ELT
26.51 Survival ELT
26.52 Aircraft flown with inoperative ELT
Division 26.13 Portable emergency equipment
26.53 Hand-held fire extinguishers — aeroplanes
26.54 Hand-held fire extinguishers — rotorcraft
Division 26.14 Equipment for flights over water
26.55 Sea anchors etc. and sound signals — seaplanes, amphibians and certain rotorcraft
26.56 Life jackets — carriage requirements
26.57 Stowage of life jackets
26.58 Wearing life jackets — aircraft generally
26.59 Wearing life jackets – rotorcraft – special provision
26.60 Life rafts —carriage requirements
26.61 Stowage of life rafts
26.62 Overwater survival equipment
Division 26.15 Remote areas
26.63 Definitions
26.64 Remote area survival equipment
26.65 Meaning of remote area
Division 26.16 Surveillance equipment
26.66 Exceptions to (E)TSO or NAA requirements
26.67 Definitions
26.68 Required surveillance equipment
26.68A Requirements for other surveillance equipment for VFR aircraft
26.69 Operation of surveillance equipment — general requirements
26.70 Mode S transponders, ADS-B OUT and electronic conspicuity equipment — specific requirements
26.71 Alternate GNSS position source for ADS-B OUT — requirements
26.72 Alternate ADS-B OUT equipment configuration — requirements
26.72A Approved Mode S transponder with Class B TABS position source device equipment configuration — requirements
26.72B Approved integrated TABS device — requirements
26.72C Approved EC device — requirements
26.73 Aircraft flown with inoperative surveillance equipment
Division 26.17 Equipment for NVIS flights
26.74 Purpose
26.74A Application
26.75 Definitions
26.76 Aircraft general and lighting standards for NVIS flights
26.77 Performance and other specifications for NVG image intensifier tubes
26.78 Maintenance of the NVIS and its components
26.79 Minimum aircraft equipment for NVIS flight
CHAPTER 27 EXPERIMENTAL AND LIGHT SPORT AIRCRAFT PLACARDS
27.01 Experimental aircraft — placards
27.02 Light sport aircraft — placards
CHAPTER 28 REQUIREMENTS FOR MINIMUM EQUIPMENT LISTS
28.01 Contents of minimum equipment list
28.02 Definitions
28.03 MEL — contents
28.04 Compliance with the MMEL
28.05 Compliance with the civil aviation legislation
28.06 Compliance with the AFM
28.07 If the MMEL does not specify rectification intervals
28.08 Effects of repairs or modifications made to the aircraft
28.09 Extension of rectification interval
Notes to Part 91 (General Operating and Flight Rules) Manual of Standards 2020
Part 91 (General Operating and Flight Rules) Manual of Standards 2020
CHAPTER 1 PRELIMINARY
1.01 Name of instrument
(1) This instrument is the Part 91 (General Operating and Flight Rules) Manual of Standards 2020.
(2) This instrument may be cited as the Part 91 MOS.
(3) Unless a contrary intention appears, references in this instrument to “the MOS”, “this MOS” or “this instrument” are references to the Part 91 MOS.
1.03 References to instruments and documents
(1) In this MOS, unless a contrary intention appears, a reference to an instrument or any other document (however described) is a reference to the instrument or document, as in force or existing from time to time.
(2) In this MOS, unless a contrary intention appears, a reference to any legislative instrument is a reference to the instrument, as in force from time to time.
(3) In this MOS, unless a contrary intention appears, a reference to a FAR is a reference to the FAR, as in force from time to time.
(4) If a provision of this MOS applies, adopts or incorporates any instrument or other document, then, unless a contrary intention appears, the instrument or other document, is taken to have been applied, adopted or incorporated as in force or existing from time to time.
Note 1 This section applies to an AFM (which includes an AFM Supplement) because it is also a document.
Note 2 A reference to an instrument or other document, which only occurs in a Note to a provision, does not have the effect that the instrument or document is taken to be applied, adopted or incorporated for this MOS, unless a contrary intention appears. Such references in Notes are to documents which may be used as guidance or background information.
1.04 References to ICAO documents
(1) In this MOS, unless a contrary intention appears, a reference to an ICAO document (however described) is a reference to the document, as in force or existing from time to time.
(2) In this MOS, unless a contrary intention appears, reference to a numbered ICAO Annex is a reference to the Annex of that number, as in force or existing from time to time, and as contained in the Chicago Convention.
(3) In this MOS, unless a contrary intention appears, reference to a numbered ICAO manual is a reference to the manual of that number, or subsequent version, as in force or existing from time to time and issued by ICAO.
(4) In this MOS, unless a contrary intention appears, reference to a numbered ICAO circular is a reference to the circular of that number, or subsequent version, as in force or existing from time to time and issued by ICAO.
Note 1 Relevant ICAO documents for this MOS may be accessed by navigating from the following link: 2 A reference to an ICAO document, including an ICAO Annex, which only occurs in a Note to a provision, does not have the effect that the document is taken to be applied, adopted or incorporated for this MOS, unless a contrary intention appears. Such references in Notes are to documents which may be used as guidance or background information.
1.05 References to AS/NZS standards, TSOs, ETSOs, (E)TSOs
(1) In this MOS, unless a contrary intention appears, a reference to a particular AS/NZS standard is a reference to:
(a) the particular joint Australian and New Zealand Standard (the standard), as applicable; or
(b) a later version of the standard, as applicable.
(1A) For subsection (1), “applicable”, in relation to the standard, is a reference to the version of the standard that was in existence and applicable to the thing on the date of its manufacture.
Note For example, the joint Australian and New Zealand Standard AS/NZS 1754:2004, Child restraint systems for use in motor vehicles, would apply to an automotive child restraint system that was manufactured during the time period that this 2004 version of the AS/NZS was in force. However, there are later versions of this standard, for example, dated 2010 and 2013. If an automotive child restraint system was manufactured during the time period that the 2010 standard was in force, then that system would be acceptable for use; and if the automotive child restraint system was manufactured during the time period that the 2013 standard was in force, then that system would also be acceptable for use. In effect, by prescribing the 2004 version of this standard, or later version as applicable, the rule permits the use of this version, or any later version, but not any earlier version, and the version that applies to any specific system is the version that applied at the time the system was manufactured.
(2) In this MOS, unless a contrary intention appears, a reference to a particular TSO is a reference to that TSO or a later version of that TSO.
(3) In this MOS, unless a contrary intention appears, a reference to a particular ETSO is a reference to that ETSO or a later version of that ETSO.
(4) In this MOS, unless a contrary intention appears, a reference to a particular (E)TSO is a reference to the relevant ETSO or TSO, or a later version of the relevant ETSO or TSO.
Note 1 The first versions of a TSO may have been issued with or without the notation “(0)” at the end (for example only, 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 2 TSO later versions are identified by an alphabetical letter (for example only, TSO-C129 (or TSO-C129(0) versus TSO-C129a). Unless the contrary intention appears, a reference to (for example only) TSO-C129 (or TSO-C129(0)) means that version or a later version. A reference to TSO-C129a means that version or a later version, but not the earlier version — unless a contrary intention appears.
1.06 Table of Contents
The Table of Contents for this MOS is not part of this instrument. It is for guidance only and may be modified or edited in any published version of this MOS.
1.07 Definitions and abbreviations
(1) Subject to subsection 1.07 (6), in this instrument words and phrases have the same meaning as in Part 91 of CASR and in the Act, unless a contrary intention appears.
(2) In this MOS, unless a contrary intention appears, mention of a provision with the prefix “91.” is a reference to that provision as contained in Part 91 of CASR.
(3) In this MOS, reference in a provision to an aerodrome includes a helideck unless a helideck is expressly excluded for the purposes of the provision.
(4) In this MOS, 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 (5) In this MOS, any reference to a seat, a seatbelt, a shoulder harness or a restraint system is a reference to an approved seat, an approved seatbelt, an approved shoulder harness or an approved restraint system, where “approved” means approved under Part 21 of CASR.
(6) In this MOS:
AAIS means automatic aerodrome information service, and is the service that, by means of repetitive broadcasts on a discrete aerodrome frequency, provides current and routine information for aircraft arriving at, or departing from, the aerodrome.
accurate QNH has the same meaning as in section 10.06.
Act means the Civil Aviation Act 1988.
additional fuel means the supplementary amount of fuel required to allow an aircraft that suffers engine failure, or loss of pressurisation at the most critical point along the route, whichever results in the greater subsequent fuel consumption, to:
(a) proceed to an alternate aerodrome (or, for a rotorcraft, a suitable rotorcraft landing site); and
Note For a rotorcraft, an alternate rotorcraft landing site would constitute the alternate aerodrome.
(b) fly for 15 minutes at the holding speed for the aircraft at 1 500 ft above the aerodrome elevation in ISA conditions; and
(c) make an approach and landing.
Note Fuel planning in accordance with Chapter 19 may place an aircraft in a fuel emergency situation if a failure or loss were to occur as described above. In that case, additional fuel must be carried.
ADF means automatic direction finder.
ADF, when used in relation to a SOG operation: see section 20.01.
adult has the meaning given by Part 1 of the CASR Dictionary.
Note Adult means a person who has turned 13.
aerial application operation has the meaning given by regulation 137.010 of CASR.
aerial application operator means a person who holds an AOC that authorises the use of an aeroplane or a rotorcraft in an aerial application operation.
aerial work certificate means a certificate issued under regulation 138.040 of CASR.
aerial work operator means the holder of an aerial work certificate.
aerodrome forecast means:
(a) for an aerodrome in Australian territory — an authorised weather forecast for the aerodrome issued by the BOM, that is labelled as a “TAF”; or
(b) for an aerodrome outside Australian territory — an authorised weather forecast for the aerodrome that meets the requirements of standard 6.2, Aerodrome forecasts, in Chapter 6 of ICAO Annex 3, Meteorological Service for International Air Navigation.
AFM (short for aircraft flight manual) has the same meaning as flight manual.
AGL means above ground level.
agricultural operation has the meaning given in subregulation 2 (1) of CAR.
AIP has the meaning given by Part 1 of the CASR Dictionary.
Note The AIP is available through cycle, or aeronautical information regulation and control cycle, is the system and frequency setting used to regularly update aeronautical information in relevant aviation systems, for example, in a navigation database.
Note In accordance with Annex 15, Aeronautical Information Services (AIS), to the Chicago Convention, the AIRAC cycle documents and defines a series of common dates, and an associated standard AIP procedure, for each Convention State, under which aeronautical information is to be cyclically updated.
air traffic service has the meaning given by Part 1 of the CASR Dictionary.
Note The phrase air traffic service includes 1 or more of the following: a flight information service, an alerting service, an air traffic advisory service, an air traffic control service, an area control service, an approach control service or an aerodrome control service. Air Traffic Services has a different meaning – see under ATS.
alternate aerodrome has the same meaning as in ICAO Annex 2.
Note At the commencement of this instrument, Chapter 1 of ICAO Annex 2 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.”.
AMSL means above mean sea level.
approved GNSS means:
(a) a GNSS system that is authorised in accordance with any of the following:
(i) (E)TSO-C129;
(ii) (E)TSO-C145;
(iii) (E)TSO-C146;
(iv) (E)TSO-C196a; or
(b) a multi-sensor navigation system that:
(i) includes GNSS and inertial integration; and
(ii) is approved under Part 21 of CASR as providing a level of performance equivalent to a GNSS system mentioned in subparagraph (a) (ii), (iii) or (iv).
approved GNSS position source has the meaning given by section 26.67.
approved provider means:
(a) the holder of a Type 2 LOA or a Type 2 DAT approval that receives its aeronautical data from a data service provider; or
Note A data service provider is a person who holds a certificate under regulation 175.295 of CASR.
(b) for a foreign aircraft — a provider of aeronautical information for performance‑based navigation, approved by the NAA of the State of registration or State of operator, of the foreign aircraft.
APU means auxiliary power unit.
area navigation, means a method of navigation which permits aircraft operations on any desired flight path within:
(a) the coverage of ground or space-based navigation aids; or
(b) the limits of the capability of self-contained navigation aids; or
(c) a combination of paragraphs (a) and (b).
Note Area navigation includes PBN as well as other operations that do not meet the definition of PBN.
area QNH means an altimeter setting that is:
(a) issued by the BOM; and
(b) representative, to within ±5 hPa, of any actual QNH of any location within a QNH area (however described), or a subdivision of such an area, published in the AIP.
Note For QNH areas, see the Planning Chart Australia, as contained in the AIP.
AS/NZS has the meaning given by Part 1 of the CASR Dictionary.
ATC means air traffic control.
ATIS, for an aerodrome, means an automatic terminal information service which provides current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts during the hours when the unit responsible for the service is in operation.
ATS has the meaning given to Air Traffic Services in the CASR Dictionary.
ATS surveillance service has the meaning given by ICAO Document 4444.
Note At the commencement of this instrument, ICAO Document 4444 included the following:
“ATS surveillance service. A term used to indicate a service provided directly by means of an ATS surveillance system.”
ATS surveillance system has the meaning given by ICAO Document 4444.
Note At the commencement of this instrument, ICAO Document 4444 included the following:
“ATS surveillance system. A generic term meaning variously, ADS-B, PSR, SSR or any comparable ground-based system that enables the identification of aircraft.
Note.— A comparable ground-based system is one that has been demonstrated, by comparative assessment or other methodology, to have a level of safety and performance equal to or better than monopulse SSR.”.
ATSO (short for Australian Technical Standard Order) has the meaning given by Part 1 of the CASR Dictionary.
Australian-administered airspace has the meaning given by Part 1 of the CASR Dictionary.
Australian FIR has the meaning given to flight information region in the Airspace Regulations 2007.
authorised aeronautical information: see the CASR Dictionary.
authorised weather forecast has the meaning given by Part 1 of the CASR Dictionary.
authorised weather report has the meaning given by Part 1 of the CASR Dictionary.
avoid area of the HV curve, of a rotorcraft, means the area delineated on the height‑velocity envelope diagram in the AFM, that shows the parameters within which operations of the rotorcraft should be avoided.
AWIS, or automated weather information service, means an aerodrome weather information service, provide by an aerodrome operator:
(a) that provides actual weather conditions at the aerodrome, via telephone or broadcast; and
(b) the data for which is obtained from an AWS operated or approved by the BOM.
AWS means automatic weather station.
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. “Okta” is a standard unit of measurement for cloud cover.
BOM means the Bureau of Meteorology.
CAO means Civil Aviation Order.
CAR means the Civil Aviation Regulations 1988.
CASR means the Civil Aviation Safety Regulations 1998.
CASR Dictionary means the Dictionary under regulation 1.004 of CASR.
CAT means category.
Category A, in relation to a rotorcraft, means a multi-engine rotorcraft that is:
(a) designed with engine and system isolation features stated for Category A requirements in any of the following:
(i) Part 27 of the Federal Aviation Regulations (FARs);
(ii) Part 29 of the FARs;
(iii) EASA CS — 27;
(iv) EASA CS — 29;
(v) an equivalent airworthiness certification code of a Contracting State; and
(b) capable of operation using scheduled take-off and landing data under a critical engine failure concept, which assures adequate designated ground or water area and adequate performance capability for continued safe flight or safe rejected take off in the event of engine failure, as mentioned in the rotorcraft’s flight manual.
Note This definition is based on the ICAO, FAA and EASA definitions of the term Category A in relation to rotorcraft.
Category A performance, for a rotorcraft operation, means the 1 engine inoperative performance (as derived from the rotorcraft flight manual) from which the pilot in command determines the most critical maximum weight that enables the rotorcraft to avoid all obstacles and complete its operation.
Category A rotorcraft means a rotorcraft that:
(a) meets each of the requirements stated in the definition Category A; and
(b) is type-certificated in accordance with any of the following:
(i) Part 27 of the FARs;
(ii) Part 29 of the FARs;
(iii) EASA CS — 27;
(iv) EASA CS — 29;
(v) an equivalent airworthiness certification code of a Contracting State.
Category B rotorcraft means a rotorcraft that is not capable of operations as a Category A rotorcraft in accordance with paragraph (b) of the definition of Category A.
child has the meaning given by Part 1 of the CASR Dictionary.
Note Child means a person who has turned 2 but has not turned 13.
civil aviation authorisation has the meaning given by section 3 of the Civil Aviation Act 1988.
civil aviation legislation has the meaning given by section 3 of the Civil Aviation Act 1988.
community service flight means a flight:
(a) that involves:
(i) the transport of 1 or more individuals (a patient) to a destination for the purpose of each such individual receiving non-emergency medical treatment or services at the destination; or
(ii) the transport of a patient from a destination mentioned in subparagraph (i) (the treatment destination) to another treatment destination; or
(iii) the transport of a patient from a treatment destination:
(A) back to a place from which the patient departed for a treatment destination; or
(B) to a destination at which the patient resides; and
(b) that is provided to a patient, and any person who accompanies the patient to provide support and assistance, without a charge being made to any of those persons for their carriage; and
(c) where medical treatment is not provided on board the aircraft for the flight, other than the administering of medication or in response to an unexpected medical emergency; and
(d) that is coordinated, arranged or facilitated by an entity for a charitable purpose or community service purpose.
Note Section 2B of the Acts Interpretation Act 1901 defines charitable purpose as having the meaning given by Part 3 of the Charities Act 2013.
confined area, for a rotorcraft, means a relevant HLS where take-off or landing requires the rotorcraft to operate within the avoid area of the HV curve because the available take-off or landing space is constrained by:
(a) terrain; or
(b) the presence of other natural, or man-made, obstructions.
contingency fuel, for an aircraft in a kind of flight mentioned in an item of Table 19.02 (2), means the amount of fuel required to compensate for unforeseen factors, and which must not be less than:
(a) the percentage (if any) of the planned trip fuel for the flight, as specified in column 4 of the same item; or
(b) in the event of in-flight replanning — the percentage (if any) of the trip fuel for the replanned flight, as specified in column 4 of the same item.
control area has the meaning given by Part 1 of the CASR Dictionary.
controlled aerodrome has the meaning given by Part 1 of the CASR Dictionary.
controlling zone RVR means the reported value of 1 or more RVR locations (touchdown, mid-point, and stop-end) used to determine whether operating minima are met.
control zone has the meaning given by Part 1 of the CASR Dictionary.
Note Controlled aerodromes, control areas and control zones are determined by CASA under the Airspace Regulations 2007.
critical engine means the engine whose failure would most adversely affect the performance or handling qualities of an aircraft.
CTAF means common traffic advisory frequency, being a designated frequency on which pilots make positional broadcasts when operating in the vicinity of a non‑controlled aerodrome.
current, for a navigation database: see section 14.07.
DA means decision altitude.
destination alternate aerodrome means an alternate aerodrome that is a destination alternate (within the meaning of ICAO Annex 2).
destination alternate fuel means the amount of fuel required to enable an aircraft to do the following in a sequence:
(a) perform a missed approach at the destination aerodrome;
(b) climb to the expected cruising altitude;
(c) fly the expected routing to the destination alternate aerodrome;
(d) descend to the point where the expected approach is initiated;
(e) conduct the approach;
(f) land at the destination alternate aerodrome.
DH means decision height.
DME means distance measuring equipment.
EASA, is short for European Union Aviation Safety Agency, and has the meaning given by Part 1 of the CASR Dictionary.
Note For relevant EASA document definitions: see section 26.67.
END means end zone.
en route alternate aerodrome means an alternate aerodrome that is an en route alternate (within the meaning of ICAO Annex 2).
established, for the definition of holding fuel, means any of the following:
(a) established by the aircraft manufacturer and published in the AFM;
(b) established by the use of a fuel consumption monitoring system;
(c) established by the aircraft operator and published in the operations manual along with:
(i) the relevant data and methodology used; or
(ii) references to another accessible location of the data and methodology used.
ETA means estimated time of arrival.
ETSO is short for European Technical Standard Order: see the CASR Dictionary.
(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.
FAA is short for the Federal Aviation Administration of the United States.
FAR is short for the Federal Aviation Regulations of the United States.
FATO means the final approach and take-off area, as that expression is defined in the CASR Dictionary.
FATO, or final approach and take-off area, has the meaning given by Part 1 of the CASR Dictionary.
FDE is short for fault detection and exclusion, and means a GNSS receiver’s ability to exclude faulty satellites from position computation.
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 calculated amount of fuel that:
(a) is required to fly an aircraft:
(i) at 1 500 ft above aerodrome elevation in ISA conditions for the period of time specified for the flight in column 3 of Table 19.02 (2); and
(ii) for an aircraft that is a rotorcraft conducting IFR flight or VFR flight by night, or an aeroplane, or an airship — at holding speed; and
(iii) for an aircraft that is a rotorcraft conducting a VFR flight by day — at range speed; and
(iv) at the aircraft’s estimated weight on arrival at the destination alternate aerodrome or the planned destination aerodrome when no destination alternate aerodrome is required (the relevant aerodrome) to the relevant aerodrome; and
(b) is usable fuel remaining in the fuel tanks on completion of the final landing at the relevant aerodrome.
FIR means a flight information region.
FL, or flight level, has the meaning given by Part 1 of the CASR Dictionary.
flight forecast means a text-based forecast issued for a part of a flight for which a routine GAF is not prepared.
flight manual has the meaning given by Part 1 of the CASR Dictionary.
flying in formation has the meaning given by the CASR Dictionary.
FO means fail operational.
FO hybrid landing system means a system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system.
forecast QNH means QNH obtained from an authorised weather forecast.
FP means fail passive.
ft means feet.
GAF, or graphical area forecast, means an authorised weather forecast that is:
(a) issued by the BOM; and
(b) 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 meaning given by Annex 3, Meteorological Service for International Air Navigation.
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 meaning given by Chapter 1 of 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.
GNSS FDE means GNSS fault detection and exclusion.
ground-based navigation aid: see section 14.05.
G/P means glide path.
helideck has the meaning given by Part 1 of the CASR Dictionary.
HLS means helicopter landing site.
holding fuel means the amount of fuel an aircraft requires 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 aircraft for the anticipated meteorological conditions, or ISA.
Note See also the definition of established.
hPa means hectopascals.
HUD, or head-up display, means a display system that presents flight information into a pilot’s forward external field of view.
IAF means initial approach fix.
IAP means an instrument approach procedure.
Note Instrument approach procedure is a defined term: see the CASR Dictionary.
IAS, or indicated airspeed, means the speed of an aircraft as shown on its pitot static airspeed indicator, calibrated to reflect standard atmosphere adiabatic compressible flow at sea level uncorrected for airspeed system errors.
ICAO Annex, followed by a number, means the Annex of the given number, as contained in the Chicago Convention.
ICAO landing forecast means an authorised weather forecast that meets the requirements of 6.3 in Chapter 6, Landing forecasts, of ICAO Annex 3.
IFR, or instrument flight rules, has the meaning given by Part 1 of the CASR Dictionary.
ILS means instrument landing system.
IMC, or instrument meteorological conditions, has the meaning given by Part 1 of the CASR Dictionary.
in-company, in relation to 2 or more aircraft in flight, means aircraft:
(a) that form a group and occupy a specific 3-dimensional volume of airspace; and
(b) each of whose pilots in command self-separates from the other group aircraft in the volume of airspace.
infant has the meaning given by Part 1 of the CASR Dictionary.
Note Infant means a person who has not turned 2 years of age.
inoperative has the meaning given by Part 1 of the CASR Dictionary.
in the vicinity of a non-controlled aerodrome has the meaning given by Part 1 of the CASR Dictionary.
ISA means international standard atmosphere.
JRCC Australia means the Australian Joint Rescue Coordination Centre.
jump aircraft means an aircraft from which parachutists jump for a parachute descent.
km means kilometres.
kts means knots.
landing decision point, for landing a rotorcraft, means the point, mentioned in the rotorcraft’s flight manual, from which if an engine failure is recognised:
(a) a baulked landing may be initiated; or
(b) the landing may be safely continued.
landing distance available means:
(a) for landing an aeroplane at a certified aerodrome — the distance declared by the aerodrome operator in the AIP as available and suitable for the ground run of the aeroplane when it lands at the aerodrome; or
(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.
landing distance available, for landing a rotorcraft, means the total of the following that are available for the rotorcraft to complete the landing from the height above the FATO that is mentioned in the rotorcraft’s flight manual:
(a) the length of the FATO;
(b) the length of the area that is available and suitable for the rotorcraft to complete a landing on.
LNAV means lateral navigation.
LOA means a letter of acceptance issued by an NAA to a data supplier that has demonstrated compliance with the requirements of RTCA DO-200B, or EUROCAE ED-76A, Standards for Processing Aeronautical Data, as in force from time to time.
Note 1 An LOA may be a Type 1 LOA or a Type 2 LOA.
Note 2 An LOA, issued by an appropriate NAA to each of the participants in the data chain, demonstrates compliance with this requirement, for example, FAA LOA issued in accordance with FAA AC 20-153 or EASA LOA issued in accordance with EASA Agency Opinion 01/2005 and the associated “Conditions for the issuance of Letters of Acceptance for Navigation Database Suppliers by the Agency”.
Note 3 A Type 1 LOA provides recognition of a data supplier’s compliance with RTCA/DO‑200A/EUROCAE ED-76 with no identified compatibility with an aircraft system. A Type 1 LOA ensures the processes for producing the aeronautical data comply with the documents identified in Note 2 and the documented data quality requirements.
Note 4 A Type 2 LOA provides recognition of a data supplier’s compliance with RTCA/DO‑200A/EUROCAE ED-76 and the compatibility of its delivered data with particular avionic systems that are identified in the LOA.
Note 5 A data service provider who holds a certificate under regulation 175.295 of CASR equates to an EASA or FAA Type 1 LOA.
LOC means localiser.
LP means localiser performance.
LPV means localiser performance with vertical navigation.
LSALT is short for lowest safe altitude, and has the meaning given by Part 1 of the CASR Dictionary.
m, for a distance, means metres.
manufacturer’s data manual, in relation to an aircraft, means a publication (however described) other than the AFM, produced by the manufacturer of the aircraft as a guide for the flight crew members in the operation of the aircraft.
MBA means mandatory broadcast area.
MDA means minimum descent altitude.
MDH means minimum descent height.
MEL (short for minimum equipment list) has the meaning given by Part 1 of the CASR Dictionary.
MID means mid zone.
MLS means microwave landing system.
MOS means Manual of Standards.
MSA, or minimum sector altitude, means the lowest usable altitude that provides at least 300 m (or 1 000 ft) clearance above all objects within a circle or a sector of a circle of radius 46 km (25 NM) or 18.5 km (10 NM) centred on a significant point.
MTOW, or maximum take-off weight, has the meaning given by Part 1 of the CASR Dictionary.
multi-crew operation has the meaning given by Part 1 of the CASR Dictionary.
NAA, or national aviation authority, has the meaning given by Part 1 of the CASR Dictionary.
NAT-HLA means North Atlantic High-Level Airspace, and is the airspace to which NAT Doc 007, North Atlantic Operations and Airspace Manual (as in force from time to time) applies.
Note A copy of Nat Doc 007 is available at tolerance means 1 of the following:
(a) for PBN operations — the RNP value for the segment of the IAP being conducted;
(b) for VOR or LOC-based operations — full-scale deflection of the course deviation indicator;
(c) for NDB-based operations — + or - 5° from the specified bearing;
(d) for DME-based operations — + or - 2 NM from the required arc;
(e) for operations based on visual navigation — 1 NM from the cleared track.
navigation database means the data from an approved provider loaded onto an aircraft navigation system.
navigation specification means a set of aircraft and aircrew requirements needed to support PBN operations within a defined airspace, being either:
(a) RNAV specification which is a navigation specification based on area navigation that does not include the requirement for on-board performance monitoring and alerting, and is designated by the prefix RNAV, for example, RNAV 5, RNAV 1; or
(b) RNP specification which is a navigation specification based on area navigation that includes the requirement for on-board performance monitoring and alerting, and is designated by the prefix RNP, for example, RNP 2, RNP APCH.
NDB means non-directional beacon.
NM means nautical miles.
non-precision approach, or NPA, means a non-precision approach procedure and is an IAP instrument approach procedure designed for 2D instrument approach operations.
NOTAM has the meaning given by Part 1 of the CASR Dictionary.
NVD means night vision device.
NVG means night vision goggles.
NVIS means night vision imaging system.
NVIS firebombing has the meaning given by subsection 12.03 (1) of the Part 138 MOS.
NVIS fire mapping has the meaning given by subsection 12.03 (1) of the Part 138 MOS.
NVIS incendiary dropping has the meaning given by subsection 12.03 (1) of the Part 138 MOS.
NVIS operation has the meaning given in subsection 3.02 (1) of this MOS.
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.
PAL means a pilot-activated lighting system.
Part 103 aircraft has the same meaning as in regulation 103.005 of CASR.
Part 141 operator: see the CASR Dictionary.
Part 142 operator: see the CASR Dictionary.
PBN, or performance-based navigation, means area navigation based on performance requirements for aircraft operating:
(a) along ATS routes; or
(b) on an IAP; or
(c) in designated airspace.
Note 1 Performance requirements are expressed in navigation specifications (RNAV specification, and RNP specification) in terms of the accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular class of airspace.
Note 2 ATS routes is a defined term: see the CASR Dictionary.
planned destination aerodrome means the aerodrome which, before take-off, an aircraft is planned to fly to and land at.
POB means people on board.
point of in-flight replanning means a point en route during a flight of an aircraft, determined by the operator or pilot in command for the flight before the flight commences, at which an aircraft can:
(a) if the flight arrives at the point with adequate fuel to complete the flight to the planned destination aerodrome while maintaining the fuel required by subsection 19.04 (2) — continue to that aerodrome; or
(b) otherwise — divert to an en route alternate aerodrome while maintaining the fuel required by subsection 19.04 (3).
precision approach procedure means an IAP based on an ILS, an MLS, a GLS or an SBAS CAT I, and which is designed for 3D instrument approach operations.
PRM means precision runway monitoring.
QNH is an atmospheric pressure adjusted to sea level and measured in hPa or millibars so that when QNH is set the altimeter will read elevation AMSL.
quick-donning mask: see section 26.44.
recognised country: see the CASR Dictionary.
Note Recognised countries include:
(a) Canada;
(b) France;
(c) Germany;
(d) Netherlands;
(e) New Zealand;
(f) United Kingdom;
(g) United States of America.
requisite GNSS satellites means at least the number of serviceable GNSS satellites a GNSS manufacturer specifies in writing as being required for its approved GNSS to provide a particular RNP specification.
rescue operation: see section 20.01.
RNAV specification has the meaning given by paragraph (a) of the definition of navigation specification.
RNP specification has the meaning given by paragraph (b) of the definition of navigation specification.
RNP APCH-LNAV means the conduct of an RNP APCH using LNAV minima.
RNP APCH-LNAV/VNAV means the conduct of an RNP APCH using LNAV/VNAV minima.
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.
RVR, or runway visual range, has the meaning given by Part 1 of the CASR Dictionary.
RVSM airspace, or reduced vertical separation minimum airspace, has the meaning given by Part 1 of the CASR Dictionary.
SAR means search and rescue.
SARTIME means the time nominated by a pilot for the initiation of SAR action if a report has not been received by the nominated unit.
SARWATCH means the time for a SAR alert, based on:
(a) full position reporting procedures; or
(b) scheduled reporting times (SKEDS); or
(c) SARTIME.
SBAS means satellite-based augmentation system.
SBAS CAT I, in relation to an instrument approach procedure, means SBAS Category I.
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.
SFIS means Surveillance Flight Information Service.
SIGWX means significant weather.
single-pilot operation has the meaning given by Part 1 of the CASR Dictionary.
SOG: see section 20.01.
SOG member: see section 20.01.
SOG operation: see section 20.01.
special VFR has the meaning given by section 2.01.
specified aircraft performance category has the meaning given by section 2.02.
specified IFR cruising level: see Division 2.5.
specified VFR cruising level: see Division 2.5.
standard visual signal has the meaning given by Division 2.3 of Chapter 2.
step climb is an ATC procedure which allows 2 aircraft to perform a coordinated climb to a more fuel-efficient level while maintaining safe separation.
TAF3 means an aerodrome forecast:
(a) issued by the BOM for an aerodrome within Australian territory; and
(b) that contains the text “TAF3” in the remarks section of the forecast.
taxi fuel means the amount of fuel expected to be used by an aircraft before take-off, taking into account:
(a) local conditions at the departure aerodrome, including taxi time and traffic congestion; and
(b) APU consumption (if applicable).
Note For rotorcraft operations requiring a take-off prior to taxi, such as a hover taxi from a confined helipad, taxi fuel would be the fuel expected to be consumed before the commencement of the actual departure.
TDZ means touchdown zone.
the Regulations means CAR and CASR.
TLOF means touchdown and lift-off area and is the surface over which the touchdown and lift-off is conducted.
transition altitude means the altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.
transition layer means the airspace between the transition altitude and the transition level.
transition level means the level at or above which the vertical position of an aircraft is controlled by reference to flight levels.
transponders and surveillance equipment: see subsection 1.07 (7).
trip fuel means the amount of fuel required to enable an aircraft to fly from any point along a route until landing at a destination aerodrome including (as applicable) the following:
(a) fuel for take-off and climb from departure aerodrome elevation to initial cruising level or altitude, taking into account the expected departure routing;
(b) fuel for cruise from top of climb to top of descent, including any step climb or descent;
(c) fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure;
(d) fuel for executing an approach and landing at the planned destination aerodrome.
TSO is short for Technical Standard Order of the FAA: see the CASR Dictionary.
unforeseen factors means factors that could have an influence on an aircraft’s fuel consumption to the planned destination aerodrome, including the following:
(a) the aircraft’s deviation from the expected fuel consumption data for an aircraft of the same type;
(b) extended delays and deviations from planned routings or cruising levels.
Type 2 DAT approval means an approval issued by EASA that authorises the supply of aeronautical databases for which aircraft compatibility has been demonstrated.
Type 2 LOA means an LOA issued by the FAA or EASA that identifies the compatibility of its delivered data with a particular avionic system or avionic systems.
use NVIS means to use NVIS as the primary means of terrain avoidance for safe air navigation by means of visual surface reference external to the aircraft.
valid, for a navigation database: see section 14.07.
VAT, or velocity at threshold, for this MOS, means the indicated airspeed at the threshold which is equal to the higher of whichever of the following is available in the landing configuration at the maximum certificated landing mass:
(a) stall speed VSO multiplied by 1.3; or
(b) stall speed VS1G multiplied by 1.23.
VFR, or visual flight rules, and has the meaning given by Part 1 of the CASR Dictionary.
VFR climb is a specific kind of ATC authorisation for an IFR flight.
VFR descent is a specific kind of ATC authorisation for an IFR flight.
VFR-on-top is a specific kind of ATC authorisation for an IFR flight.
VHF means very high frequency.
VMC, or visual meteorological conditions, and has the meaning given by Part 1 of the CASR Dictionary.
VMC criteria has the meaning given by Part 1 of the CASR Dictionary.
Note See section 2.07 of this MOS.
Vmin, means the minimum operating speed.
VNAV means vertical navigation.
VOR means VHF omnidirectional radio range.
VS1G means the stalling speed, or the steady flight speed, obtained in the clean configuration at 1G.
VSO has the meaning given by Part 1 of the CASR Dictionary.
Vy, for an aircraft, means the speed mentioned in the AFM for the best rate of climb.
WATIR, or weather and terminal information reciter, means a service, provided by an aerodrome operator:
(a) that provides actual weather conditions at the aerodrome via telephone or broadcast; and
(b) the data for which is obtained from an AWS operated or approved by the BOM and supplemented by the aerodrome operator.
(7) In this MOS:
(a) a small number of additional definitions also appear in and for some particular sections; and
(b) a larger number of additional definitions are in section 26.67 in relation to transponders and surveillance equipment.
(8) In this MOS:
(a) operative, for anything, means that the thing is not inoperative; and
(b) inoperative, for anything, has the meaning given by Part 1 of the CASR Dictionary.
CHAPTER 2 PRESCRIPTIONS FOR CERTAIN DEFINITIONS IN THE CASR DICTIONARY
Note Relevant definitions to which these provisions refer were inserted in the CASR Dictionary by the Civil Aviation Safety Amendment (Operations Definitions) Regulations 2019 (as amended).
Division 2.1 Definition of special VFR
2.01 Special VFR
(1) This section is for paragraph (a) of the definition of special VFR in the CASR Dictionary.
(2) For the definition of special VFR, the VFR in subsection (3) are prescribed.
(3) To operate under the special VFR, the pilot in command must:
(a) be authorised by ATC; and
(b) operate by day; and
(c) conduct the flight clear of cloud; and
(d) maintain flight visibility of at least:
(i) for an aeroplane — 1 600 m; and
(ii) for a rotorcraft — 800 m; and
(e) for a rotorcraft — ensure that the rotorcraft is operated at a speed that allows the pilot in command to see obstructions or other traffic in sufficient time to avoid a collision.
Division 2.2 Definition of specified aircraft performance category
2.02 Specified aircraft performance category
(1) This section is for the definition of specified aircraft performance category in the CASR Dictionary.
Note Paragraph 91.320 (1) (a) requires an aircraft to “operate in the specified aircraft performance category” unless an approval under regulation 91.045 is held. The specific requirements for an IFR aircraft that determine whether the aircraft is being operated within the specified aircraft performance category are contained in section 14.09.
(1A) In relation to an aircraft’s specified aircraft performance category, the aircraft performance categories, in order of lowest to highest, are H, A, B, C, D and E.
(2) For an aeroplane with an IAS mentioned in an item of column 1 of Table 2.02 (2), the aircraft performance category is that mentioned in the same item of column 2.
(3) The specified aircraft performance category for an aeroplane is the aircraft performance category determined under subsection (2).
(4) The specified aircraft performance category for a helicopter is:
(a) aircraft performance category H; or
(b) during the conduct of an IAP that does not have category H minima — aircraft performance category A.
(5) The specified aircraft performance category for a powered-lift aircraft is the aircraft performance category stated in the AFM.
Table 2.02 (2) — Aircraft performance categories
Column 1 Column 2 Item Indicated airspeed (IAS)
VAT (kts)
Aircraft performance category 1 Not more than 90 A 2 91-120 B 3 121-140 C 4 141-165 D 5 166-210 E
Division 2.3 Definition of standard visual signal
2.03 Purpose
For the definition of standard visual signal in the CASR Dictionary, this Division prescribes:
(a) light, hand and ground signals; and
(b) the requirements and circumstances for their display.
2.04 Light or projectile signals to aircraft on an aerodrome or in flight
Light (which includes projectile) signals to aircraft mentioned in an item of Table 2.04 (1), are prescribed standard visual signals.
(2) For subsection (1), a light or projectile signal mentioned in an item of column 2 of the Table:
(a) for an aircraft in flight — has the meaning mentioned for it in column 3 of the item; and
(b) for an aircraft on the ground at an aerodrome — has the meaning mentioned for it in column 4 of the item.
Table 2.04 (1) — Light signals to aircraft on an aerodrome or in flight
| Column 1 | Column 2 | Column 3 | |
| Item | Light or projectile signal | Meaning — in flight | Meaning — on the ground at an aerodrome |
| 1 | Steady green | Authorised to land if pilot satisfied no collision risk exists | Authorised to take‑off if pilot satisfied no collision risk exists |
| 2 | Steady red | Give way to other aircraft and continue circling | Stop |
| 3 | Green flashes | Return for landing | Authorised to taxi if pilot satisfied no collision risk exists |
| 4 | Red flashes | Aerodrome unsafe — do not land | Taxi clear of landing area in use |
| 5 | White flashes | No significance | Return to starting point on aerodrome |
| 6 | A series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars | The aircraft is flying in, or about to enter, a restricted, prohibited or danger area, and the pilot in command of the aircraft must take such remedial action as may be necessary | No significance |
2.05 Ground signals for aircraft at aerodromes
(1) The ground signals for aircraft at aerodromes depicted in an item of Table 2.05 (1), are prescribed standard visual signals.
(2) For subsection (1), a ground signal depicted in an item of column 1 of the Table:
(a) when in the form mentioned in column 2 of the item; and
(b) when displayed at location mentioned in column 3 of the item;
has the meaning mentioned for it in column 4 of the item.
Table 2.05 (1) — Ground signals for aircraft at aerodromes
| Column 1 | Column 2 | Column 3 | Column 4 | |
| Item | Ground signal | Description | Where ground signal is displayed at an aerodrome (display location) | Meaning of ground signal |
| 1 | Horizontal white dumb-bell | Adjacent to an aerodrome wind direction indicator. | 1. Use only hard surface movement areas. 2. Where there are sealed and gravel manoeuvring areas, use only the sealed surfaces. 3. Where there are constructed gravel and natural surface manoeuvring areas, use only the gravel surfaces. Note See also AIP-ERSA FAC for any local information relating to this particular ground signal. | |
| 2 | White cross | 1. Adjacent to an aerodrome wind direction indicator. | 1. The aerodrome is completely inoperative. | |
| 2. On the manoeuvring area. | 2. For an area signalled with a cross or crosses with the limit delineated by those ground signals — this area is unfit for use by aircraft. | |||
| 3 | White double cross | Adjacent to wind direction indicator. | Gliding operations are in progress. |
2.06 Hand signals for marshalling aircraft at aerodromes
The hand signals mentioned in the following documents are prescribed standard visual signals:
(a) 5. Marshalling Signals, 5.1 From a signalman to an aircraft, as contained in Appendix 1 of ICAO Annex 2, Rules of the Air (excluding 5.1.1); and
(b) 6. Standard Emergency Hand Signals, as contained in Appendix 1 of ICAO Annex 2, Rules of the Air.
Note For ICAO documents — see section 1.04.
Division 2.4 Definition of VMC criteria
2.07 VMC criteria
(1) This section is for paragraph (a) of the definition of VMC criteria in the CASR Dictionary.
(2) VMC criteria means meteorological conditions expressed in terms of the flight visibility and distance from cloud (horizontal and vertical) prescribed in this section.
(3) For Table 2.07 (3), for a type of aircraft mentioned in an item of column 1, in a Class of airspace mentioned in the same item of column 2, at a height mentioned in the same item of column 3, the VMC criteria are those mentioned in the same item in columns 4 and 5 respectively, and are subject to the operational requirements mentioned in the same item in column 6.
Table 2.07 (3) — VMC criteria
| Column 1 | Column 2 | Column 3 | Column 4 | Column 5 | Column 6 | |
| Item | Type of aircraft | Class of airspace | Height | Flight visibility | Distance from cloud | Operational requirements |
| 1 | Aircraft | A, B, C, E or G | At or above 10 000 ft AMSL | 8 000 m | 1 500 m horizontal 1 000 ft vertical | |
| 2 | Aircraft | A, B, C, E or G | Below 10 000 ft AMSL | 5 000 m | 1 500 m horizontal 1 000 ft vertical | |
| 2A | Aircraft | C | Below 10 000 ft AMSL | 5 000 m | Clear of cloud | Operations must comply with conditions stated in subsection 2.07 (3A) |
| 2B | Aircraft | Any class | Below 10 000 ft AMSL | 5 000 m or less, but not less than 3 000 m. In all cases, only with a relevant CASA approval | Operations must comply with conditions stated in subsections 2.07 (3B) and (3C) | |
| 3 | Aircraft | D | All heights | 5 000 m | 600 m horizontal 1 000 ft vertical above cloud 500 ft vertical below cloud | |
| 4 | Aircraft | G | At or below whichever is the higher of: (a) 3 000 ft AMSL; (b) 1 000 ft AGL | 5 000 m | Clear of cloud | Aircraft must be operated in sight of ground or water |
| 5 | Rotorcraft | G | Below 700 ft over land. Below 700 ft over water with track guidance from a navigation system | 800 m | Clear of cloud | Operations must comply with conditions stated in subsection 2.07 (4) |
| 6 | Rotorcraft | G | Below 700 ft over water without track guidance from a navigation system | 5 000 m | 600 m horizontal and 500 ft vertical | Operations must comply with conditions stated in subsection 2.07 (4) |
Note 1 Subject to ATC clearance, operation under the special VFR may be available within a control zone.
Note 2 Refer to regulation 91.285 for restrictions on VFR flight in Class A airspace.
(3A) For item 2A in Table 2.07 (3), the conditions are that the flight must be an NVIS operation.
(3B) For item 2B in Table 2.07 (3), the conditions are that the flight must be:
(a) an NVIS operation; and
(b) conducted under Part 138 MOS by an aerial work operator; and
(c) conducted by at least 2 NVIS crew members authorised (however described) to conduct an NVIS operation by:
(i) for an Australian aircraft — Part 61 of CASR; or
(ii) for a foreign-registered aircraft — the NAA of the State of registry of the aircraft; and
(d) for a flight with visibility of 5 000 m — one for which the operator holds a CASA approval under regulation 91.045; and
(e) for a flight with visibility of less than 5 000 m but not less than 3 000 m — one for which the operator holds a CASA approval under subsection (3C).
(3C) For paragraph (3B) (e), CASA may approve a minimum in-flight visibility requirement of less than 5 000 m but not less 3 000 m for an NVIS operation in VMC for a particular class of airspace but only if:
(a) the operation is not NVIS firebombing, NVIS fire mapping, or NVIS incendiary dropping; and
(b) the operator’s application includes a detailed risk assessment; and
(c) given the risks, approval (including subject to conditions if required) would not have an adverse effect on aviation safety.
(4) For items 5 and 6 of Table 2.07 (3), the conditions are that the flight must be conducted:
(a) by day; and
(b) at a speed that allows the pilot in command to see obstructions or other traffic in sufficient time to avoid a collision; and
(c) if not more than 10 NM from an aerodrome with an IAP — in a way that ensures the flight maintains a separation of at least 500 ft vertically from any aircraft that is:
(i) less than 10 NM from the aerodrome; and
(ii) conducting an IFR operation.
(4A) Subsection (1) does not apply to the pilot in command of a rotorcraft in an operation:
(a) to which Division 5 of Chapter 9 of the Part 138 MOS applies; and
(b) which is conducted using NVIS in accordance with Chapter 12 of the Part 138 MOS.
Division 2.5 Definitions of specified cruising levels
2.08 Specified cruising levels
(1) This Division is for the definition of the following expressions in the CASR Dictionary:
(a) specified IFR cruising level for a track; and
(b) specified VFR cruising level for a track.
(2) Sections 2.09 and 2.10 prescribe the specified IFR cruising level for an IFR flight on a track. (3) Sections 2.09 and 2.10 prescribe the specified VFR cruising level for a VFR flight on a track.
2.09 Specified cruising levels — at or north of 80° south
(1) Specified cruising levels are those levels set out in Table 2.09 (1), including the effect of any applicable footnote.
(2) Specified IFR cruising levels for operations at or north of 80° south are as set out in Table 2.09 (1), so that:
(a) for an aircraft track from 000° clockwise to 179°— a specified IFR cruising level is an altitude or a FL mentioned in column 1; and
(b) for an aircraft track from 180° clockwise to 359°— a specified IFR cruising level is an altitude or a FL mentioned in column 3.
(3) Specified VFR cruising levels for operations at or north of 80° south are as set out in Table 2.09 (1), so that:
(a) for an aircraft track from 000° clockwise to 179°— a specified VFR cruising level is an altitude or a FL mentioned in column 2; and
(b) for an aircraft track from 180° clockwise to 359°— a specified VFR cruising level is an altitude or a FL mentioned in column 4.
(4) For subsection (2) and (3) cruising levels must be selected by reference to the following:
(a) when operating at or north of 60° south — aircraft magnetic track;
(b) when operating south of 60° south — aircraft grid track.
Table 2.09 (1) — Specified cruising levels for operations at or north of 80° south
| Track 000° clockwise to 179° | Track 180° clockwise to 359° | ||
| IFR Column 1 | VFR Column 2 | IFR Column 3 | VFR Column 4 |
| – | 1 500 ft | 2 000 ft | 2 500 ft |
| 3 000 ft | 3 500 ft | 4 000 ft | 4 500 ft |
| 5 000 ft | 5 500 ft | 6 000 ft | 6 500 ft |
| 7 000 ft | 7 500 ft | 8 000 ft | 8 500 ft |
| 9 000 ft | 9 500 ft | 10 000 ft | – |
| FL1101 | FL1152 | FL1203 | FL1254 |
| FL130 | FL135 | FL140 | FL145 |
| FL150 | FL155 | FL160 | FL165 |
| FL170 | FL175 | FL180 | FL185 |
| FL190 | FL195 | FL200 | FL205 |
| FL210 | FL215 | FL220 | FL225 |
| FL230 | FL235 | FL240 | FL245 |
| FL250 | FL260 | ||
| FL270 | FL280 | ||
| FL290 | FL300 | ||
| FL310 | FL320 | ||
| FL330 | FL340 | ||
| FL350 | FL360 | ||
| FL370 | FL380 | ||
| FL390 | FL400 | ||
| FL410 | FL430 | ||
| FL450 | FL470 | ||
| FL490 | FL510 | ||
| FL530 | FL550 | ||
| FL570 | FL590 | ||
| 1. FL110 is not useable when the local QNH is less than 1013 hPa. 2. FL115 is not useable when the local QNH is less than 997 hPa. 4. FL125 is not useable when the local QNH is less than 963 hPa. Note Refer to section 11.02 for the rules relating to use of certain flight levels when QNH is less than 1013 hPa. | |||
2.10 Specified cruising levels — south of 80° south
(1) Specified VFR cruising levels are those levels set out in Table 2.10 (1), including the effect of any footnotes.
(2) Specified IFR cruising levels for operations south of 80° south are as set out in Table 2.10 (1), so that:
(a) for an aircraft track from 000° clockwise to 179° — a specified IFR cruising level is an altitude or a FL mentioned in column 1; and
(b) for an aircraft track from 180° clockwise to 359° — a specified IFR cruising level is an altitude or a FL mentioned in column 3.
(3) Specified VFR cruising levels for operations south of 80° south are as set out in Table 2.10 (1), so that:
(a) for an aircraft track from 000° clockwise to 179° — a specified VFR cruising level is an altitude or a FL mentioned in column 2; and
(b) for an aircraft track from 180° clockwise to 359° — a specified VFR cruising level is an altitude or a FL mentioned in column 4.
Table 2.10 (1) — Specified cruising levels for operations south of 80° south
| Track 000° clockwise to 179° | Track 180° clockwise to 359° | ||
| IFR Column 1 | VFR Column 2 | IFR Column 3 | VFR Column 4 |
| – | 1 500 ft | 2 000 ft | 2 500 ft |
| 3 000 ft | 3 500 ft | 4 000 ft | 4 500 ft |
| 5 000 ft | 5 500 ft | 6 000 ft | 6 500 ft |
| 7 000 ft | 7 500 ft | 8 000 ft | 8 500 ft |
| 9 000 ft | 9 500 ft | 10 000 ft | – |
| FL1101 | FL1152 | FL1203 | FL1254 |
| FL130 | FL135 | FL140 | FL145 |
| FL150 | FL155 | FL160 | FL165 |
| FL170 | FL175 | FL180 | FL185 |
| FL190 | FL195 | FL200 | FL205 |
| FL210 | FL215 | FL220 | FL225 |
| FL230 | FL235 | FL240 | FL245 |
| FL250 | FL255 | FL260 | FL265 |
| FL270 | FL275 | FL280 | FL285 |
| FL290 | FL300 | FL310 | FL320 |
| FL330 | FL340 | FL350 | FL360 |
| FL370 | FL380 | FL390 | FL400 |
| FL410 | FL420 | FL430 | FL440 |
| FL450 | FL460 | FL470 | FL480 |
| FL490 | FL500 | FL510 | FL520 |
| FL530 | FL540 | FL550 | FL560 |
| FL570 | FL580 | FL590 | FL600 |
| 1. FL110 is not useable when the local QNH is less than 1013 hPa. 2. FL115 is not useable when the local QNH is less than 997 hPa. Note Refer to section 11.02 for the rules relating to use of certain flight levels when QNH is less than 1013 hPa. | |||
CHAPTER 3 NVIS FLIGHTS
Division 1 Purpose, application and definitions
3.01 Purpose
For subregulation 91.085 (1), this Chapter prescribes requirements relating to an NVIS flight.
Note 1 This Chapter applies to all NVIS flights except those conducted by an Australian air transport operator in a Part 133 operation, and those conducted by an aerial work certificate holder in an aerial work operation: see item 1 of Table 91.035 which, in effect, applies regulation 91.085 to all other NVIS flights.
Note 2 This Chapter applies to NVIS flights conducted by a limited aerial work operator mentioned in Part 138: see item 1 of Table 91.035 and regulation 138.350, whose combined effect is to disapply regulation 91.085 from aerial work operations by aerial work certificate holders, but not from limited aerial work operators.
Note 3 For NVIS equipment requirements: see Division 26.17 of the Part 91 MOS. The effect of item 16 of Table 91.035 is that the Division 26.17 requirements apply to all NVIS flights except NVIS flights conducted as a Part 133 operation. The Part 133 MOS contains the equipment requirements for such flights.
3.01A Application
(1) This Chapter applies to the use of NVIS by a flight crew member of an aircraft in an NVIS flight.
(2) This Chapter does not apply to the use of NVIS by a person on an NVIS flight who is not a flight crew member, unless the person is involved in air navigation or terrain avoidance functions.
3.02 Definitions
(1) In this Chapter and Division 26.17:
contracted checking has the meaning given by regulation 142.020 of CASR.
contracted recurrent training has the meaning given by regulation 142.020 of CASR.
final approach and take-off area, or FATO, has the meaning given by the CASR Dictionary.
HLS means helicopter landing site.
HLS-NVIS basic means an HLS that does not conform to the requirement of an HLS‑NVIS standard.
HLS-NVIS standard has the meaning given by section 3.04.
IFR capable, for an aircraft, describes a circumstance in which:
(a) the aircraft is equipped for IFR flight in accordance with the regulations; and
(b) the crew who operate the aircraft meet the relevant requirements for IFR flight under Part 61 of CASR.
IR is short for infra-red.
NVFR capable, for an aircraft, describes a circumstance in which:
(a) the aircraft is equipped for flight by night under the VFR in accordance with the regulations; and
(b) the crew who operate the aircraft meet the relevant requirements for a VFR flight at night under Part 61 of CASR.
NVIS air crew member, for a particular NVIS operation, means an air crew member:
(a) of an NVIS operator who holds an AOC, a Part 141 certificate, or an aerial work certificate for the NVIS operation; and
(b) who is qualified (however described) to carry out the person’s assigned functions as an air crew member for the operation in accordance with this MOS.
NVIS crew member means an NVIS pilot, an NVIS trainee pilot or an NVIS air crew member.
NVIS endorsement means an endorsement mentioned in column 2 of item 1 or item 2 in Table 61.1025 of CASR.
NVIS flight has the meaning given by the CASR Dictionary.
Note NVIS flight means a flight conducted using a night vision imaging system.
(5) For paragraph (1) (a), column 3 of each item of Table 26.77 (5) shows how a relevant operational performance specification in the paragraph of RTCA/DO-275 mentioned in column 1 of the item, and summarised (if any) in column 2 of the item, is modified.
Table 26.77 (5) — Modifications of RTCA/DO 275
| Column 1 | Column 2 | Column 3 | |
| Item | RTCA/DO-275 (as in force from time to time) | Summary | Amended performance requirement |
| 1 | Para 2.2.1.1 System Resolution | 1.0 cycles per milliradian (cy/mr). At 14º off axis = 0.81 cy/mr With a variable focus @ through infinity = 0.49cy/mr | 1.3 cy/mr |
| 2 | Para 2.2.1.2 System Luminance Gain – Filmed non-autogating | = 2 500 foot-Lamberts (fL) per fL at an input light level of 1 x 10-4 fL | = 5 500 foot-Lamberts (fL) per fL at an input light level of 1 x 10-4 fL = 1750 cd/m2/lx at an input light level of 1.1 x 10-3 lx |
| 3 | System Luminance Gain – Filmless autogating | =16 000 cd/m2/lx at an input light level of 2 x 10-5 lx | |
| 4 | Para 2.2.1.3 Field‑of‑View | 38º vertical and horizontal | 40º |
| 5 | Para 2.2.1.4 Magnification | 1:1 +/- 2% | 1:1 |
| 6 | Para 2.2.1.7.1 Spectral Transmission | Meet Class B filter requirements | Class B filter |
| 7 | Para 2.2.1.10 Eyepiece Diopter Range | Adjustable +1.0 to –2.0, or Fixed –0.5 and –1.0 | +2 to -6 |
| 8 | Para 2.2.1.12 Objective Focus Range | Adjustable from beyond infinity to no greater than 45 cm close range | 25 cm close |
| 9 | Para 2.2.13 Exit Pupil/Eye Relief | Type I – 25 mm, Type II – 20 mm | 25 mm |
| 10 | Para 2.2.2.3 Flip-Up/Flip Down | Required capability | Push button |
| 11 | Para 2.2.2.4 Fore‑and‑Aft Adjustment | Sufficient to align with users’ eyes | 27 mm total |
| 12 | Para 2.2.2.4 Tilt Adjustment | Sufficient to align with users’ eyes | 10º |
| 13 | Para 2.2.2.5 Interpupillary Adjustment | Desired but not required. If not installed, exit pupil must be large enough to see full FOV | 51 to 72 mm |
| 14 | Para 2.2.2.6 Voltage Required | 2.7 – 3.0 V DC 50mA nominal Backup power supply required | 2.7 – 3.0 V DC 50mA nominal Backup available |
| 15 | Technology | Intensifier tubes not specified | Not specified |
| 16 | Photosensitivity filmed non-autogating | Not specified | 1 800 µA/lm |
| 17 | Photosensitivity filmless autogating | 800 µA/lm | |
| 18 | Tube Resolution | Not specified | 64 line pairs per millimetre (lp/mm) |
| 19 | Signal to Noise Ratio Filmed non-autogating | Not specified | 21:1 |
| 20 | Signal to Noise Ratio Filmless Autogating | 25:1 |
26.78 Maintenance of the NVIS and its components
(1) For an NVIS flight, the NVIS equipment must be maintained, stored, and checked for serviceability, in accordance with the manufacturer’s requirements and procedures.
(2) NVIS equipment must have a documented maintenance program to ensure that:
(a) maintenance, inspection, and serviceability standards for the NVIS are met; and
(b) a biennial assessment is made to identify and rectify any degradation in the compatibility of the aircraft lighting systems with the NVIS.
Note RTCA/DO-275 (as in force from time to time) provides guidance for the ongoing maintenance of installed NVIS compatible systems.
(3) The maintenance program must include a method for assessing NVIS compatibility with any subsequent aircraft modification, equipment introduction or repair that may have an effect on the aircraft’s NVIS compatibility.
(4) Any item of equipment other than NVIS equipment, that is fitted to, or carried on, the aircraft must not at any time adversely affect the safe operation of the aircraft in an NVIS flight.
(5) Maintenance of NVIS must be carried out by an organisation that:
(a) complies with regulation 30 of CAR or Part 145 of CASR as if the regulation or the Part applied to the organisation for the maintenance of NVIS and its related equipment; and
(b) is endorsed in writing by the manufacturer of the NVIS as an appropriate organisation to carry out maintenance on the NVIS.
(6) To avoid doubt, for subsection (5), maintenance includes routine scheduled servicing of NVIS.
(7) An organisation endorsed by a manufacturer under paragraph (5) (b) for any particular NVIS manufactured in the United States (the US) that complies with the specification mentioned in paragraph 26.77 (1) (a) is taken to be endorsed for any other NVIS that:
(a) is manufactured in the US and is available in Australia; and
(b) complies with the specification mentioned in paragraph 26.77 (1) (a).
Note This provision is to ensure that an endorsement given to an organisation by an original US manufacturer of paragraph 26.77 (1) (a)-compliant NVIS, is taken to be an endorsement for any other US manufactured NVIS available in Australia that complies with paragraph 26.77 (1) (a).
(8) If:
(a) 1 or more image intensification tubes (tubes) fail for any reason during an NVIS flight; or
(b) 1 or more tubes fail at any time as a result of a suspected error in maintenance;
then the operator must, within 28 days of the failure, report the failure to CASA through the Service Difficulty Reporting System using ATA Code 2590.
(9) For paragraph (5) (b):
manufacturer means the person who is:
(a) the original manufacturer of the NVIS; or
(b) the original manufacturer of the NVG image intensification tubes fitted to the NVIS; or
(c) if parts of the NVIS are manufactured by different persons — the person who makes the final assembly of the parts into the NVIS.
26.79 Minimum aircraft equipment for NVIS flight
(1) Subject to subsection (2), before an NVIS flight, the aircraft must be fitted with a serviceable radio altimeter that:
(a) conforms to the following requirements:
(i) it must have a display presentation that requires minimal interpretation for both an instantaneous impression of absolute height and rate of change of height;
(ii) subject to subsection (2), it must be positioned to be instantly visible and discernible to each NVIS crew member from the person’s station in the cockpit;
(iii) it must have an integral audio and visual low height warning that operates at a height selectable by the pilot;
(iv) it must provide unambiguous warning to each NVIS crew member of radio altimeter failure; and
(b) has a visual warning system that provides clear visual warning at each cockpit crew station of height below the pilot-selectable height; and
(c) has an audio warning system that:
(i) is unambiguous and readily cancellable; and
(ii) when cancelled — does not extinguish any visual low height warnings; and
(iii) operates at the same pilot-selectable height as the visual warning.
(2) Subparagraph (1) (a) (ii) does not take effect until 2 December 2023.
(3) A rotorcraft for an NVIS operation must be fitted with a serviceable pilot-steerable searchlight, adjustable in both pitch and azimuth from the flight controls.
(4) Before an NVIS operation, the operator and the pilot in command must be satisfied that:
(a) in an NVIS operation below 500 ft AGL; or
(b) in an NVIS operation from an HLS-NVIS basic using a searchlight with an NVIS compatible IR filter;
the risk of an adverse event as a result of NVIS failure below 500 ft AGL is controlled by:
(c) the aircraft’s capacity to revert immediately to a non-filtered search or landing light; or
(d) the presence of 2 pilots, each of whom:
(i) is NVIS qualified and NVIS equipped; and
(ii) has access to dual flight controls.
CHAPTER 27 EXPERIMENTAL AND LIGHT SPORT AIRCRAFT PLACARDS
27.01 Experimental aircraft — placards
(1) For subparagraph 91.875 (2) (i) (iii), this section prescribes the requirements for a placard that must be displayed inside an experimental aircraft carrying one or more passengers.
(2) The placard must:
(a) be displayed in full view of the passengers; and
(b) contain the text set out in subsection (3).
(3) For subsection (2), the text is:
WARNING
PERSONS FLY IN THIS AIRCRAFT AT THEIR OWN RISK.
THIS AIRCRAFT IS NOT OPERATED TO THE SAME SAFETY STANDARDS
AS A NORMAL COMMERCIAL PASSENGER FLIGHT.
CASA DOES NOT SET AIRWORTHINESS STANDARDS FOR EXPERIMENTAL AIRCRAFT.
(4) The requirement in paragraph (2) (b) is taken to be complied with if the placard contains the text set out in subsection (5), but only if a placard containing such text was displayed in full view of all passengers on the aircraft for flights immediately before 1 December 1999.
(5) For subsection (4), the text is:
WARNING
THIS AIRCRAFT IS NOT REQUIRED TO COMPLY WITH THE SAFETY REGULATIONS FOR STANDARD AIRCRAFT.
YOU FLY IN THIS AIRCRAFT AT YOUR OWN RISK.
27.02 Light sport aircraft — placards
(1) For paragraph 91.900 (2) (c), this section prescribes the requirements for a placard that must be displayed inside a light sport aircraft.
(2) The placard must:
(a) be displayed in full view of all passengers; and
(b) contain the text set out in subsection (3).
(3) For subsection (2), the text is:
THIS AIRCRAFT WAS MANUFACTURED IN ACCORDANCE WITH LIGHT SPORT AIRCRAFT AIRWORTHINESS STANDARDS AND DOES NOT CONFORM TO STANDARD CATEGORY AIRWORTHINESS REQUIREMENTS.
CHAPTER 28 REQUIREMENTS FOR MINIMUM EQUIPMENT LISTS
28.01 Contents of minimum equipment list
For subregulation 91.930 (1), this Chapter prescribes requirements relating to MELs for an aircraft.
28.02 Definitions
(1) In this Chapter:
Category A rectification interval means a rectification interval other than 3 days, 10 days or 120 days.
Category B rectification interval means a rectification interval that is 3 consecutive days.
Category C rectification interval means a rectification interval that is 10 consecutive days.
Category D rectification interval means a rectification interval that is 120 consecutive days.
day, in relation to a rectification interval for an inoperative item of equipment, means a calendar day starting after 12 midnight on the day of discovery of the inoperative item.
day of discovery, in relation to an inoperative item of equipment for an aircraft, means the day that information about the inoperative state of the item is recorded in the flight technical log for the aircraft.
extendable rectification interval means:
(a) a Category B rectification interval; or
(b) a Category C rectification interval.
item means an item of equipment as defined in this section.
MMEL means master MEL.
UTC means Coordinated Universal Time as determined by the International Bureau of Weights and Measures.
Note The UTC is located at (2) A reference in this Chapter to days (plural) means consecutive days.
28.03 MEL — contents
(1) An MEL for an aircraft must include the following:
(a) the name of the operator of the aircraft, including any operating or trading name;
(b) the aircraft type, model, registration mark and serial number;
(c) a list of the items in the aircraft, 1 or more of which may be inoperative for a flight of the aircraft;
(d) identification of the MMEL on which the MEL is based;
(e) definitions of any unique terms used in the MEL;
(f) guidance for the use and application of the MEL;
(g) a statement of whether rectification intervals will be calculated according to the local legal time or UTC.
(2) If the operator intends to extend the rectification interval of an inoperative item in accordance with regulation 91.945, the procedures to be used must be set out in the MEL.
(3) For subsection (2), the procedures must include the following:
(a) who, on behalf of the operator, may extend the rectification interval;
(b) how the operator ensures compliance with the requirements of subregulation 91.945 (1).
(4) For each item referred to in paragraph 28.03 (1) (c), the MEL must do the following:
(a) describe the item;
(b) specify whether the rectification interval for the item is a Category A, B, C or D rectification interval;
(c) set out the conditions or limitations (if any) that must be complied with if the aircraft is to conduct a flight with the item inoperative;
(d) if the aircraft is required to comply with an operational procedure for the conduct of a flight with the item inoperative:
(i) set out the procedure; or
(ii) if the procedure is in another document — include a reference to the procedure and the document;
(e) if the aircraft requires maintenance to conduct a flight with the item inoperative:
(i) set out the maintenance data; or
(ii) if the maintenance data is in another document — include a reference to the data and the document.
(5) For an aircraft that is subject to section 11.06, information regarding the RCP 240 and RSP 180 capabilities (as applicable) of the aircraft must be included in the MEL.
28.04 Compliance with the MMEL
(1) An MEL for an aircraft must be based on the MMEL for the aircraft type.
(2) Subject to subsection 28.05 (2), the MEL for a flight with an inoperative item must not be less operationally restrictive than the MMEL in the same circumstances.
Examples
1 If the MMEL for an aircraft specifies a rectification interval for an inoperative item, an MEL for the aircraft must not specify a rectification interval for the item that is less restrictive than the interval specified in the MMEL.
2 If the MMEL for an aircraft specifies conditions or limitations that must be complied with if the aircraft is to conduct a flight with an inoperative item, the MEL for the aircraft must include conditions or limitations for the item that are at least as restrictive as the conditions or limitations in the MMEL.
28.05 Compliance with the civil aviation legislation
(1) An MEL must not permit the operation of an aircraft for a flight with an inoperative item if the flight would be in contravention of the civil aviation legislation.
(2) If the civil aviation legislation permits the operation of an aircraft with an inoperative item, the MEL may permit the operation with the inoperative item in accordance with the civil aviation legislation even if the MEL is less restrictive than the MMEL.
Examples
1 If a provision of the civil aviation legislation permits an aircraft to operate for a period with an inoperative item and the period is less restrictive than the rectification interval for the item specified in the MMEL for the aircraft — the rectification interval for the item in the MEL may be based on the period mentioned in the provision.
2 If a provision of the civil aviation legislation permits an aircraft to operate for a flight with an inoperative item subject to conditions or limitations and the conditions or limitations in the provision are less restrictive than the conditions or limitations in the MMEL for the aircraft — the conditions or limitations specified in the MEL for the item must be at least as restrictive as the conditions or limitations specified in the provision.
28.06 Compliance with the AFM
An MEL for an aircraft must not permit the operation of the aircraft for a flight with an inoperative item in contravention of any of the conditions, limitations or emergency procedures specified in the AFM.
28.07 If the MMEL does not specify rectification intervals
If the MMEL for an aircraft type does not specify a rectification interval for an inoperative item, the rectification interval for the item in an MEL for an aircraft of the type must clearly reflect the significance of the item for the safe operation of the aircraft.
28.08 Effects of repairs or modifications made to the aircraft
If:
(a) a repair or modification is made to an aircraft; and
(b) the approval for the repair or modification places a new condition or limitation on the operation of the aircraft for flight with an inoperative item;
then the conditions or limitations specified in the MEL for the inoperative item must be at least as restrictive as the conditions or limitations specified in the approval for the repair or modification.
28.09 Extension of rectification interval
(1) A rectification interval prescribed by this Chapter is prescribed for the purposes of paragraph 91.945 (5) (b) as an original rectification interval.
(2) For paragraph 91.945 (5) (g), this section prescribes the period by which an extendable original rectification interval may be extended.
Note Category B and Category C rectification intervals are the extendable rectification intervals.
(3) An original Category B rectification interval may be extended up to a maximum of 3 days.
(4) An original Category C rectification interval may be extended up to a maximum of 10 days.
(5) A reference in this section to an original rectification interval (however expressed) is a reference to the relevant rectification interval before any extension of it under this section.
Note The intended effect of subsection 28.09 (5) is that a rectification interval that has been extended once may not be further extended.
Notes to Part 91 (General Operating and Flight Rules) Manual of Standards 2020
The Part 91 Manual of Standards (in force under the Civil Aviation Safety Regulations 1998 and the Acts Interpretation Act 1901) as shown in this compilation comprises the Part 91 (General Operating and Flight Rules) Manual of Standards 2020 amended as indicated in the Tables below.
Table of Manuals of Standards
| Year and number | Date of registration | Date of | Application, saving or |
| Part 91 (General Operating and Flight Rules) Manual of Standards 2020 | 1 December 2020 (F2020L01514) | 2 December 2021 (see s. 2) | — |
| Part 91 MOS Amendment Instrument 2021 (No. 1) | 11 November 2021 (F2021L01533) | 2 December 2021 (see s. 2) | — |
| Part 91, Part 133 and Part 138 Manuals of Standards — NVIS Amendments Instrument 2021 (No. 1) | 24 November 2021 (F2021L01591) | 2 December 2021 (see s. 2) | — |
| Part 91 MOS Amendment Instrument 2021 (No. 2) | 8 December 2021 (F2021L01732) | 8 December 2021 (see s. 2) | — |
| Part 91 MOS Amendment Instrument 2022 (No. 1) | 5 August 2022 (F2022L01044) | 6 August 2022 | — |
| Part 91 MOS Amendment Instrument 2023 (No. 1) | 6 April 2023 F2023L00423 | 7 April 2023 | — |
Table of Amendments ad. = added or inserted am. = amended (prev…) = previously renum = renumbered rep. = repealed | |
| Provision affected | How affected |
| s. 1.02 | rep. Legislation Act 2003, s. 48D |
| s. 1.05 | am. F2021L01533 |
| s. 1.07 | am. F2021L01533, F2021L01591, F2022L01044 |
| s. 2.02 | rs. F2021L01533 |
| s. 2.05 | am. F2021L01533 |
| s. 2.07 | am.F2021L01591 |
| s. 2.09 | am. F2021L01533 |
| s. 2.10 | am. F2021L01533 |
| s. 3.01 | rs. F2021L01591 |
| s. 3.01A | ad. F2021L01591 |
| s. 3.02 | rs. F2021L01591 |
| s. 3.03 (prev. s. 3.02) | renum. F2021L01591 am. F2021L01591 |
| s. 3.04 | ad. F2021L01591 |
| s. 3.05 | ad. F2021L01591 |
| s. 3.06 | ad. F2021L01591 |
| s. 3.07 | ad. F2021L01591 |
| s. 3.08 | ad. F2021L01591 am. F2022L01044 |
| s. 3.09 | ad. F2021L01591 |
| s. 3.10 | ad. F2021L01591 |
| s. 4.01 | am. F2021L01533 |
| s. 4.02 | am. F2021L01533 |
| s. 5.02 | am. F2021L01533 |
| s. 6.01 | am. F2021L01533 |
| s. 7.02 | am. F2021L01533 |
| s. 7.03 | am. F2021L01533 |
| s. 8.04 | am. F2021L01533 |
| s. 8.08 | am. F2021L01533 |
| s. 9.01 | am. F2021L01533 |
| s. 9.02 | am. F2021L01533 |
| s. 9.03 | am. F2021L01533 |
| s. 9.04 | rs. F2021L01533 |
| s. 9.05 | am. F2021L01533 |
| s. 10.02 | am. F2021L01533 |
| s. 10.03 | am. F2021L01533 |
| s. 11.02 | am. F2021L01533, F2022L01044 |
| s. 11.03 | am. F2021L01533 |
| s. 11.06 | am. F2021L01533 |
| s. 11.08 | rs. F2021L01533 |
| s. 11.09 | rs. F2021L01533 |
| s. 11.10 | am. F2021L01533 |
| s. 11.10A | ad. F2021L01533 |
| s. 11.11 | am. F2021L01533 |
| s. 11.13 | am. F2021L01533 |
| s. 11.14 | rs. F2021L01533 |
| s. 11.15 | rs. F2021L01533 |
| s. 11.16 | am. F2022L01044 |
| s. 11.17 | am. F2021L01533 |
| s. 11.22 | am. F2021L01533 rs. F2022L01044 |
| s. 12.03 | am. F2021L01533 |
| s. 14.02 | am. F2021L01533 |
| s. 14.03 | am. F2021L01533 |
| s. 14.04 | am. F2022L01044, F2023L00423 |
| s. 14.05 | am. F2022L01044 |
| s. 15.02 | am. F2022L01044 |
| s. 14.09 | ad. F2021L01533 |
| s. 15.02 | am. F2021L01533 |
| s. 15.07 | am. F2021L01533 |
| s. 15.09 | rs. F2021L01533 |
| s. 15.10 | am. F2021L01533 |
| s. 15.11 | am. F2021L01533 |
| s. 16.01 | am. F2021L01533 |
| s. 16.03 | am. F2021L01533 |
| s. 17.01 | am. F2021L01533 |
| s. 18.01 | rs. F2021L01533 |
| s. 19.02 | am. F2021L01533 |
| s. 19.04 | am. F2021L01533 |
| s. 20.01 | am. F2021L01533, F2022L01044, F2023L00423 |
| s. 20.02 | am. F2021L01533 |
| s. 20.03 | am. F2021L01533, F2023L00423 |
| s. 20.04 | am. F2021L01533 |
| s. 20.06 | am. F2021L01533 |
| s. 20.07 | am. F2021L01533 |
| s. 21.01 | rs. F2021L01533 |
| s. 21.02 | am. F2021L01533 |
| s. 21.03 | am. F2021L01533 |
| s. 21.04 | am. F2021L01533 |
| s. 21.05 | rs. F2021L01533 am. F2023L00423 |
| s. 21.06 | rs. F2021L01533 am. F2023L00423 |
| s. 21.07 | rs. F2021L01533 |
| s. 21.08 | rs. F2021L01533 |
| s. 21.09 | ad. F2021L01533 |
| s. 24.04 | am. F2022L01044 |
| s. 24.05 | am. F2022L01044 |
| s. 25.04 | am. F2022L01044 |
| s. 25.05 | am. F2022L01044 |
| s. 26.01 | am. F2021L01533 |
| s. 26.02 | am. F2021L01533 |
| s. 26.04 | rs. F2021L01533 |
| s. 26.07 | am. F2021L01533 |
| s. 26.08 | am. F2021L01533 |
| s. 26.11 | am. F2021L01533 |
| s. 26.12 | am. F2021L01533 |
| s. 26.16 | rs. F2022L01044 |
| s. 26.18 | am. F2021L01533 |
| s. 26.19 | am. F2021L01533 |
| s. 26.22 | am. F2021L01533, F2022L01044 |
| s. 26.24 | am. F2021L01533, F2022L01044 |
| s. 26.25 | am. F2022L01044 |
| s. 26.27 | am. F2021L01533 |
| s. 26.28 | am. F2021L01533 |
| s. 26.29 | am. F2021L01533 |
| s. 26.30A | ad. F2021L01732 |
| s. 26.31 | am. F2021L01533, F2022L01044 |
| s. 26.32 | am. F2021L01533, F2022L01044 |
| s. 26.33 | am. F2022L01044 |
| s. 26.34 | am. F2022L01044 |
| s. 26.39 | am. F2021L01533 |
| s. 26.43 | am. F2021L01533, F2022L01044 |
| s. 26.48 | am. F2023L00423 |
| s. 26.52 | am. F2021L01533 |
| s. 26.53 | am. F2021L01533, F2022L01044 |
| s. 26.55 | am. F2021L01533 |
| s. 26.63 | am. F2021L01533 |
| s. 26.65 | am. F2021L01533, F2023L00423 |
| s. 26.66 | rs. F2021L01533 |
| s. 26.67 | am. F2021L01533, F2023L00423 |
| s. 26.68 | rs. F2021L01533 |
| s. 26.68A | ad. F2021L01533 |
| s. 26.69 | rs. F2021L01533 |
| s. 26.70 | am. F2021L01533, F2022L01044 |
| s. 26.71 | am. F2021L01533, F2022L01044 |
| s. 26.72 | rs. F2021L01533 |
| s. 26.72A | ad. F2021L01533 |
| s. 26.72B | ad. F2021L01533 |
| s. 26.72C | ad. F2021L01533 |
| s. 26.73 | rs. F2021L01533 |
| s. 26.74 | ad. F2021L01591 |
| s. 26.74A | ad. F2021L01591 |
| s. 26.75 | ad. F2021L01591 |
| s. 26.76 | ad. F2021L01591 |
| s. 26.77 | ad. F2021L01591 |
| s. 26.78 | ad. F2021L01591 |
| s. 26.79 | ad. F2021L01591 am. F2022L01044 |
| s. 28.03 | am. F2021L01533 |
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