I, SHANE PATRICK CARMODY, Director of Aviation Safety, on behalf of CASA, make this instrument under regulations 91.040 and 201.025 of the Civil Aviation Safety Regulations 1998, and section 4 of the Acts Interpretation Act 1901.

[Signed S. Carmody]

Shane Carmody
Director of Aviation Safety

30 November 2020

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 1 PRELIMINARY

1.01 Name of instrument

1.02 Commencement

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 2 PRESCRIPTIONS 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 3 NVIS FLIGHTS

3.01 Purpose

3.02 NVIS flight requirements

CHAPTER 4 ALL FLIGHTS — AIRSPEED LIMITS

4.01 Purpose

4.02 Flight to be within indicated airspeed limits

CHAPTER 5 JOURNEY 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 6 FLYING 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 8 FLIGHT 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 9 FLIGHT 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 Availability of GNSS FDE in 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 CASA approval required for flight in the NAT-HLA

11.09 Performance-based communication and surveillance requirements

11.10 Australian domestic airspace — inoperative radio 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 — clearance required

11.14 Control zones and control areas — entry into Class A, B, C or
E airspace

11.15 Control zones and control areas — entry into Class D 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

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 Purpose

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 — 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 CTAF — 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

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 Flight with inoperative 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 Australian-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

26.31 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 and amphibians

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

26.66 RESERVED

Division 26.16 Transponders and surveillance equipment

26.67 Definitions

26.68 Carriage of transponders and surveillance equipment

26.69 Operation of transponders — general requirements

26.70 Mode S transponders — specific requirements

26.71 Alternate GNSS position source for ADS-B OUT — requirements

26.72 Alternate ADS-B OUT equipment configuration — requirements

26.73 Aircraft flown with inoperative transponder

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

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.

1.02 Commencement

  This instrument commences immediately after commencement of Part 91 of CASR.

Note   Part 91 of CASR is contained in the Civil Aviation Safety Amendment (Part 91) Regulations 2018 which commences on 2 December 2021.

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: http://www.icao.int/publications/Pages/default.aspx.

Note 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 the particular joint Australian and New Zealand Standard, as in force or existing from time to time.

Note   For example, the joint Australian and New Zealand Standard AS/NZS 1754:2004, Child restraint systems for use in motor vehicles.

 (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 www.airservicesaustralia.com.

 (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.

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 www.airservicesaustralia.com.

AIRAC 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 provider means:

(a) 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.

ASAO is short for approved self-administering organisation, and has the meaning given by Part 1 of the CASR Dictionary.

Note   See also Part 149 of CASR.

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.

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 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, 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.

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.

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.

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.

large aeroplane means an aeroplane with an MTOW of more than 5 700 kg.

LNAV means lateral navigation.

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.

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 sector of a circle of radius 46 km (or 25 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 www.icao.int/EURNAT.

navigational tolerance means 1 of the following:

(a) for PBN operations — ½ x the RNP value for the segment of the IAP being conducted;

(b) for VOR or LOC-based operations — half-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.

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, 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.

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, or reduced vertical separation minimum, 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.

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.

SIGWX means significant weather.

single-pilot operation has the meaning given by Part 1 of the CASR Dictionary.

small aeroplane means an aeroplane with an MTOW of not more than 5 700 kg.

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.

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/descend is an ATC authorisation for an IFR flight in Class D or E airspace to climb or descend in VMC.

VFR-on-top is an ATC authorisation for an IFR flight in Class E airspace to operate in VMC at VFR cruising levels.

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.

Vyse, for an aircraft, means the speed mentioned in the AFM for the best rate of climb with 1 engine inoperative.

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.

 (2) For an aeroplane with an IAS mentioned in an item of column 2, 3,4, 5 or 6 of Table 2.02 (2), the aircraft performance category is that mentioned in column 1 of the item.

 (3) The specified aircraft performance category for an aeroplane is the highest of the aircraft performance categories determined under subsection (2).

Note   Performance categories rank from A (lowest) to E (highest).

 (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 performance category stated in the AFM.

Table 2.02 (2) — Aircraft performance categories

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

 (1) 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

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 the location mentioned 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

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

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.

 (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.

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

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

CHAPTER 3 NVIS FLIGHTS

3.01 Purpose

  For subregulation 91.085 (1), this Chapter prescribes requirements relating to the conduct of an NVIS flight.

3.02 NVIS flight requirements

 (1) The pilot of an aircraft must not use NVIS unless the pilot:

(a) is authorised under Part 61 of CASR to use NVIS; and

(b) has met all relevant recency requirements in accordance with Part 61.

Note   To 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 — see section 1.07.

 (2) If operating under the IFR, the pilot must not use NVIS unless the aircraft is flown in accordance with the requirements of:

(a) the VMC criteria for the aircraft; and

(b) the airspace in which the flight is conducted.

 (3) The pilot may only use NVIS in an aircraft that is certified to operate:

(a) under the VFR by night or the IFR; and

(b) using NVIS.

Note   These certifications appear on the type certificate or may be obtained through a supplemental type certificate (STC) process with an AFM supplement.

 (4) The pilot may only use NVIS if the NVG and NVD equipment constituting the NVIS complies with all applicable requirements of the civil aviation legislation for such equipment.

 (5) The pilot of an aircraft must not use NVIS unless:

(a) the minimum crew, in accordance with the AFM, are on board the aircraft; and

(b) each crew member:

 (i) is authorised under Part 61 of CASR for the operation; and

 (ii) has met all recency requirements in accordance with Part 61.

CHAPTER 4 ALL FLIGHTS — AIRSPEED LIMITS

4.01 Purpose

  For subregulation 91.090 (1), this Chapter prescribes the airspeed limits for a flight.

Note   Other sections of this MOS prescribe requirements related to speed: see section 2.02 (Specified aircraft performance category) and section 2.07 (VMC criteria).

4.02 Flight to be within indicated airspeed limits

  Subject to this section, if an aircraft is flown:

(a) in the airspace mentioned in an item of column 1 in Table 4.02 (1); and

(b) under the flight rules mentioned in the same item of column 2;

  then the pilot in command must ensure that the aircraft is flown at not more than the maximum indicated airspeed limits (if any) mentioned in the same item of column 3, unless the requirements of aviation safety require otherwise.

Table 4.02 (1) — Airspeed limits

CHAPTER 5 JOURNEY LOGS — FLIGHTS THAT BEGIN OR END OUTSIDE AUSTRALIAN TERRITORY

5.01 Purpose

 (1) For paragraph 91.120 (2) (a), this Chapter prescribes requirements relating to maintaining a journey log for a flight of an aircraft that begins or ends at an aerodrome outside Australian territory (an international flight).

 (2) In this Chapter, the expression journey log includes a general declaration or other document provided that it:

(a) contains the information required for a journey log: and

(b) is carried on the flight.

Note   Under ICAO Annex 9, a general declaration may be a substitute for a journey log provided that it contains the information required for a journey log.

5.02 Journey log information before an international flight begins

 (1) The information mentioned in subsection (2) must be recorded in the journey log before an international flight begins.

 (2) The information is the following:

(a) the aircraft registration mark and flight number (if any);

(b) the date of the flight;

(c) for each crew member assigned to the flight:

 (i) the crew member’s name; and

 (ii) the duties assigned to the crew member for the flight;

(d) the place of departure for the flight;

(e) the amount of fuel added to the aircraft’s fuel tanks before the flight begins (if any);

(f) the amount of fuel in the aircraft’s fuel tanks when the flight begins.

5.03 Journey log information after an international flight ends

 (1) The information mentioned in subsection (2) must be recorded in the journey log as soon as practicable after an international flight ends.

 (2) The information is the following:

(a) the place of arrival;

(b) the time the flight began;

(c) the time the flight ended;

(d) the duration of the flight;

(e) the amount of fuel in the aircraft’s fuel tanks when the flight began;

(f) the amount of fuel in the aircraft’s fuel tanks when the flight ended;

(g) incidents and observations (if any) that may have been relevant in any way to the safety of the flight.

CHAPTER 6 FLYING IN FORMATION

6.01 Purpose

  For subregulation 91.205 (1A), this Chapter prescribes the requirements if the pilot in command of an aircraft for a flight is not be in contravention of subregulation 91.205 (1).

Note   The pilot in command of an aircraft for a flight otherwise contravenes subregulation 91.205 (1) if, during the flight, the aircraft is flying in formation, and the pilot has not a prearranged with each pilot in command of the other aircraft making up the formation to fly as part of the formation.

6.02 Gliders

  For section 6.01:

(a) the aircraft must be a glider; and

Note   The various forms of glider for this purpose are defined in the CASR Dictionary.

(b) the glider must be engaged in a soaring flight; and

(c) the glider must be flying with 1 or more other gliders in a thermal.

Note   Such flight constitutes a formation.

CHAPTER 7 FLIGHT PREPARATION (WEATHER ASSESSMENTS) REQUIREMENTS

7.01 Purpose

  For subregulation 91.230 (1), this Chapter prescribes requirements relating to flight preparation and weather assessments (the flight preparation (weather assessments) requirements).

7.02 Forecasts for flight planning

 (1) Not more than 1 hour before commencing a flight, the pilot in command must study:

(a) authorised weather forecasts and authorised weather reports for:

 (i) the route to be flown; and

 (ii) the departure aerodrome, the planned destination aerodrome and any planned alternate aerodrome; and

Note   See also subsection 8.04 (3).

(b) any other reasonably available weather information that is relevant to the intended operation.

 (2) For subparagraph (1) (a) (i), the authorised weather forecasts are as follows:

(a) 1 of the following:

 (i) for an operation at or below 10 000 ft AMSL — a GAF or a GAMET area forecast;

 (ii) for an operation above 10 000 ft AMSL — a SIGWX forecast;

 (iii) for any operation — a flight forecast;

(b) a wind and temperature forecast.

 (3) An authorised weather forecast used to satisfy the requirement under subparagraph (1) (a) (i) must cover the whole period of the flight for which it is to be used.

 (4) For subparagraph (1) (a) (ii), for an IFR flight to a planned destination aerodrome with an IAP that a pilot is able to conduct, the authorised weather forecasts for the planned destination aerodrome and any planned alternate aerodromes must be an aerodrome forecast or an ICAO landing forecast.

 (5) For subparagraph (1) (a) (ii), for an IFR flight to a planned destination aerodrome without an IAP, or with 1 or more IAPs none of which a pilot is able to conduct, the authorised weather forecasts must be the following:

(a) for the planned destination aerodrome — an aerodrome forecast, an ICAO landing forecast, or a GAF or a GAMET area forecast;

(b) for any planned alternate aerodrome — an aerodrome forecast or an ICAO landing forecast.

 (6) An authorised weather forecast used to satisfy the requirement under subparagraph (1) (a) (ii) must be valid for at least 30 minutes before, and 60 minutes after, the planned ETA.

7.03 Flights unable to obtain an authorised weather forecast before departure

 (1) Despite subsection 7.02 (1), an aircraft may commence a flight if:

(a) an authorised weather forecast or an authorised weather report for the flight is not available; and

(b) the pilot in command reasonably considers that the weather conditions at the departure aerodrome will permit the aircraft to return and land safely at the departure aerodrome within 1 hour after take-off.

 (2) The pilot in command of a flight mentioned in subsection (1) must return to the departure aerodrome if the authorised weather forecast required for the planned destination aerodrome is not obtained within 30 minutes after take-off.

CHAPTER 8 FLIGHT PREPARATION (ALTERNATE AERODROMES) REQUIREMENTS

Division 8.1 Purpose and definitions

8.01 Purpose

  For subregulation 91.235 (1), this Chapter prescribes requirements relating to flight preparation and alternate aerodromes (the flight preparation (alternate aerodrome) requirements).

8.02 Definition of relevant weather conditions

 (1) Subject to subsection (2), in this Chapter:

relevant weather conditions means the following weather conditions:

(a) for cloud — more than SCT below the alternate minima;

Note   For alternate minima see section 8.08.

(b) for visibility — either:

 (i) less than the alternate minima; or

 (ii) equal to or more than the alternate minima but with a forecast of at least a 30% probability of fog, mist, dust or any other phenomenon restricting visibility below the alternate minima;

(c) for wind — a headwind, crosswind or downwind component more than the maximum for the aircraft;

(d) a thunderstorm or associated severe turbulence, or a forecast of at least a 30% probability of such an event.

 (2) If flight planning for a flight is based on 1 of the following:

(a) a TAF3, where the ETA of the flight is within the first 3 hours of the TAF3 validity period (but not if that ETA falls outside the end time (if any) specified for the TAF3 service);

(b) an ICAO landing forecast;

  then the definition in subsection (1) may be read as if there were no mention of probabilities in subparagraph (1) (b) (ii) and paragraph (1) (d).

8.03 Definition of relevant IAP

 (1) In this Chapter:

relevant IAP for an aerodrome outside Australian territory is the IAP that the pilot in command of an aircraft determines has the second lowest minimum altitude of the IAPs that the aircraft is able to conduct at the aerodrome (conductible IAPs).

 (2) For subsection (1), in determining which conductible IAP has the second lowest minimum altitude, the pilot in command must comply with the following constraints:

(a) the conductible IAPs that may be considered in determining the IAP with the lowest, and hence the second lowest, minimum altitudes must not both require use of the same radio navigation aid;

Note   Radio navigation aid is a defined term in the CASR Dictionary. An example of this mandatory constraint is an aerodrome that has the following IAPs to a specific runway (from lowest to highest minimum altitude): an ILS with CAT I and CAT II minima that both require the use of a non-associated DME; a VOR that uses the same DME as the ILS; a GNSS with LNAV minima; and an NDB. The CAT II minima cannot be used and, therefore, cannot be the lowest minimum altitude and VOR could not be considered to have the second lowest minimum altitude as it shares a required radio navigation aid with the ILS (namely, the same DME).

(b) CAT II and CAT III minimum altitudes must not be used in determining altitudes for the relevant IAP.

Division 8.2 Destination alternate aerodromes

8.04 Destination alternate aerodromes — weather

 (1) Subject to subsection (2), the pilot in command of an aircraft must nominate a destination alternate aerodrome if the ETA at the planned destination aerodrome is during the period that:

(a) begins 30 minutes before the forecast commencement of relevant weather conditions at the planned destination aerodrome; and

(b) ends 30 minutes after the forecast ending of relevant weather conditions.

Note   For relevant weather conditions, see section 8.02.

 (2) If:

(a) flight planning is based on a TAF3; and

(b) the ETA at the planned destination aerodrome:

 (i) is within the first 3 hours of the TAF3 validity; and

 (ii)  does not fall outside the end time (if any) specified for the TAF3 service;

  then the pilot in command of an aircraft must nominate a destination alternate aerodrome if the ETA is during the period that:

(c) begins at the forecast commencement of relevant weather conditions at the planned destination aerodrome; and

(d) ends at the forecast ending of the relevant weather conditions.

 (3) If the forecasts required by subparagraph 7.02 (1) (a) (ii) are not available, then the pilot in command of an aircraft must nominate a destination alternate aerodrome.

 (4) Subsections (1) and (2) do not apply if the pilot in command is operating an aircraft under the VFR by day within 50 NM of the departure aerodrome.

 (5) Subsections (1) and (2) do not apply if:

(a) relevant weather conditions exist; and

(b) the pilot in command ensures that sufficient fuel is carried to permit the aircraft to hold at the planned destination aerodrome until the end of the period mentioned in subsection (1) or (2), as the case requires.

 (6) Subsections (1) and (2) do not apply if:

(a) relevant weather conditions are forecast to occur on an intermittent or temporary basis; and

(b) the pilot in command ensures that sufficient fuel is carried to permit the aircraft to hold for:

 (i) 30 minutes — when the forecast is based on a change indicator of INTER; or

 (ii) 60 minutes — when the forecast is based on a change indicator of TEMPO.

 (7) For subsection (6), if a forecast contains multiple change indicators of INTER or TEMPO, the fuel for holding that is required under paragraph (6) (b) must be that for the most limiting requirement.

 (8) For subsections (1) and (2), if a forecast includes the change indicator BECMG:

(a) where the weather conditions within the BECMG element of the forecast represent a deterioration in any of the weather elements within the preceding element of the forecast — the change indication is to be applied from the start of the forecast BECMG period; and

(b) where the weather conditions within the BECMG element of the forecast represent an improvement in all of the weather elements within the preceding elements of the forecast — the change indication is to be applied from the end of the forecast BECMG period.

8.05 Destination alternate aerodromes — navigation

 (1) The pilot in command of an aircraft must nominate a destination alternate aerodrome if a flight is an IFR flight by night to a planned destination aerodrome that is:

(a) not served by an IAP; or

(b) is served by 1 or more IAPs none of which the pilot in command is able to conduct.

 (2) For a VFR flight by night, the pilot in command must nominate a destination alternate aerodrome that is within 1 hour’s flight time of the planned destination aerodrome:

(a) unless:

 (i) the planned destination aerodrome is served by a ground-based radio navigation aid; and

 (ii) the aircraft is fitted with the appropriate radio navigation system capable of using the aid; and

 (iii) the pilot in command is competent in using the aid; or

(b) unless:

 (i) the aircraft is fitted with an approved GNSS; and

 (ii) the pilot in command is competent in using the GNSS.

 (3) If aircraft navigation is to be conducted using a GNSS receiver certified only to (E)TSO C-129, navigation to a destination alternate aerodrome must be planned using a navigation system other than GNSS.

8.06 Destination alternate aerodromes — aerodrome lighting

 (1) If a flight is planned to land at night at an aerodrome that only has portable runway lighting, the pilot in command of an aircraft must nominate a destination alternate aerodrome unless reliable arrangements have been made for a qualified and responsible person to:

(a) attend the aerodrome during the period beginning at least 30 minutes before the ETA, and ending on completion of the aircraft’s landing and taxiing (the landing period); and

(b) display the portable lighting.

 (2) If a flight is planned to land at night at an aerodrome with electric runway lighting, but without standby power, the pilot in command must nominate a destination alternate aerodrome unless:

(a) portable runway lights are available; and

(b) reliable arrangements have been made for a qualified and responsible person to:

 (i) attend the aerodrome during the landing period; and

 (ii) display the portable lighting in the event of a failure of the electric runway lighting.

 (3) If a flight is planned to land at night at an aerodrome with PAL, the pilot in command must nominate a destination alternate aerodrome unless reliable arrangements have been made for a qualified and responsible person to:

(a) attend the aerodrome during the landing period; and

(b) manually switch on the runway lighting in the event of a failure of the PAL.

 (4) The pilot in command of an aircraft fitted with a single VHF radiocommunication system may only nominate an aerodrome with PAL as a destination alternate aerodrome if:

(a) reliable arrangements have been made for a qualified and responsible person to be in attendance to manually switch on the aerodrome lighting; and

(b) the aircraft has:

 (i) a HF radiocommunication system; and

 (ii) 30 minutes of holding fuel.

Note   There is no requirement for a responsible person to be in attendance on the ground. The requirement for holding fuel will allow ground staff to be alerted in the event of a failure of the aircraft’s VHF radiocommunication system.

 (5) Subsections (1) to (4) do not apply if the pilot in command ensures that sufficient fuel is carried to permit the aircraft to hold until first-light plus 10 minutes.

 (6) A destination alternate aerodrome nominated in accordance with subsection (2) or (3) is not required to have standby power or portable runway lighting.

 (7) In this section:

qualified, for a responsible person, means a person who is instructed in, and is competent to display, the standard runway lighting with portable lights.

8.07 Destination alternate aerodromes — restrictions

  The pilot in command of an aircraft may nominate an aerodrome as a destination alternate aerodrome only if the aerodrome is:

(a) suitable as a planned destination aerodrome for the flight; and

(b) not itself an aerodrome for which the aircraft would require a destination alternate aerodrome; and

(c) not a helideck.

8.08 Alternate minima — Australian aerodromes

 (1) For Table 8.08 (1), for a type of aircraft mentioned in an item of column 1, conducting the type of operation mentioned in the same item of column 2, the alternate minima for an aerodrome in Australian territory are those mentioned in the same item of column 3 (for altitude) and column 4 (for visibility), subject to any conditions mentioned in the same item of column 5.

Table 8.08 (1) Alternate minima at Australian aerodromes

 (2) Subject to subsection (3), special alternate minima are only available for operations by aircraft with the following:

(a) at least 2 localiser and glideslope receiving systems;

(b) at least 2 VOR receiving systems;

(c) at least 1 of the following combinations of distance measuring systems:

 (i) 2 DME systems;

 (ii) 2 GNSS;

 (iii) 1 DME system and 1 GNSS.

 (3) Special alternate minima must not be used in any of the following circumstances:

(a) when an aerodrome control service is not provided;

(b) when an authorised weather forecast or authorised weather report is not available for the aerodrome;

(c) when ground equipment associated with the approach aid has been continuously unserviceable for more than 7 days and continues to be unserviceable.

Note   In the circumstance mentioned in paragraph (c), the non-availability of special approach minima will be published in NOTAM.

8.09 Alternate minima — at foreign aerodromes

 (1) Subject to subsection (2), the alternate minima for an aerodrome outside Australian territory (the relevant aerodrome) are whichever 1 of the following provides the highest minima:

(a) the official alternate minima published in the State in which the aerodrome is located (the relevant State);

(b) the circling minima for the aerodrome, plus:

 (i) a cloud ceiling increment of 500 ft; and

 (ii) a visibility increment of 2 km;

(c) the landing minima of the relevant IAP, plus the following:

 (i) where the relevant State increments are published — those increments;

 (ii) where relevant State increments are not published, or if the availability or reliability of the approach aid is doubtful:

(A) a cloud ceiling increment of 500 ft; and

(B) a visibility increment of 2 km;

(d) if the determination of the relevant IAP is based entirely on the minimum altitudes of precision approach procedures:

 (i) a cloud ceiling of 400 ft; and

 (ii) a visibility of 1 600 m;

(e) if the determination of the relevant IAP is not based entirely on the minimum altitudes of precision approach procedures:

 (i) a cloud ceiling of 800 ft; and

 (ii) visibility of 3 000 m.

 (2) If:

(a) the aerodrome has straight-in procedures to a runway that are not suitable for the operation; and

(b) circling is permitted;

  then the alternate minima must not be lower than that derived from paragraph (1) (b).

CHAPTER 9 FLIGHT NOTIFICATIONS

9.01 Purpose

  For subregulation 91.240 (1), this Chapter prescribes requirements relating to flight notifications (flight notification requirements).

9.02 Flight notification requirements

 (1) If a flight is 1 of the following:

(a) an IFR flight;

(b) a VFR flight in Class C or Class D airspace;

then the pilot in command must submit a flight plan in accordance with procedures published in the authorised aeronautical information.

 (2) If a VFR flight is 1 of the following:

(a) a flight conducting an air transport operation;

(b) a flight over water;

(c) a flight in a designated remote area;

(d) a flight at night proceeding beyond 120 NM from the aerodrome of departure;

  then the pilot in command must do 1 of the following in accordance with procedures published in authorised aeronautical information:

(e) submit a flight plan;

(f) nominate a SARTIME for arrival;

(g) leave a flight note with a responsible person.

Note   See section 9.05 for responsible person.

 (3) If a VFR flight is a community service flight, the pilot in command must submit a flight plan or nominate a SARTIME for arrival in accordance with procedures published in authorised aeronautical information.

Note   The fact that a flight is not one mentioned in subsection (1), (2) or (3), does not prevent the pilot in command from submitting a flight plan, nominating a SARTIME, or leaving a flight note with a responsible person. However, if a flight plan is submitted, a SARTIME is nominated or a flight note is left with a responsible person, sections 9.03, 9.04 and 9.05 apply.

9.03 Changes to flight plans and SARTIME nominations

 (1) A pilot in command who submits a flight plan must notify ATS of changes in any of the following:

(a) the aircraft callsign or registration;

(b) the flight rules under which the flight will be operating;

(c) serviceability of the equipment that, as stated in the flight plan, is carried on board;

(d) the planned departure time (but only if changed by more than 30 minutes);

(e) the route, landing points and destination alternate aerodromes;

(f) the cruising level;

(g) the cruising speed;

(h) the number of POB.

 (2) A pilot in command who nominates a SARTIME must notify ATS of changes in any of the following:

(a) the aircraft callsign or registration;

(b) the planned departure time (but only if changed by more than 30 minutes);

(c) the route, landing points and destination alternate aerodromes;

(d) the SARTIME.

9.04 Cancelling SARTIME

  A pilot in command who nominates a SARTIME must cancel the SARTIME no later than the time nominated.

9.05 Responsible persons for receipt of a flight note

 (1) In this Chapter, a responsible person for the receipt of a flight note must meet the requirements mentioned in subsection (2).

 (2) For subsection (1), the responsible person must:

(a) be over the age of 18 years; and

(b) have access to at least 2 operative and appropriate telephones; and

(c) satisfy the pilot in command that the person:

 (i) knows how to contact JRCC Australia; and

 (ii) will immediately do so in the event that the pilot in command’s flight is overdue.

CHAPTER 10 MATTERS TO BE CHECKED BEFORE TAKE-OFF

10.01 Purpose

  For subregulation 91.245 (1), this Chapter prescribes the checks to be carried out before take-off.

10.02 Matters to be checked before take-off

  Before take-off for a flight, the pilot in command of an aircraft must complete the following checks:

(a) a check to confirm that each aerodrome, air route and airway facility that the pilot plans to use for the flight will be available for use;

(b) a check of the following:

 (i) all Head Office and FIR NOTAMs applicable to the en route phase of the flight;

 (ii) all location-specific NOTAMs for relevant aerodromes;

(c) a check to confirm the availability of GNSS integrity if required by section 11.03 or 14.06;

(d) a check to confirm that:

 (i) all equipment required to be fitted to, or carried on, the aircraft by or under the civil aviation legislation is available and functioning properly; and

 (ii) emergency and survival equipment carried on the aircraft is readily accessible;

(e) a check to confirm that each crew member is fit to perform the crew member’s duties;

(f) a check to confirm that:

 (i) the aircraft’s hatches, access ports, panels and fuel tank caps are secured; and

 (ii) the control locks, covers and ground safety devices and restraints have been removed;

(g) if the aircraft is an Australian aircraft — a check to confirm that there is either:

 (i) a certificate of release to service for the most recent maintenance carried out on the aircraft; or

 (ii) a maintenance release for the aircraft;

(h) a check to confirm that the aircraft’s flight controls have been tested and are functioning correctly;

(i) for each system fitted to the aircraft for measuring and displaying pressure altitude, a check of the system’s accuracy in accordance with the procedures mentioned in this Chapter;

(j) if an amount of supplemental oxygen or protective breathing equipment is required by or under the civil aviation legislation to be carried on the aircraft for a flight crew member for the flight — checks to ensure the following (as the case requires):

 (i) that the required amount of supplemental oxygen is available;

 (ii) that the protective breathing equipment is operative;

 (iii) that the oxygen mask is connected to the supply terminal;

 (iv) that each communication system associated with the oxygen mask is connected to the aircraft’s communication system;

 (v) if the oxygen mask is adjustable — that the mask fits the flight crew member correctly.

10.03 Checking systems for measuring and displaying pressure altitude — general

 (1) For paragraph 10.02 (i), this section sets out the requirements for checking aircraft systems for measuring and displaying pressure altitude (pressure altitude systems).

 (2) If:

(a) an aircraft is at a known elevation (the site elevation); and

(b) an accurate QNH is available;

  then, before take-off, the pilot in command of the aircraft must check the accuracy of each of the aircraft’s pressure altitude systems in accordance with this section.

Note   For accurate QNH and site elevation — see section 10.06.

 (3) If, by virtue of section 10.04 or 10.05 (as the case may be), a pressure altitude system must be considered inoperative for flight then:

(a) the system must be placarded as inoperative for flight; and

(b) the matter must be reported in the aircraft’s flight technical log or maintenance release (as applicable).

Note   Flight technical log has the meaning given by Part 42 of CASR, and maintenance release has the meaning given by the Regulations (see, for example, regulations 2 and 43 of CAR).

10.04 Checking pressure altitude systems — IFR flight

 (1) The pilot in command of an IFR flight must consider any pressure altitude system with an error in excess of ±75 ft to be inoperative for the flight.

 (2) If 2 pressure altitude systems are required for the category of operation, then:

(a) at least 1 system (the first system) must read the site elevation to within 60 ft; and

(b) if the other system (the second system) has an error between 60 ft and 75 ft — the pilot in command may conduct a flight to the first point of landing where the accuracy of the second system can be rechecked; and

(c) if, on rechecking, the second system shows an error in excess of 60 ft — the pilot in command must consider the second system to be inoperative for further IFR flight.

 (3) If 1 pressure altitude system is required for the category of operation, but 2 are fitted, then:

(a) the pilot in command is permitted to conduct a flight if at least 1 system (the first system) reads the site elevation to within 60 ft; and

(b) if the other system (the second system) has an error in excess of 75 ft — the pilot in command must consider the second system to be inoperative for further IFR flight.

 (4) If 1 pressure altitude system is required for the category of operation, and 1 is fitted, then:

(a) if the system has an error between 60 ft and 75 ft — the pilot in command is permitted to conduct a flight to the first point of landing where the accuracy of the system can be rechecked; and

(b) if, on rechecking, the system shows an error in excess of 60 ft — the pilot in command must consider the system to be inoperative for further IFR flight.

10.05 Checking pressure altitude systems — VFR flight

 (1) A pressure altitude system with an accurate QNH is operative for a VFR flight only if the system reads site elevation to within:

(a) 100 ft; or

(b) at test sites above 3 300 ft — 110 ft.

 (2) If an aircraft that is fitted with 2 pressure altitude systems continues to conduct a flight under the VFR with 1 of the systems erroneously reading more than 100 ft (or 110 ft as the case may be), the pilot in command must consider the erroneous system to be inoperative for further VFR flight.

 (3) For an aeroplane operation conducted under the VFR involving flight above FL 200, the pressure altitude system used must be checked against the accuracy requirements for such system usage under the IFR.

10.06 Accurate QNH and site elevation

 (1) In this Chapter, a QNH is to be considered accurate only if it is provided by 1 of the following:

(a) AAIS;

(b) ATC;

(c) ATIS;

(d) AWIS;

(e) CA/GRS;

(f) WATIR.

 (2) QNH contained in an authorised weather forecast must not be used for checking the accuracy of a pressure altitude system.

 (3) Site elevation must be derived from aerodrome survey data that is:

(a) authorised in writing (as the case requires):

 (i) by CASA; or

 (ii) by an NAA; or

(b) supplied in writing by the relevant aerodrome operator.

CHAPTER 11 AIR TRAFFIC SERVICES — PRESCRIBED REQUIREMENTS

Division 11.1 Use of a class of airspace

11.01 Purpose and definition

 (1) For subregulation 91.255 (1), this Division prescribes requirements in relation to the use by an aircraft of a class of airspace or a portion of a class of airspace.

 (2) In this Division:

oceanic airspace means:

(a) for any airspace within an Australian FIR — the airspace within the lateral boundaries of an oceanic control area described in the AIP; or

(b) for any airspace not within an Australian FIR — the airspace:

 (i) described by the relevant NAA as an oceanic control area; or

 (ii) if subparagraph (i) does not apply — within an area, predominantly over an ocean or sea, where aircraft are unlikely to maintain VHF radiocommunications with an air traffic service.

Note   The effect of subsection (2) is that the vertical limits of an oceanic control area have no relevance to the definition of oceanic airspace within an Australian FIR. At the commencement of this instrument, the AIP document describing the geographic boundaries of oceanic control areas is the Designated Airspace Handbook.

11.02 Transition altitude, transition layer and transition level

 (1) This section applies to a flight using any class of airspace, whether controlled or uncontrolled, that is within an Australian FIR.

 (2) The transition altitude is 10 000 ft.

 (3) The transition level is as set out in Table 11.02 (3), so that for an area QNH mentioned in an item of column 1, the transition level is that mentioned in the same item of column 2.

 Table 11.02 (3) — Transition level

Note   The intention is to retain a minimum buffer of 1 000 ft above the transition altitude.

 (4) The pilot in command must not cruise within the transition layer.

 (5) For an operation at or below the transition altitude, the pilot in command must use the following altimeter setting:

(a) the current local QNH (either an accurate QNH as defined in section 10.06 or a forecast QNH) of a station along the route within 100 NM of the aircraft; or

(b) if the current local QNH is not known — the current area forecast QNH.

 (6) For an operation above the transition altitude, the pilot in command must use an altimeter setting of 1 013.2 hPa.

 (7) On climb, the pilot in command must change between QNH and 1 013.2 hPa after passing 10 000 ft and before levelling off.

 (8) On descent, the pilot in command must change between 1 013.2 hPa and the QNH before entering the transition layer.

11.03 Availability of GNSS FDE in oceanic airspace

 (1) This section applies to a flight in any class of airspace that is oceanic airspace.

Note   Oceanic airspace is defined in section 11.01. At the commencement of this instrument, the AIP document specifying the geographic boundaries of oceanic control areas is the Designated Airspace Handbook.

 (2) Before the departure of a flight planned to operate in oceanic airspace using GNSS, the pilot in command must obtain a prediction for GNSS FDE availability for the intended route.

 (3) For subsection (2), the pilot in command must plan so that the maximum predicted duration of the loss of GNSS FDE availability is not more than:

(a) for an RNP-4 operation — 25 minutes; or

(b) for an RNP-10 operation — 34 minutes.

 (4) The pilot in command of an aircraft whose approved GNSS can achieve LNAV accuracy of less than 0.3 NM using requisite GNSS satellites may disregard subsections (2) and (3).

Note   Requisite GNSS satellites is defined in section 1.07.

11.04 Loss of GNSS integrity

 (1) This section applies to a flight in any class of airspace, whether controlled or uncontrolled:

(a) that is within an Australian FIR; and

(b) for which the flight is:

 (i) required to maintain regular contact with an ATS; or

 (ii) being provided with a separation service by an ATS.

Note   Regulation 91.630 requires certain flights to make regular reports or broadcasts to an ATS. Regulation 91.635 requires certain flights to continuously monitor the primary communications medium used by ATC in controlled airspace.

 (2) The pilot in command of an aircraft must advise ATS if any of the following occurs:

(a) during an en route phase of flight — there is RAIM loss or loss of GNSS integrity for more than 5 minutes;

(b) during a terminal phase of flight — there is RAIM loss or loss of GNSS integrity;

(c) when ATS requests the provision of GNSS-derived information — RAIM or GNSS integrity is not available;

(d) when ATS grants a clearance or imposes a requirement based on GNSS-derived information — RAIM or GNSS integrity is not available;

(e) the GNSS receiver is in dead-reckoning mode, or experiences loss of its navigation function, for more than 1 minute.

 (3) If a pilot has notified ATS of a RAIM loss or loss of GNSS integrity in accordance with subsection (2), the pilot must notify ATS when RAIM or GNSS integrity is restored.

11.05 Use and supply of distance information

 (1) This section applies to a flight using any class of airspace, whether controlled or uncontrolled, that is within an Australian FIR.

 (2) When supplying distance information requested by the ATS, the pilot in command must be satisfied that ATS is aware of the source and the point of reference of the distance measurement.

Note   Here are examples of source and the point of reference: 115 GNSS ML VOR, 80 GNSS CTM NDB, 267 GNSS BEEZA 86 DME BN.

 (3) When supplying GNSS-derived distance information, the pilot in command must ensure that the information is obtained:

(a) from an approved GNSS; and

(b) by reference to data from a valid database.

11.06 ACAS resolution advisory

  In any class of airspace, whether controlled or uncontrolled, in the event of an ACAS resolution advisory (an RA), the pilot in command of an aircraft must:

(a) respond immediately by following the RA as indicated, unless doing so would jeopardize the safety of the aeroplane; and

(b) follow the RA even if there is a conflict between the RA and an ATC instruction to manoeuvre; and

(c) limit the alterations of the flight path to the minimum extent necessary to comply with the RA; and

(d) promptly return to the last assigned level when the conflict is resolved; and

(e) notify ATC when returning to the last assigned level.

Note   When this section is complied with, an RA satisfies the requirements of subregulation 91.257 (2) that is, it is a defence to the offence of failing to comply with an ATC clearance or instruction.

11.07 RVSM airspace

 (1) This section applies to a pilot in command of an aircraft conducting a flight in a class of airspace that is RVSM airspace.

 (2) The pilot in command must conduct the flight in accordance with procedures published in the authorised aeronautical information.

 (3) When changing levels in RVSM airspace in an Australian FIR, the pilot in command must ensure that the aircraft does not overshoot or undershoot its cleared FL by more than 150 ft.

 (4) If the cleared FL cannot be maintained, the pilot in command must:

(a) inform ATC as soon as possible of the circumstances; and

(b) either:

 (i) obtain a revised ATC clearance (a revised clearance) before initiating any deviation from the cleared route or FL (the deviation); or

 (ii) if a revised clearance cannot be obtained before the deviation, obtain a revised clearance as soon as possible after the deviation.

 (5) If it is not possible to obtain a revised clearance for an operation within RVSM airspace in an oceanic control area in an Australian FIR, the pilot in command may initiate a temporary lateral offset procedure with the intention of returning to the cleared route as soon as possible.

11.08 CASA approval required for flight in the NAT-HLA

 (1) This section applies to a flight in a class of airspace that is the NAT-HLA.

 (2) The pilot in command of an Australian aircraft must not operate in the NAT-HLA unless the operator holds an approval for the operation under regulation 91.045.

Note   The relevant provisions of Part 11 of CASR apply. In considering whether to grant approval, CASA will be guided by NAT Doc 007, North Atlantic Operations and Airspace Manual (as in force from time to time). CASA will assess the application in terms of, for example, flight rules, flight plans, communications, navigation (PBN), surveillance, air traffic service provision, safety monitoring, air traffic flow management, special procedures, phraseology, SAR, meteorology and aeronautical information services.

11.09 Performance-based communication and surveillance requirements