Location via proxy:   [ UP ]  
[Report a bug]   [Manage cookies]                

F2018C00819

Download as pdf or txt
Download as pdf or txt
You are on page 1of 48

Civil Aviation Order 100.

5 (General requirements in respect of


maintenance of Australian aircraft) 2011 (as amended)

made under subregulations 30B (1) and 42A (6), regulations 38 and 43,
subregulation 50A (2), regulation 50B and subregulation 50C (1) of the Civil
Aviation Regulations 1988.

This compilation was prepared on 13 November 2018 taking into account amendments
up to Civil Aviation Order 100.5 Amendment Instrument (No. 1) 2018. It is a
compilation of Civil Aviation Order 100.5 (General requirements in respect of
maintenance of Australian aircraft) 2011 as amended and in force on 18 October 2018.

Prepared by the Advisory & Drafting Branch, Legal & Regulatory Affairs Division,
Civil Aviation Safety Authority, Canberra.

Compilation No. 9

Contents
Page
1A Name ................................................................................................................................. 2
1 Application ......................................................................................................................... 2
2 Definitions .......................................................................................................................... 2
2A Certain equipment not an aircraft component ................................................................... 3
3 Aircraft log books ............................................................................................................... 4
4 Alternative to aircraft log book ........................................................................................... 4
5 Retention of aircraft maintenance records by certificate of registration holder ................. 5
5A Work documentation packages created by a CAR 30 maintenance organisation for
maintenance of aircraft ...................................................................................................... 6
6 Maintenance releases for class A aircraft ......................................................................... 6
7 Maintenance releases for class B aircraft ......................................................................... 7
7AA Maintenance releases to be completed in accordance with Appendix 3 .......................... 8
7A Structural maintenance of composite structure aircraft ..................................................... 8
8 Inadequate maintenance schedules .................................................................................. 9
8A Maintenance of general aviation recovery device (GARD) equipment ............................. 9
9 Mandatory maintenance requirements ............................................................................ 11
9A Electronic navigational databases ................................................................................... 11
10 Approved single engine turbine-powered aeroplanes (ASETPA) ................................... 11
11 Additional maintenance requirements ............................................................................. 12
12 Compliance time extensions for additional maintenance ................................................ 12
14 Approval of certain maintenance data ............................................................................. 13
Appendix 1 ....................................................................................................................... 14
Attachment 1 to Appendix 1 ............................................................................................ 28
Appendix 2 ....................................................................................................................... 34
Appendix 3 ....................................................................................................................... 38
Attachment 1 to Appendix 3 ............................................................................................ 43
Notes to Civil Aviation Order 100.5 (General requirements in respect of maintenance
of Australian aircraft) 2011 .............................................................................................. 46

1
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

1A Name
1A.1 This instrument is Civil Aviation Order 100.5 (General requirements in respect
of maintenance of Australian aircraft) 2011.
1A.2 This instrument may be cited as Civil Aviation Order 100.5.
1A.3 A reference in a CASA instrument to section 100.5 of the Civil Aviation Orders
is taken to be a reference to this instrument.
1 Application
1.1 Subject to paragraph 1.2, this section applies to all Australian aircraft in respect
of which an Australian certificate of airworthiness is in force, other than an
aircraft to which Part 42 of CASR applies.
1.2 CASA may, in writing, determine that this section, or a specified provision of
this section, does not apply to an Australian aircraft specified in the
determination.
1.3 Before making a determination, CASA must take into account any relevant
considerations relating to the interests of safety.
2 Definitions
In this section, unless the contrary intention appears:
aerial application operation or application operation has the same meaning as
in regulation 137.010 of CASR.
AMD means approved maintenance data, which has the same meaning as in
regulation 2A of CAR.
approved design has the same meaning as in Part 42 of CASR.
approved SOM means a system of maintenance approved under regulation 42M
of CAR.
CAR 30 maintenance organisation means the holder of a certificate of
approval.
CASA maintenance schedule means Schedule 5 of CAR.
CAO means Civil Aviation Order.
certificate of approval has the same meaning as in regulation 2 of CAR.
DOT means the United States Department of Transportation.
MSG means the maintenance methodology, standards and principles
documented and published by Airlines for America for the maintenance of
transport category aircraft.
NAA means national aviation authority.
recognised country means a country that is:
(a) mentioned in subregulation 21.010B (1) of CASR; or
(b) a Contracting State that is defined in subregulation 21.010B (2), (3) or (4)
of CASR to be a recognised country for a Subpart of CASR.
STC means supplemental type certificate.
TAC means type acceptance certificate.
TC means type certificate.
time-in-service for an aircraft component, other than an aircraft engine or
propeller, that is fitted to an aircraft means each period starting when the aircraft
takes off for a flight and ending when the aircraft lands at the end of the flight.

2
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

work documentation package means a record of the stages and details of


maintenance that is carried out on an aircraft, aircraft components or aircraft
materials made by a person performing the maintenance.
2A Certain equipment not an aircraft component
2A.1 For a regulation mentioned in paragraph 2A.5, a headset used in an aircraft is
not an aircraft component within the meaning of subregulation 2 (1) of CAR if
the headset:
(a) is not mentioned in the AMD for the aircraft; and
(b) either:
(i) is maintained in accordance with the service instructions issued by the
manufacturer of the headset (the service instructions); or
(ii) if there are no service instructions — is at least subject to a visual check
by the pilot in command before a flight in which the headset is used.
Note 1 See also paragraph 233 (1) (a) and subregulation 242 (1) of CAR under which the pilot
in command of an aircraft has certain responsibilities regarding instruments, equipment and
radio apparatus.
Note 2 Paragraph 2A.1 replaces instrument CASA 307/03 which is not in force.
2A.2 For a regulation mentioned in paragraph 2A.5, night vision goggles (NVG) used
in a helicopter is not an aircraft component within the meaning of
subregulation 2 (1) of CAR if the NVG is maintained:
(a) in accordance with approved maintenance data for the NVG within the
meaning of regulation 2A of CAR; and
Note See, for example, CAO 82.6.
(b) by an organisation mentioned in paragraph 2A.3.
Note Paragraph 2A.2 replaces instrument CASA 347/07 which is not in force.
2A.3 For subparagraph 2A.2 (b), maintenance of NVG must be carried out by an
organisation that:
(a) complies with regulation 30 of CAR or Part 145 of CASR as if the
regulation or the Part applied to the organisation for the maintenance of
NVG and its related equipment; and
(b) is endorsed by the manufacturer of the NVG as an appropriate organisation
to carry out maintenance on the NVG.
2A.4 To avoid doubt, for paragraph 2A.2, maintenance includes the routine scheduled
servicing of NVG.
2A.5 For paragraphs 2A.1 and 2A.2, the regulations are as mentioned in Table 1.
Table 1
Item CAR Item CAR
1 30 6 42W
2 39 7 42WA
3 41 8 42ZA
4 42A 9 42ZP
5 42L 10 305
Note The following regulations in CAR are not affected by subsection 2A: r. 47 (maintenance
release endorsement); r. 52 (defect reporting); r. 52B (defective component preservation); r. 53
(defect investigation); and r. 242 (testing of radio apparatus).

3
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

3 Aircraft log books


3.1 For the purposes of subregulation 50A (2) of CAR, CASA’s instructions in
relation to aircraft log books are set out in paragraphs 3.2 and 3.3.
3.2 An aircraft log book must:
(a) identify the aircraft and the type and model of engine and propeller fitted to
the aircraft and must state whether the aircraft is equipped for I.F.R.
operations, V.F.R. (Day) operations or V.F.R. (Night) operations; and
(b) identify the aircraft’s maintenance program (including details of
maintenance release inspections); and
(c) identify any approved variations or exemptions to the aircraft’s
maintenance schedules; and
(d) have provision for the recording and certification of maintenance carried
out on the aircraft; and
(e) have provision for the recording and certification of maintenance carried
out on the aircraft’s engine and, if applicable, the propeller; and
(f) contain a record of when the engine and, if applicable, the propeller, was
installed or removed and a record of the date and aircraft time-in-service of
the installation or removal; and
(g) contain a record of when any time-lifed components were installed or
removed, including a record of the date and aircraft time-in-service of the
installation or removal; and
(h) contain a record of compliance with all applicable airworthiness directives,
including a record of the date and time-in-service of the compliance; and
(i) contain a summary of any changes to the empty weight of the aircraft; and
(j) have all log book sections incorporating certification pages sequentially
numbered, and bound or held together in a way that protects each page
from inadvertent misplacement, loss or removal.
3.3 An aircraft’s log books must be made available to CASA and to persons
engaged in maintenance on the aircraft.
Note If an aircraft log book fully complies with the requirements of paragraph 3.2, there is no
requirement that it be submitted to CASA for approval. It must, however, under paragraph 3.3,
be made available to CASA on request. It must also be made available to each person engaged in
maintenance on the aircraft. If a document does not fully comply with the requirements of
paragraphs 3.2 and 3.3, subsection 4 may apply to it.

4 Alternative to aircraft log book


4.1 The use, in relation to an Australian aircraft, of an alternative to an aircraft log
book (alternative aircraft log) is approved, subject to the following conditions:
(a) the alternative aircraft log must comply with the conditions in
paragraphs 4.2 and 4.3;
(b) the use must be the subject of a written confirmation of approval from
CASA.
4.2 An alternative aircraft log must comply with the instructions set out in
paragraph 3.2, including subparagraph 3.2 (j) but only as if subparagraph 3.2 (j)
reads as follows:
(j) have all parts of the aircraft log book which incorporate certification pages
or certification records managed in accordance with a secure system (which
may be or include an electronic system), which sequentially or

4
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

chronologically numbers or orders each page, and protects it from the


following:
(i) any inadvertent misplacement, loss, or removal;
(ii) any inadvertent deletion, amendment, alteration or erasure;
(iii) any deletion, amendment, alteration or erasure:
(A) that is not immediately visible on the face of the document; or
(B) for an electronic system — that cannot be traced through the
system to identify the user who made the deletion, amendment,
alteration or erasure;
(iv) any deletion, amendment, alteration or erasure that renders the previous
version illegible, or inaccessible in the system.
Note Under subregulation 50B (5) of CAR, it is a strict liability offence if a person engages in
conduct that results in the alteration of any entry in an alternative to an aircraft log book
(including electronic versions) if: (a) the alteration is not a single line through the words to be
struck out; and (b) the words struck out do not remain visible.
4.3 Following written confirmation of approval from CASA, an approved
alternative aircraft log must be made available in an easily accessible and usable
form:
(a) to each person engaged in maintenance on the aircraft; and
(b) to CASA at any time on request.
4.4 In the application of paragraph 3.2 to an alternative aircraft log (including
subparagraph 3.2 (j) as amended by paragraph 4.2), references in the paragraph
to an aircraft log book are to be read as references to an alternative aircraft log.
4.5 In this subsection, references to an alternative aircraft log include references to
an alternative section of an aircraft log book.
5 Retention of aircraft maintenance records by certificate of
registration holder
5.1 For subregulation 50C (1) of CAR, CASA directs the holder of the certificate of
registration for an aircraft to retain aircraft maintenance records for the aircraft
in accordance with paragraph 5.2.
5.2 Aircraft maintenance records must be retained for the following periods:
(a) in the case of a log book for an aircraft or a maintenance release — at all
times until the end of a period of 1 year after the aircraft has been
permanently removed from the Australian Civil Aircraft Register;
(b) in the case of a log book for an aircraft engine or propeller — at all times
until the end of a period of 1 year after the component has been
permanently withdrawn from use;
(c) in the case of a Major Assembly History Card and Component History
Card — as the case requires:
(i) from the date of the last overhaul of a component to which the Card
relates until certification is made for the next overhaul; or
(ii) for a period of 1 year after the component has been permanently
withdrawn from use;
(d) in the case of maintenance records containing data relating to a
modification or repair — at all times until the end of a period of 1 year after
the aircraft has been permanently removed from the Australian Civil

5
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Aircraft Register, unless the data is on public record or is otherwise


publicly available;
(e) where certifications are made on documents other than aircraft log books:
(i) in the case of the record for certification for completion of a mandatory
inspection, test or check which is required to be repeated at specified
intervals — until a subsequent certification has been made for the
completion of the inspection; and
(ii) in the case of the record for certification for completion of a mandatory
inspection, test or check which is not required to be repeated and for
completion of a modification, major repair or the installation of a major
aircraft component — a period of 1 year commencing immediately
after the certification;
(f) in the case of a copy of a maintenance release held by the authorised person
who issued the maintenance release — a period of 1 year commencing
immediately after the date of issue.
5.2A In the case of a work documentation package being cited in a final certification
in lieu of providing some or all of the detail required by paragraph 4.4 of Part 4
of Schedule 6 to CAR — the holder of the certificate of registration must retain
a copy of the relevant sections of the work documentation package with the
aircraft log book at all times until the end of a period of 1 year after the aircraft
has been permanently removed from the Australian Civil Aircraft Register.
5.3 If an Australian aircraft is exported from Australia, the holder of the certificate
of registration must ensure that the aircraft’s maintenance records accompany
the aircraft.
5A Work documentation packages created by a CAR 30 maintenance
organisation for maintenance of aircraft
A CAR 30 maintenance organisation must, in relation to maintenance in the form
of an inspection or a repair for which the CAR 30 maintenance organisation is
responsible for ensuring certification for completion of the maintenance in
accordance with regulation 42ZE of CAR, retain work documentation packages
for the maintenance for a period of 2 years commencing immediately after the
date of final certification for the maintenance.
6 Maintenance releases for class A aircraft
6.1 For the purposes of subregulation 43 (1) of CAR, CASA directs that the
maintenance release for a class A aircraft is the maintenance release that is
identified in an operator’s maintenance control manual.
6.2 Subject to regulation 47 of CAR, a maintenance release for a class A aircraft
remains in force only for the period specified in the manual.
6.3 A copy of the maintenance release must be retained by the person issuing it.
6.4 Before a maintenance release for a class A aircraft is issued, it is to be signed
by:
(a) the person certifying for the co-ordination of the maintenance release
inspection; or
(b) where the maintenance release inspection has been certified by 1 person,
that person;
using the procedures specified in the CAR 30 maintenance organisation’s
procedures manual.

6
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

6.5 The person signing a maintenance release must ensure that the following
information is recorded on the maintenance release at the time it is issued:
(a) the aircraft type, and the registration mark of the aircraft, to which the
release relates;
(b) the name of the CAR 30 maintenance organisation issuing the maintenance
release;
(c) the place, date and time, of issue of the release;
(d) the date on which, and the total aircraft time-in-service when, the
maintenance release ceases to be in force;
(e) the total time-in-service of the aircraft at the time of issue of the release;
(f) all requirements and conditions relating to maintenance (other than daily
inspections) required to be carried out on the aircraft by CAR and the
CAOs during the period the maintenance release is to remain in force,
including the total time-in-service or date, as applicable, at which that
maintenance is due;
(g) any permissible unserviceabilities carried over from the previous
maintenance release.
6.6 For paragraph 6.5, a printed copy of required maintenance produced by a
computerised maintenance tracking and management system may be securely
attached to the “Maintenance Required” section of the maintenance release.
6.7 Subparagraphs 6.5 (d), (e) and (f) are satisfied if:
(a) the required information is recorded and kept up-to-date in accordance with
a procedure included in an operator’s maintenance control manual for the
aircraft that is the subject of the maintenance release; and
(b) the operator’s maintenance control manual has been prepared in accordance
with the requirements for maintenance control manuals prescribed under
regulation 42ZY of CAR.
7 Maintenance releases for class B aircraft
7.1 For the purposes of subregulation 43 (1) of CAR, CASA directs that the
maintenance release for a class B aircraft is 1 of the following:
(a) a maintenance release in the form set out at Attachment 1 to Appendix 3;
(b) the CAA or CASA Maintenance Release Form DA741, but only until
stocks of this form, acquired or printed in bulk before 22 December 2015,
have been exhausted;
(c) an alternative form approved in writing by CASA.
7.2 Subject to regulation 47 of CAR and paragraph 7.3, a maintenance release for a
class B aircraft remains in force for whichever of the following periods ends
first:
(a) a period not exceeding 1 year;
(b) the aircraft time-in-service that is identified by the certificate of registration
holder in the aircraft’s log book statement as the period for which the
maintenance release is to remain in force.
7.3 Subparagraph 7.2 (b) does not apply to private class B aircraft being maintained
to the CASA Maintenance Schedule.

7
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

7AA Maintenance releases to be completed in accordance with


Appendix 3
7AA.1 For subsections 6 and 7, a maintenance release completed in the form set out at
Attachment 1 to Appendix 3 must comply with the requirements set out in
Appendix 3.
7AA.2 A form mentioned in paragraph 7.1 (b) must be completed in accordance with
the requirements set out in Appendix 3 as if the form was a form mentioned in
paragraph 7.1 (a).
Note The forms mentioned in paragraph 7.1 (b) are substantively identical to the form
mentioned in paragraph 7.1 (a), with minor formatting differences.

7A Structural maintenance of composite structure aircraft


7A.1 In this subsection:
composite maintenance means maintenance of any of the following of a
composite structure aircraft:
(a) primary structure;
(b) seat support structure;
(c) wings;
(d) empennage;
(e) flight control surfaces.
composite structure aircraft means an aircraft of fibre reinforced plastic
composite construction.
Group 7 LAME means the holder of an aircraft maintenance engineer licence
issued under regulation 31 of CAR and endorsed with a category airframes
Group 7 rating as described in CAO 100.91.
specially qualified person means a person who:
(a) holds a category B1 licence issued under Part 66 of CASR; and
(b) is also 1 of the following:
(i) a person who at any time before 27 June 2011 was a Group 7 LAME,
provided that the person’s licence had not been cancelled by CASA; or
Note The relevant rating may, or may not, have expired, and may, or may not, have
been renewed as long as it had once been held and the licence has not been cancelled.
(ii) a person who holds at least 1 of the following:
(A) AQF qualification MEA405;
(B) a Transport Canada AME licence endorsed with an “S” rating;
(C) a New Zealand AME licence endorsed with an aeroplane Group 4
rating;
(D) another qualification approved in writing by CASA as an
appropriate qualification for performing composite maintenance;
(E) an authorisation issued by CASA under subregulation 42ZC (6) of
CAR to perform composite maintenance.
Note A category B1 licence holder is entitled to carry out an inspection of a composite structure
aircraft to determine the airworthiness of that aircraft.
7A.2 Composite maintenance on a composite structure aircraft must be carried out by:
(a) a Part 145 organisation; or
(b) a CAR 30 maintenance organisation.

8
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

7A.3 If composite maintenance is carried out on a composite structure aircraft by a


CAR 30 maintenance organisation, the organisation must ensure that only a
specially qualified person, employed by the organisation, performs the
maintenance.
Note Apart from the separate privileges of a Part 145 organisation, composite maintenance of a
composite structure aircraft may only be performed by a qualified person employed by a
CAR 30 maintenance organisation. Therefore, such maintenance may not be carried out by a
person referred to in paragraph 42ZC (4) (b) of CAR, sometimes known as an independent
LAME or a LAME employed by an independent LAME.

8 Inadequate maintenance schedules


8.1 For the purposes of subregulation 42A (6) of CAR, CASA declares that the
manufacturers’ maintenance schedules for the following aircraft are inadequate
and must not be used as the maintenance schedules for the aircraft:
Aero 145; Fairchild 24;
Aero L40; Junkers A50;
Aero L200A; Klemm, all aircraft;
Aero Commander 500 Lockheed L-12;
(excluding the 500S model); Percival Gull;
Auster, all aircraft; Percival Proctor;
Avro, all aircraft; Piaggio P166;
Beagle Airedale; Piper J2;
Beagle Terrier; Piper J3;
Beechcraft 17; Piper PA11;
Beechcraft 18; Piper Colt;
Beechcraft 50; Piper Tripacer;
British Aircraft Piper PA23 Apache;
Manufacturing Co. Piper PA25 Pawnee;
Swallow; Porterfield, all aircraft;
Callair A9; SAAB 91;
Chrislea CH 3-4; Stinson, all aircraft;
De Havilland DH60 (Moth); WACO, all aircraft, other
de Havilland DH82 (Tiger than WACO Classic
Moth); Aircraft Corporation
de Havilland DH 84 YMF-F5 and YMF-F5C
(Dragon); series aircraft that have
de Havilland DH87 (Hornet FAA supplemental type
Moth); certificate SA1000GL
de Havilland DH89 (Dragon incorporated at
Rapide); manufacture.
de Havilland DH90
(Dragonfly);
Note Acceptable alternatives for these aircraft are the CASA Maintenance Schedule or a
schedule developed by the holder of the certificate of registration for an aircraft and approved by
CASA under regulation 42M of CAR.

8A Maintenance of general aviation recovery device (GARD) equipment


8A.1 In this subsection:
airframe parachute means a parachute that is a component of GARD
equipment.

9
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

approved course of training means a course of formal training, or a period of


relevant practical experience, or both a course of formal training and a period of
practical experience:
(a) designed to:
(i) convey detailed knowledge of GARD equipment (other than the
airframe parachute), and the aircraft controls, systems and precautions
for use of such equipment; and
(ii) in the light of such knowledge, enable the holder of a relevant category
B1 licence to safely perform maintenance on GARD equipment; and
(b) approved in writing for the licence holder by his or her CAR 30
maintenance organisation.
general aviation recovery device (GARD) equipment means a recovery system
that is installed on an aircraft and that, however it is activated and the parachute
deployed, is designed to control the aircraft’s descent in an emergency such as
engine failure or loss of aerodynamic control.
specially qualified LAME means a licensed aircraft maintenance engineer who:
(a) holds a category B1 licence, issued under Part 66 of CASR in a subcategory
relevant to the aircraft on which the person performs work; and
(b) has successfully completed an approved course of training in the operation
and maintenance of GARD equipment.
8A.2 Maintenance of GARD equipment must be carried out by:
(a) a Part 145 organisation; or
(b) a CAR 30 maintenance organisation.
8A.3 For regulation 38 of CAR, CASA directs that if maintenance of GARD
equipment or an airframe parachute is carried out by a CAR 30 maintenance
organisation, the organisation must ensure that only the following persons,
employed by or working under an arrangement with the organisation, may
perform the maintenance:
(a) for maintenance of GARD equipment, other than the airframe parachute —
a specially qualified LAME;
(b) for maintenance of the airframe parachute — a person who holds:
(i) a Packer B qualification granted by the Australian Parachute Federation
(APF); or
(ii) a rigger qualification granted by the APF; or
(iii) a document evidencing successful completion of a parachute packer or
rigger course of training approved in writing by CASA.
8A.4 A person mentioned in sub-subparagraph 8A.3 (b) (i) is limited to inspecting
and packing parachutes.
8A.5 Following completion of maintenance of an airframe parachute, a person
mentioned in paragraph 8A.3 must certify for the completion of maintenance by
signing the relevant maintenance record in the CAR 30 maintenance
organisation’s work documentation package.
Note Apart from the separate privileges of a Part 145 organisation, maintenance of GARD
equipment may only be carried out by a specially qualified LAME employed by a CAR 30
maintenance organisation. Therefore, such maintenance may not be carried out by a person
referred to in paragraph 42ZC (4) (b) of CAR, sometimes known as an independent LAME or a
LAME employed by an independent LAME.

10
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

9 Mandatory maintenance requirements


9.1 For regulation 38 of CAR, CASA directs the holder of a certificate of
registration for an aircraft to comply with the mandatory maintenance
requirements identified in the approved design of the aircraft, engine or
propeller as the case requires, as 1 or both of the following:
(a) the CMR;
(b) airworthiness limitations (AWL).
Note Contravention of a CASA maintenance direction under this subsection is a strict liability
offence under regulation 38 of CAR.
9.2 For paragraph 9.1:
Certification Maintenance Requirements or CMR means the required
scheduled maintenance tasks which were established during the design
certification of an aircraft as operating limitations of the aircraft’s type
certificate (TC) or supplemental type certificate (STC).
9.3 For regulation 38 of CAR, CASA directs that an aircraft must be maintained as
if it were an aerial work aircraft if:
(a) Part 141 flight training or a Part 142 activity is conducted in the aircraft;
and
(b) it is not a charter aircraft.
9A Electronic navigational databases
9A.1 The operator, the pilot in command and any other flight crew member of an
aircraft may update the navigation system database of the Global Navigation
Satellite System (GNSS) navigation equipment fitted to an aircraft if the update
is carried out:
(a) without dismantling any part of the GNSS navigation equipment or
removing any aircraft panels for access; and
(b) in accordance with the instructions of the manufacturer of the GNSS
navigation equipment.
9A.2 For paragraph 9A.1, the operator of an aircraft may authorise a person, other
than the pilot in command or a member of the flight crew, to perform the update
if the person has met the requirements, if any, set out in the operator’s
operations manual for performing the update.
10 Approved single engine turbine-powered aeroplanes (ASETPA)
10.1 For subparagraph 174B (2) (d) (ii) of CAR, a single engine turbine-powered
aeroplane is approved for charter operations that involve the carrying of
passengers for hire or reward in flights at night under the V.F.R. if it:
(a) complies with each of the requirements mentioned in Part 1 of Appendix 2;
and
(b) is approved in writing by CASA in the STC, TAC or TC for the aeroplane.
Note Under subparagraph 174B (2) (d) (i), the aeroplane operator must also hold a CASA
approval for the conduct of the operation.

11
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

10.2 For subparagraph 175A (1) (d) (ii), a single engine turbine-powered aeroplane is
approved for charter operations that involve the carrying of passengers for hire
or reward in flights under the I.F.R. if it:
(a) complies with each of the requirements mentioned in Part 1 of Appendix 2;
and
(b) is approved in writing by CASA in the STC, TAC or TC for the aeroplane.
Note Under subparagraph175A (1) (d) (i), the aeroplane operator must also hold a CASA
approval for the conduct of the operation.
10.3 When CASA is providing an operator approval under
subparagraph 174B (2) (d) (i) or 175A (1) (d) (i), each of the requirements
mentioned in Part 2 of Appendix 2 will be assessed by CASA as part of the
approval.
11 Additional maintenance requirements
11.1 This subsection applies to the holder of a certificate of registration for an aircraft
that uses 1 of the following as the aircraft’s system of maintenance or
maintenance schedule:
(a) an approved SOM;
(b) the manufacturer’s maintenance schedule;
(c) the CASA maintenance schedule.
11.2 For regulation 38 of CAR, the holder of the certificate of registration for an
aircraft is directed to ensure that the following additional maintenance is carried
out on the aircraft by a person permitted under regulation 42ZC of CAR:
(a) any maintenance action set out in Appendix 1 that is not already addressed
by the aircraft’s system of maintenance or a maintenance schedule referred
to in paragraph 11.1;
(b) the maintenance set out in clause 17 of Appendix 1.
11.3 Unless stated otherwise in this section, a maintenance action required by the
approved SOM or a maintenance schedule for an aircraft component or aircraft
system will prevail over any maintenance action required in Appendix 1 for that
aircraft component or aircraft system.
12 Compliance time extensions for additional maintenance
12.1 This subsection applies to the following clauses of Appendix 1:
(a) clause 3 (pitot-static systems);
(b) clause 4 (pressure altimeters and air data computers);
(c) clause 5 (airspeed indicators);
(d) clause 6 (fuel quantity gauges);
(e) clause 7 (propeller systems);
(f) clause 8 (feathering propellers);
(g) clause 9 (cockpit voice recording systems);
(h) clause 12 (towing release systems);
(i) clause 14 (ATC transponders);
(j) clause 18 (ADF systems);
(k) clause 19 (VOR systems);
(l) clause 20 (VOR systems in I.F.R.).

12
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

12.2 If a time interval is specified for an additional maintenance requirement, that


time interval (original time interval) may be extended by up to 10% of the flight
hours or calendar days specified (as the case requires), subject to the following:
(a) if the time interval is specified in flight hours — the interval may be
extended by not more than 10 flight hours;
(b) if the time interval is specified in calendar days — the interval may be
extended by not more than 60 days;
(c) a time interval may be extended once only (the extended time interval);
(d) after the extended time interval, the next time interval for an additional
maintenance requirement must be reduced by the difference in flight hours
or calendar days (as the case requires) between the extended time interval
and the original time interval.
14 Approval of certain maintenance data
14.1 Subject to paragraph 14.2 and for subregulation 2A (4) of CAR, instructions are
approved for paragraph 2A (2) (e) of CAR if the instructions are:
(a) about how maintenance on an aircraft, an aircraft component or aircraft
material is to be carried out; and
(b) in an advisory document, as it exists from time to time:
(i) compliance with which is not required by law; and
(ii) published by CASA, the European Aviation Safety Agency, or the
NAA of a recognised country.
Note The approval under this paragraph of certain instructions in a relevant document as
maintenance data under paragraph 2A (2) (e) of CAR does not constitute approval of a
modification or repair for the purposes of regulation 42U of CAR. The approval under this
paragraph only provides for the instructions in the relevant documents to be used to supplement
the information in an approved modification or repair in relation to how that modification or
repair may be carried out.
14.2 The approval under paragraph 14.1 of the instructions in a document is subject
to the condition that the instructions may only be used if:
(a) the maintenance data mentioned in paragraph 2A (2) (a), (b), (c) or (d) of
CAR for the aircraft, aircraft component or aircraft material does not
provide sufficient detail on how the maintenance is to be carried out; and
(b) the person carrying out the maintenance on the aircraft, aircraft component
or aircraft material first determines that the instructions are:
(i) appropriate to the aircraft, aircraft component or aircraft material to be
maintained; and
(ii) directly applicable to the maintenance that is to be carried out; and
(iii) not inconsistent with:
(A) the manufacturer’s data — in which case the manufacturer’s data
will prevail to the extent of the inconsistency; or
(B) any other applicable AMD mentioned in regulation 2A of CAR.

13
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Appendix 1
Additional maintenance requirements
1 Definitions
For this Appendix:
tests, for an instrument or instrument system, means the procedures, in
accordance with this Appendix, and used in conjunction with the relevant
aircraft manufacturer’s approved data, that are required to confirm the accuracy
and correct functioning of the instrument or system.
Note The tests described in this Appendix are not comprehensive or exclusive test procedures
and for this reason must be used in conjunction with the relevant aircraft manufacturer’s
approved data.

2 Balloon etc. intervals


Despite the interval mentioned in any other provision to this Appendix, where a
provision to this Appendix applies for an aircraft that is a balloon or a thermal
airship without an approved SOM, the interval is not to exceed 36 months.
Note Under civil aviation legislation and for this Appendix, a balloon or a thermal airship falls
within the scope of the word “aircraft” unless specifically excluded.

3 Pitot-static systems
3.1 This clause applies to an aircraft’s pitot-static systems.
3.2 Tests must be carried out on an aircraft for pitot-static system leaks.
3.3 For subclause 3.2, the tests must be carried out in accordance with each of the
testing procedures set out in clause 1 of Attachment 1 to this Appendix.
3.4 The tests mentioned in subclause 3.2 must be performed:
(a) at intervals not exceeding every 24 months; or
(b) if any pitot-static system components, including instruments, are changed
or modified — at the same time as the change or modification, and then at
intervals not exceeding every 24 months after that time; or
(c) if maintenance is carried out on the pitot-static system that involves
disconnection of any of the pitot-static lines — at the same time as the
maintenance, and then at intervals not exceeding every 24 months after that
time.
4 Testing pressure altimeters and air data computers
4.1 This clause applies to an aircraft’s testing pressure altimeters and air data
computers (if any).
4.2 Subject to subclause 4.3, the pressure altimeters installed in an aircraft must be
tested in accordance with:
(a) each of the testing procedures set out in clause 2 of Attachment 1 to this
Appendix; or
(b) each of the applicable testing procedures of the NAA of a recognised
country that is the state of design for the aircraft.
4.3 For an aircraft certificated for single-pilot operations:
(a) the pilot’s pressure altimeter must be tested under subclause 4.2; and

14
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(b) any other pressure altimeter that is not tested must be appropriately
placarded to that effect.
4.4 The pressure altimeter tests mentioned in subclause 4.2 must be carried out at
intervals not exceeding every 24 months.
Note 1 Test errors must not exceed those specified for pressure altimeters in Attachment 1 to
this Appendix.
Note 2 Appropriate test equipment may allow pressure altimeter tests to be carried out either
while the altimeter is installed on the aircraft, or in a workshop.
4.5 Any air data computer installed in an aircraft must be tested in accordance with
the manufacturer’s maintenance manual.
Note Electronic displays do not require testing.

Automatic altitude reporting equipment correspondence checks


4.6 If any of the following devices are installed in an aircraft:
(a) an automatic pressure altitude encoder;
(b) an air data computer;
(c) any equivalent device reporting directly to air traffic control (ATC) via the
aircraft’s transponder;
the device must be tested in accordance with each of the testing procedures set
out in clause 3 of Attachment 1 to this Appendix.
Note Test errors must not exceed those specified in Attachment 1 to this Appendix for the
relevant encoders, computers or other devices.
4.7 Subject to subclause 4.8, the automatic pressure altitude encoders mentioned in
subclause 4.6 must be tested in conjunction with the aircraft’s pressure altimeter
tests mentioned in subclause 4.2.
Note See subclause 4.4 for the interval.
4.8 If the following apply:
(a) an aircraft uses a separate direct reading altimeter for the primary control of
altitude;
(b) the aircraft has an automatic altitude reporting system comprising a
separate automatic pressure encoder, air data computer, or other equivalent
device reporting directly to ATC via the aircraft’s transponder;
then the reporting system must be tested in accordance with subclause 4.6 on
each occasion of the removal or the installation of, or a change to, or a
modification to:
(c) a system component; or
(d) the system interwiring.
5 Airspeed indicator
5.1 This clause applies to an aircraft’s airspeed indicators.
5.2 The airspeed indicator tests, including determination of the scale error of the
aircraft’s installed airspeed indicator must be determined through testing in
accordance with subclause 5.3.
5.3 For subclause 5.2, the scale errors at the major graduations of the scale must not
exceed ± 4 knots up to the maximum speed of the aircraft, when tested first with
the pressure increasing, and then with the pressure decreasing. During the test,
operation of the airspeed indicator must be smooth and continuous.

15
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

5.4 Airspeed indicator tests, including determination of the scale error of the
aircraft’s installed airspeed indicator, must be performed at intervals not
exceeding every 48 months.
6 Fuel quantity gauges
6.1 Subject to subclause 6.1A, this clause applies to an aircraft if the aircraft’s fuel
quantity indicating system:
(a) relies on float type devices to measure tank fuel levels; and
(b) does not have a self-test function that can verify that the system is working
within the manufacturer’s stated tolerances.
6.1A This clause does not apply to an aircraft that is maintained in accordance with a
maintenance program that adheres to MSG-2 or MSG-3 principles, as in force
from time to time.
6.2 The accuracy of an aircraft-installed system for measuring fuel (the system)
must be tested and determined.
6.3 For subclause 6.2, the determination must be made in accordance with the
following test requirements:
(a) subject to the tolerances mentioned in this subclause — the indicated
quantity of fuel must equal the actual fuel in the fuel tank less the unusable
quantity of fuel;
(b) fuel quantity gauges must be checked for accuracy at all major graduations;
(c) subject to paragraph (d) — scale errors at empty must not exceed + 0.5% or
– 5% of the nominal fuel tank capacity;
(d) for a system where it is impracticable to correct the empty reading — scale
errors at empty must not exceed + 0.5% or – 8% of the nominal fuel tank
capacity;
(e) if either of the following apply:
(i) scale errors or the ungaugeable quantity of fuel exceeds ± 5% of the
nominal fuel tank capacity; or
(ii) the gauge is calibrated in fractions of fuel tank capacity;
then, a placard must be displayed adjacent to the fuel quantity gauge
showing:
(iii) the corrected readings at all major graduations; and
(iv) the ungaugeable quantities of fuel;
(f) fuel quantity gauges must be checked with the aircraft positioned to
simulate level flight attitude;
(g) for paragraph (f):
(i) electrically operated gauges must have normal system voltages applied;
and
(ii) the fuel quantity at each calibration point must be made by:
(A) measurement of the fuel added to the fuel tank; or
(B) a dip or drip stick previously calibrated for the fuel tank;
(h) during the test, the motion of any fuel quantity gauge must be smooth and
continuous.

16
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

6.4 Determination of the accuracy of the system must be performed:


(a) at intervals not exceeding every 48 months; and
(b) if any system component or system interwiring is changed or modified —
at the same time as the change or modification, and then after that at
intervals not exceeding every 48 months.
7 Propeller systems
Application
7.1 This clause applies to an aircraft’s fixed-pitch wooden or composite propellers.
Checks
7.2 Within the intervals mentioned in subclause 7.3, the following checks must be
performed:
(a) all propeller attachment bolts and hub retaining nuts must be checked to
ensure they have the appropriate torque;
(b) the propeller track must be checked to ensure that the blades are rotating in
the same plane of rotation;
(c) the propeller hubs and blades, including their surface finish, must be
checked for breaks, scores, nicks, cracks, delamination, corrosion, and the
security of the leading edge sheath, to confirm the continuing airworthiness
of the propeller.
Note Where AMD for a specific propeller system is not available, the inspection, maintenance
and field repair methods contained in FAA AC 20-37E, or subsequent revisions, should be used.
7.3 Each check mentioned in subclause 7.2 must be carried out as follows:
(a) after the first flight following a propeller fitment;
(b) when there has been significant change in the average ambient humidity,
due to a seasonal change or a change in aircraft locality;
(c) before a first flight after the aircraft has been idle for an extended period.
Intervals
7.4 Each check mentioned in subclause 7.2 must be carried out at intervals not
exceeding whichever of the following happens first:
(a) every 110 hours in service, or every 110 hours in service after a check for
an event mentioned in paragraph 7.3 (a), (b) or (c);
(b) every 12 months after manufacture, or every 12 months after a check for an
event mentioned in paragraph 7.3 (a), (b) or (c).
8 Feathering propellers — functional check
Application
8.1 This clause applies to a piston engine aircraft fitted with 1 or more feathering
propellers, other than a powered glider.
Checks
8.2 Within the intervals mentioned in subclause 8.3, the aircraft feathering propeller
must be given a ground functional check in accordance with the manufacturer’s
procedures and instructions for feathering and unfeathering the propeller to

17
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

ensure that the propeller fully feathers within the time limits specified by the
aircraft manufacturer.
Intervals
8.3 The check mentioned in subclause 8.2 must be carried out at intervals not
exceeding whichever of the following happens first:
(a) every 110 hours in service;
(b) every 12 months after manufacture;
(c) the compliance times that have been published as AMD.
9 Cockpit voice recording systems
Application
9.1 This clause applies for a cockpit voice recording system (CVRS) installed on an
aircraft for compliance with CAO 20.18 (Aircraft equipment — basic
operational requirements).
Testing
9.2 Each voice channel of the CVRS must be tested in accordance with this
subclause to ensure proper recording of each of the following audio inputs:
(a) for the first channel — from each microphone and headset used at the First
Officer’s position;
(b) for the second channel — from each microphone and headset used at the
Captain’s position;
(c) for the third channel — from the flight deck mounted area microphone;
(d) for the fourth channel — from each microphone and headset used at the
station for the third and fourth crew positions;
(e) if the positions mentioned in paragraph (d) of this subclause are not
required — from each microphone and headset used at other flight deck
positions having audio selection and transmit facilities;
(f) if the positions mentioned in paragraphs (d) and (e) of this subclause are not
required — from each microphone on the flight deck that is used with the
passenger address system, if its signals are not recorded on another channel;
Note The CVRS may need to be removed post-flight and replayed to objectively analyse the
quality of the audio recorded on each discrete channel, and where applicable, the correct
recording of the ATM data-link messages and related functionality.
9.3 The bulk erase inhibit logic of the CVRS must be tested to ensure that it is
functioning properly.
9.4 The CVRS underwater locating device (if fitted) must be tested and maintained
in accordance with the manufacturer’s requirements and recommendations.
9.5 Crash sensor switches incorporated into the CVRS power feed must be tested in
accordance with the manufacturer’s procedures to ensure they are operating
properly.
Intervals
9.6 Each of the tests mentioned in this clause must occur at intervals not exceeding:
(a) for equipment utilising analogue technology (tape based):
(i) every 12 calendar months; or

18
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(ii) 2 000 hours’ time-in-service;


whichever happens first; or
(b) for equipment utilising digital technology (solid state based), every 24
calendar months.
10 Emergency exits
Application
10.1 This clause applies to an aircraft which has an emergency exit, except when the
emergency exit:
(a) is a service door; or
(b) is a normal means of entering or exiting the aircraft; or
(c) would be destroyed when operated, for example, a window that is to be
smashed open, or a fabric panel that is to be ripped aside.
Testing
10.2 With the aircraft in its normal operating configuration, including all trim and
interior fittings installed, the emergency exit must be operated, and operable, in
accordance with the placarded instructions.
10.3 If the emergency exit’s operating mechanism is protected by a breakable cover,
the cover may be removed before testing the exit.
10.4 In spite of any other provision in this clause, an emergency exit must be tested
when role equipment or interior configuration is changed in a way that may
inhibit operation of the exit.
11 Life rafts, life jackets and inflatable flotation devices
Application
11.1 This clause applies to each life raft, life jacket and inflatable flotation device
that, for the purpose of complying with civil aviation legislation, is:
(a) installed or carried on an aircraft; or
(b) to be installed or carried on an aircraft.
Testing
11.2 The life raft, life jacket or inflatable flotation device must be inspected and
tested in accordance with the manufacturer’s requirements.
Intervals
11.3 Commencing from the date of manufacture, the life raft, life jacket or inflatable
flotation device must be inspected and tested:
(a) at the periodicity specified by the manufacturer; or
(b) if the approved SOM or maintenance schedule specifies a lesser period —
at that lesser period; or
(c) if a period is not specified by the manufacturer and not provided within the
approved SOM or maintenance schedule — after 2 years, and then at
intervals not exceeding 12 months.

19
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

12 Towing release systems


Application
12.1 This clause applies to an aircraft fitted with a towing release system that is not
covered by a manufacturer’s maintenance program.
Note A towing release system to which this clause applies may be supplied by the manufacturer
of the aircraft, or a towing release system manufacturer.

Testing
12.2 Before commencement of the first flight on a day during which the aircraft is
engaged in towing operations, the pilot in command or a holder of an aircraft
maintenance engineer licence for the aircraft must:
(a) ensure that the cockpit control for the towing release system has full and
free movement; and
(b) check that the release mechanism is clean; and
(c) check for visible signs of damage or wear of the release mechanism; and
(d) perform a functional check; and
(e) certify that the testing mentioned in paragraphs (a) to (d) have been
satisfactorily completed in column 2 of Part 3 of the maintenance release.
12.3 Before a maintenance release may be issued for the aircraft, the person
performing the maintenance release inspection must:
(a) clean and lubricate the hook mechanism; and
(b) check the beak and other parts for wear; and
(c) check the condition of operating levers, cables and pulleys; and
(d) test the ability of the system mechanism to return to a safe over-centre
position with a return force, measured at the activating lever of the hook, of
not less than 20 N (Newton) (2 kg force).
12.4 At intervals not exceeding the earlier of 1000 hours’ time-in-service or 1 year,
the holder of a Part 66 licence in the B1.1 or B1.2 subcategory authorising
maintenance on the aircraft, or the holder of an authority to carry out
maintenance on aircraft under regulation 33B of CAR, must:
(a) remove and service the release assembly in accordance with the
manufacturer’s data and instructions; and
(b) test that the pilot effort is less than 200 N (20.4 kg force) with a 4.5 kN
(459 kg force) load applied to the release anywhere in a 30 degree cone.
Note Towing release mechanisms may be overhauled by a Gliding Federation of Australia
(GFA)-approved Inspector in accordance with the requirements contained in the relevant
Airworthiness Directives issued by the GFA from time to time. The overhaul status of the
towing release assembly must be adequately documented.

13 Electrical hoist assembly — earth bonding testing


Application
13.1 This clause applies for an aircraft with an electrical hoist assembly that does not
have specific bonding testing requirements.

20
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Testing
13.2 The electrical bonding between each adjacent component part of the electrical
hoist assembly must be tested:
(a) to a maximum resistance of 0.010 OHM; and
(b) using a bonding tester capable of resolving to 0.002 OHM.
13.3 For subclause 13.2, component parts of the electrical hoist assembly that must
be considered adjacent to other parts include the control box, the electrical
motor casing, the hoist body, the hoist arm and the attachment bracket.
Intervals
13.4 Testing of the electrical hoist assembly must be carried out:
(a) before it is installed in the aircraft; and
(b) after it is installed in the aircraft — at intervals not exceeding every 24
months.
14 Periodic checking and testing of ATC transponders
Definition
14.1 In this clause:
electron tube technology or ETT means technology that uses the physical and
electrical characteristics of a physical body to oscillate and amplify a signal at
its resonant frequency for subsequent broadcast, including through thermionic
valves, klystrons or cavity oscillators.
Note 1 As the components age, the characteristics which provide the signal stability vary which
affects the output signal.
Note 2 Transponders using ETT include, for example, Honeywell (Bendix-King) KT76A,
Narco AT150 and ARC RT859.

Application
14.2 This clause applies to all air traffic control (ATC) transponders.
Testing
14.3 Before an ATC transponder is used for the first time in an aircraft, it must be
system tested in accordance with the requirements of Appendix F of FAR 43,
using Mode A code 2100.
14.4 After the test mentioned in subclause 14.3, and within the intervals mentioned in
subclause 14.7, each ATC transponder must be system tested in accordance with
the requirements of Appendix F of FAR 43, using Mode A code 2100.
Note Consideration should be given to aligning this test with that required under clauses 3, 4
and 5 of this Appendix 1.
14.5 After the test mentioned in subclause 14.3, without affecting the requirements
under subclause 14.4, and within the intervals mentioned in subclause 14.8, each
ATC transponder using ETT must also be tested in accordance with the
requirements of Appendix F of FAR 43, using Mode A code 2100, to confirm
that:
(a) the duration of all reply pulses (the pulse width) is at least 0.35, and not
more than 0.55, microseconds; and
(b) the amplitude variation between 1 reply pulse and any other reply pulse is
not more than 1 dB.

21
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

14.6 An ATC transponder which fails to comply with any requirement under
subclause 14.3, 14.4 or 14.5, must not be used in an aircraft until it has been:
(a) repaired or replaced in accordance with the requirements of CAR and
CASR; and
(b) system tested in accordance with subclause 14.3 or 14.4, and tested in
accordance with subclause 14.5 (if applicable).
Intervals
14.7 For subclause 14.4, the interval is whichever of the following applies:
(a) within 24 months after the ATC transponder was first system tested in
accordance with subclause 14.3, and at intervals not exceeding every 24
months after that;
(b) within 24 months after the date on which the same system test was last
conducted under AD/Rad/47: Periodic Testing of ATC Transponders (as in
force immediately before 22 December 2015), and at intervals not exceeding
every 24 months after that;
(c) the intervals in accordance with the approved SOM for the aircraft under
regulation 42M of CAR.
14.8 For subclause 14.5, an ATC transponder using ETT must be tested at the same
time as the transponder is system tested in accordance with subclause 14.7.
Note Generic guidance on the testing of transponders is available in AWB 34-013 and
AWB 34-09.

15 Compressed gas cylinders


Application
15.1 This clause applies for an aircraft (except a hot air balloon) which is installed
with a compressed gas cylinder that:
(a) is rechargeable; and
(b) is not a fire extinguisher.
Testing
15.2 The cylinder must be emptied before inspection and testing.
15.3 Subject to subclause 15.4, the cylinder must:
(a) be hydrostatically tested in accordance with subclauses 15.5 to 15.9; and
(b) after each hydrostatic expansion test and hydrostatic proof test, have its
markings updated on the cylinder to reflect the compliance status of the
cylinder.
15.4 Paragraph 15.3 (a) does not apply to the following:
(a) a cylinder with a working pressure of less than 1 MPa;
(b) a cylinder, manufactured in the USA, with an outside diameter of less than
51 mm and a length of less than 610 mm.
15.5 Testing of the cylinder must include testing by interior hydrostatic pressure in a
water jacket or other apparatus suitable to determine the expansion of the
cylinder.

22
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

15.6 For subclause 15.5, permanent volumetric expansion of the cylinder must not
exceed:
(a) 10% of total volumetric expansion at test pressure; or
(b) more than 1/5000th of the cylinder’s original volume.
15.7 If a cylinder’s specifications do not adequately define damage limits, 50% of the
damage tolerances stated in Australian Standard AS2030 must be applied.
15.8 A cylinder manufactured in the USA and marked 3HT must be inspected and
tested in accordance with the USA Compressed Gas Association Pamphlet C-8.
Note See FAR 49 180.209 (k) and FAR 180.213 (c).
15.9 A hydrostatic proof test of a cylinder is an acceptable alternative to a hydrostatic
stretch test only if the hydrostatic proof test is permitted by the cylinder’s
specification.
15.10 Inspection of a cylinder must include the following:
(a) visual internal inspection;
(b) visual external inspection.
15.11 Subject to subclauses 15.12 and 15.13, inspection and testing of cylinders under
this clause must be carried out at intervals not exceeding every 5 years after
manufacture.
15.12 For 3HT cylinders, inspection and testing under this clause must be carried out
at intervals not exceeding every 3 years after manufacture.
15.13 For DOT-E type cylinders, inspection and testing under this subclause must be
carried out:
(a) at the intervals mentioned in the latest revision of the applicable DOT
Special Permit; or
(b) at intervals not exceeding every 3 years after manufacture.
15.14 For the cylinder valve and regulator, inspection and testing under this subclause
must be in accordance with the following:
(a) the manufacturer’s specifications; or
(b) if there are no manufacturer’s specifications — in accordance with
Australian Standard AS2337.1-2004, paragraph 10.2.2.
Intervals
15.15 Inspection and testing of the cylinder valve and regulator under this clause must
be carried out:
(a) in accordance with the intervals specified by the manufacturer; and
(b) concurrently with a cylinder inspection.
Unfitness and retirement
15.16 A rechargeable cylinder must be retired from service not later than as follows:
(a) in accordance with the manufacturer’s specification; or
(b) for a 3HT cylinder:
(i) after 4 380 pressurisations (cycles); or
(ii) 24 years after its date of manufacture; or
(c) for a HOLASW 1** cylinder:
(i) after 5 000 pressurisations (cycles); or

23
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(ii) 25 years after its date of manufacture;


(d) for a fibre-wrapped cylinder:
(i) at the limit specified in the applicable DOT-Exemption; or
(ii) 15 years after its date of manufacture.
15.17 Cylinders that no longer comply with inspection limits or test requirements
must be rendered unfit for further use in accordance with AS 2030.
16 Replenishment of aircraft oxygen systems
Application
16.1 This clause applies to aircraft to which this section applies that are fitted with
oxygen systems for the use of operating crew and passengers.
Oxygen standards
16.2 The following persons must replenish and maintain the oxygen dispensing units
in an aircraft in accordance with the breathing oxygen standards specified in the
approved design for the aircraft:
(a) a person who holds a subcategory B1.1 or B1.2 or category B2 aircraft
maintenance engineer licence, with appropriate aircraft type rating (if
applicable);
(b) a person who holds a maintenance authorisation for maintenance of aircraft
oxygen systems.
16.3 If the approved design does not specify the breathing oxygen standards for the
aircraft, the oxygen dispensing units in the aircraft must be replenished and
maintained in accordance with 1 of the following standards as they exist from
time to time:
(a) SAE AS8010D — Aviator’s Breathing Oxygen Purity Standard, or a later
version of SAE AS8010;
(b) MIL-PRF-27210 Revision J — Oxygen, Aviator’s Breathing, Liquid and
Gas, or a later version of MIL-PRF-27210;
(c) a standard approved by CASA.
17 Fire protection in toilet areas
Application
17.1 This clause applies to an aeroplane that has 1 or more toilets equipped with
receptacles for paper waste or used linen (a receptacle).
Testing and repair of receptacles for paper waste or used linen
17.2 The aeroplane operator (the operator) must ensure that, before a receptacle is
used for the first time on the aeroplane it is inspected and tested in accordance
with subclause 17.3.
17.3 Within the intervals mentioned in subclause 17.5, the operator must ensure that
the door, lid, flap or other device giving access to the inside of the receptacle
(whether for depositing or removing waste or linen) is inspected and tested so
that its proper operation, fit, sealing, and latching or locking will contain a
possible fire within the receptacle.

24
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

17.4 The operator must ensure that a receptacle which fails an inspection and test
under subclause 17.3 must not be used until it has been:
(a) repaired or replaced; and
(b) inspected in accordance with subclause 17.3.
Intervals
17.5 For subclause 17.3, the inspection and testing of each receptacle must be
conducted at whichever of the following intervals is least restrictive:
(a) at intervals not exceeding every 1 000 hours after it was last inspected and
tested in accordance with subclause 17.2; or
(b) within 100 hours of 22 December 2015, and at intervals not exceeding
every 1 000 hours after that.
18 ADF systems — periodic checking
Application
18.1 This clause applies only for the ADF navigation systems of an Australian
aircraft engaged in I.F.R. flight for which the holder of the certificate of
registration has elected to use the CASA maintenance schedule.
Note The CASA maintenance schedule is set out in Schedule 5 — CASA maintenance
schedule, of CAR.

Checks — quadrantal errors


18.2 Each ADF navigation system must be checked for accuracy and correct
performance in all modes of operation for quadrantal errors.
18.3 The following must be done:
(a) apply corrections for any quadrantal errors detected;
(b) after the application of corrections for any quadrantal errors, ensure that the
maximum permissible residual error mentioned in a row of column 2 of the
following table, for a check mentioned in column 1 of the same row, are not
exceeded:
Checks required at (in degrees) Maximum permissible residual
(Column 1) error
(Column 2)
0° and ±15° ±5°
180° and ±15° ±5°
Any other bearing ±6°

Checks — dual ADF systems


18.4 Where there are any dual ADF systems — check and ensure that each system
does not interfere with the operation of the other system.
Intervals
18.5 The checks mentioned in this clause must be carried out each time a periodic
inspection is carried out in accordance with paragraphs 2.4 and 2.5 in Part 2 of
Schedule 5 of CAR.

25
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

19 VOR systems — periodic checking


Application
19.1 This clause applies only for the following navigation systems (the relevant
systems) of an Australian aircraft engaged in I.F.R. flight for which the holder of
the certificate of registration has elected to use the CASA maintenance schedule:
(a) all VOR systems;
(b) all localiser systems;
(c) all glideslope systems.
Note The CASA maintenance schedule is set out in Schedule 5 — CASA maintenance
schedule, of CAR.

Checks
19.2 Check and ensure that the level of interference between the relevant systems,
and any combination of other aircraft systems normally operated in flight, is not
of a level sufficient to cause either of the following:
(a) a significant deflection of the flight path indicator when the flag is
concealed;
(b) any degradation of the readability of the station identification.
19.3 For subclause 19.2, a level of interference which is merely intermittent or short-
term may be ignored, but only if it does not cause the deflection or degradation
mentioned in paragraphs 19.2 (a) and (b).
19.4 Check and ensure that the level of interference from any source, intermittent,
short-term or otherwise, is not of a level sufficient to cause the flag to indicate
usability in the absence of a usable signal.
Intervals
19.5 The checks mentioned in this clause must be carried out each time a periodic
inspection is carried out in accordance with paragraphs 2.4 and 2.5 in Part 2 of
Schedule 5 of CAR.
20 VOR in I.F.R. — periodic checking
Application
20.1 This clause applies only for the following navigation system of an Australian
aircraft for which the holder of the certificate of registration has elected to use
the CASA maintenance schedule: a VOR system installed in an aircraft
equipped for flight under the I.F.R.
Note The CASA maintenance schedule is set out in Schedule 5 — CASA maintenance
schedule, of CAR.

Checks
20.2 Check and ensure that each of the following requirements is the case:
(a) based on tests made on a representative number of radials, the deviation
indicator must centre when the omni bearing selector (OBS) is within 3
degrees of the selected radial;
(b) the deflection sensitivity must be such that a 5 dot left and a 5 dot right
deflection must be obtained when the OBS is varied 10 degrees ± 2 degrees
from the on-course setting, and the indications must be of the correct sense;

26
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(c) where installed, the radio magnetic indicator (RMI) reading must be within
4 degrees of the selected radial;
(d) the TO-FROM indicator must continue to show TO or FROM as originally
selected when the OBS is rotated by ± 45 degrees from the selected radial;
(e) the flag must remain concealed during each of the tests mentioned in
paragraphs (a) to (d), however, when the signal input level is reduced so as
to cause the deviation indicator deflection to fall by 2 dots, the flag must be
at least partly visible.
Note 1 A simulator may be used for the checking mentioned in paragraphs 20.2 (a) to (e).
Note 2 The sensitivities referred to in this subclause are related to a “standard” 5 dot-0-5 dot,
150 microamperes-0-150 microamperes indicator. Proportional deflections apply to other than
“standard” indicators.

Intervals
20.3 The checks mentioned in this clause must be carried out each time a periodic
inspection is carried out in accordance with paragraphs 2.4 and 2.5 in Part 2 of
Schedule 5 of CAR.
21 Glidescope in I.F.R. — periodic checking
Application
21.1 This clause applies only for the following navigation system of an Australian
aircraft for which the holder of the certificate of registration has elected to use
the CASA maintenance schedule: a glidescope system installed in an I.F.R.
aircraft.
Note The CASA maintenance schedule is set out in Schedule 5 — CASA maintenance
schedule, of CAR.

Checks
21.2 Check and ensure that each of the following requirements is the case:
(a) the deviation indicator must centre within less than ½ (± 12 microamperes)
when the tone ratio is 0 dB (ddm = 0);
(b) the sensitivity must be such that the deviation indicator deflection is
4.3 dots  0.7 dots (110 to 150 microamperes) for both up and down
deflections when using a signal with 3.3 dB tone ratios or 2.7 dots ± 0.3 dot
(68 to 93 microamperes), when using a 2 dB tone ratio, and the deflection
must be in the correct sense;
(c) the flag must remain concealed during each of the tests mentioned in
paragraphs (a) and (b), however, when the signal input level is reduced so
as to cause the deviation indicator deflection to fall by 2 dots, the flag must
be at least partly visible.
Note 1 A simulator may be used for the checking mentioned in paragraphs 21.2 (a) to (c).
Note 2 The sensitivities referred to in this subclause are related to a “standard” 5 dot-0-5 dot,
150 microamperes-0-150 microamperes indicator. Proportional deflections apply to other than
“standard” indicators.

Intervals
21.3 The checks mentioned in this clause must be carried out each time a periodic
inspection is carried out in accordance with paragraphs 2.4 and 2.5 in Part 2 of
Schedule 5 of CAR.

27
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Attachment 1 to Appendix 1
Note See subclauses 3.3, 4.2
and 4.6 in Appendix 1.

Testing procedures for:

Pitot-static systems
Pressure altimeter systems
Air data computers
Automatic pressure altitude encoders
Other transponder devices

Clause 1 Pitot-static system test


(1) Static pressure systems
Performance of the test procedures set out below, with all static instruments
connected, must ensure that any leakage present is within the tolerance specified
for the procedure.
(a) Visually inspect the ports, plumbing, accessories and instruments connected
to the static system. Repair or replace those parts which are defective, for
example, broken “B” nuts, cracked flare sleeves, deteriorated flexible
tubing and quick disconnects, bad valves etc. If purging is necessary, use
compressed air or nitrogen to remove foreign matter which may have
accumulated in the tubing. Ensure that all static instruments are
disconnected before commencing to purge.
(b) Ensure that no alterations or deformations of the airframe surface are
present that would affect static air sensing. This is of particular importance
for RVSM aircraft.
(c) Check any static port heaters to assure proper operation.
(d) If an aircraft has more than 1 static system, test each system separately to
assure its independence and that the leak rate for each system is within
tolerance.
(e) Connect the test equipment directly to the static ports, if practicable. If not
practicable, connect to a static system drain or tee connection and seal off
the static ports. If the test equipment is connected to the static system at any
point other than the static port, it must be made at a point where the
connection may be readily inspected for system integrity after the system is
returned to its normal configuration.
(f) Determine that any leakage is within the tolerances mentioned in paragraph
(g) or (h) (as the case requires).
(g) For unpressurised airplanes — evacuate the static pressure system to a
pressure differential of approximately 33 hPa or to a reading on the
altimeter that is 1 000 feet above the aircraft’s elevation at the time of the
test. Without additional pumping for a period of 1 minute, the loss of
indicated altitude must not exceed 100 feet on the altimeter.
(h) For pressurised airplanes — evacuate the static pressure system until a
pressure differential equivalent to the maximum cabin pressure differential
for which the airplane is type certificated is achieved. Without additional

28
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

pumping for a period of 1 minute, the loss of indicated altitude must not
exceed 2 per cent of the equivalent altitude of the maximum cabin
differential pressure or 100 feet, whichever is greater.
(i) On completion of the static pressure system test, ensure that all static port
seals are removed.
(2) Pitot-systems
(a) The pitot system is tested for leaks by applying a pressure at the pitot head
sufficient to cause the airspeed indicator to read 120 knots, or the maximum
indicated speed, whichever is the greater.
(b) There must be no discernible lag in the movement of the airspeed indicator
pointer with the application of the pressure, as such a lag indicates
restrictions in the piping.
(c) There must be no decrease in the reading when the system is sealed for at
least 10 seconds.
Clause 2 Tests for altimeters and air data computers
Note For testing of air data computers, see subclause 2 (8) below.
(1) Environmental conditions test
(a) Vibration (intended to minimise the effects of friction). If suitable test
equipment is available, each test for performance may be conducted with
the instrument installed in the aircraft. If suitable test equipment for an
installed test is not available, or if the instrument fails the installed test, the
instrument must be removed from the aircraft and tested or retested with
vibration applied.
(b) Temperature. When tests are conducted with the temperature substantially
different from ambient temperature of approximately 25°C, allowance must
be made for that temperature difference.
(2) Scale error test
(a) With the barometric pressure scale at 1 013 hPa, the altimeter must be
successively subjected to pressures corresponding to the altitude specified
in Table 1 up to the maximum, normally expected, operating altitude of the
aircraft in which the altimeter is, or is to be, installed.
(b) The reduction in pressure must be made at a rate not in excess of
20 000 feet per minute to within approximately 2 000 feet of the test point.
(c) The test point must be approached at a rate compatible with the test
equipment.
(d) The altimeter must be kept at the pressure corresponding to each test point
for at least 1 minute, but not more than 10 minutes, before a reading is
taken.
(e) The error at all test points must not exceed the tolerances specified in
Table 1.

29
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Table 1 Scale error

Equivalent
Tolerance
pressure
Altitude
Hectopascals ± (feet)
-1 000 1050 20
0 1013 20
500 995 20
1 000 977 20
1 500 960 25
2 000 942 30
3 000 908 30
4 000 875 35
6 000 812 40
8 000 753 60
10 000 697 80
12 000 644 90
14 000 595 100
16 000 549 110
18 000 506 120
20 000 466 130
22 000 428 140
25 000 376 155
30 000 301 180
35 000 238 205
40 000 188 230
45 000 147 255
50 000 116 280

(3) Hysteresis test


(a) The hysteresis test must begin within 15 minutes of the altimeter’s initial
exposure to the pressure corresponding to the upper limit of the scale error
test in subclause (2). While the altimeter is at this pressure, the hysteresis
test is to commence.
(b) Pressure must be increased at a rate simulating a descent in altitude at the
rate of 5 000 to 20 000 feet per minute until within 3 000 feet of the first
test point (50 per cent of maximum altitude).

30
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(c) The test point is then to be approached at a rate of approximately 3 000 feet
per minute. The altimeter must be kept at this pressure for at least 5
minutes, but not more than 15 minutes, before the test reading is taken.
(d) After the reading has been taken, the pressure must be increased further, in
the same manner as before, until the pressure corresponding to the second
test point (40 per cent of maximum altitude) is reached. The altimeter must
be kept at this pressure for at least 1 minute, but not more than 10 minutes,
before the test reading is taken.
(e) After the reading has been taken, the pressure must be increased further, in
the same manner as before, until atmospheric pressure is reached.
(f) The reading of the altimeter at either of the 2 test points must not differ by
more than the tolerance specified in Table 2 in subclause 2 (4) from the
reading of the altimeter for the corresponding altitude recorded during the
scale error test prescribed in subclause (2).

(4) After effect test


Within 5 minutes following the completion of the hysteresis test set out in
subclause (3), the reading of the altimeter (corrected for any change in
atmospheric pressure) must not differ from the original atmospheric pressure
reading by more than the tolerance specified in Table 2.

Table 2 Test tolerances

Tolerance
Test
(feet)
Case leak test ±100
Hysteresis test:
First test point (50 per cent of
75
maximum altitude)
Second test point (40 per cent of
75
maximum altitude)
After effect test 30

(5) Friction test


(a) The altimeter is to be subjected to a steady rate of decrease of pressure
approximating 750 feet per minute.
(b) At each altitude listed in Table 3, the change in reading of the pointers after
vibration (using a light tapping of the instrument panel adjacent to the
altimeter if the altimeter does not have an integral vibrator) must not exceed
the corresponding tolerance listed in Table 3.
(c) If the altimeter fails the friction test while installed on the aircraft, the
altimeter must be removed and retested.

31
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Table 3 Friction

Tolerance
Altitude (feet)
(feet)
1 000 - ±70
2 000 - 70
3 000 70
5 000 70
10 000 80
15 000 90
20 000 100
25 000 120
30 000 140
35 000 160
40 000 180
50 000 250

(6) Case leak test


The leakage of the altimeter case, when the pressure within it corresponds to an
altitude of 18 000 feet, must not change the altimeter reading by more than the
tolerance shown in Table 2 in subclause 2 (4) during an interval of 1 minute.

(7) Barometric scale error test


At constant atmospheric pressure, the barometric pressure scale must be set at
each of the pressures (falling within its range of adjustment) that are listed in
Table 4, and this must cause the pointer to indicate the equivalent altitude
difference shown in Table 4 within a tolerance of plus or minus 25 feet.
Table 4 Pressure-altitude difference

Altitude
Pressure
difference
(hectopascal)
(feet)
952 -1 727
965 -1 340
982 -863
999 -392
1013 0
1033 +531
1046 +893
1049 +974

32
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(8) Air data computers test


(a) The tests set out in subclauses (1) to (7) do not apply for air data computers
or for systems similar to air data computers (a similar type).
(b) Paragraph (c) sets out the tests for the following altimeters:
(i) an altimeter that is an air data computer or similar type with associated
computing systems;
(ii) an altimeter that incorporates air data correction internally.
(c) An altimeter mentioned in paragraph (b), must be tested as follows:
(i) in the manner, and to the specifications, provided by the manufacturer
of the equipment or aircraft in which the altimeter is installed;
(ii) in accordance with the instructions for continuing airworthiness
incorporated in a modification approval for the equipment or aircraft in
which the altimeter is installed.
Clause 3 Automatic pressure altitude encoders and ATC transponder
system integration test
Automatic pressure altitude encoder test and other transponder devices
Measure the automatic pressure altitude value at the output of the installed ATC
transponder when interrogated on Mode C at a sufficient number of test points
to ensure that the altitude reporting equipment, altimeters, and ATC
transponders perform their intended functions as installed in the aircraft. The
difference between the automatic reporting output and the altitude displayed at
each altimeter must not exceed 125 feet.

33
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Appendix 2
Approved single engine turbine-powered aeroplanes (ASETPA)
Note See Part 1 and Part 2 of this 2-Part Appendix.

Part 1 Compliance requirements


Note 1 See paragraph 10.1 of this CAO.
Note 2 The aeroplane must comply with each of the following requirements and be approved
by CASA. (See subsection 10 above.) Aircraft systems and equipment mentioned within these
requirements must be approved under regulation 21.305 of CASR.

1 Aeroplane
The aeroplane type must have been originally certificated as a turbine-powered
aeroplane under the certification requirements set under Part 23 of CASR that
are equivalent to FAR 23 amendment 28 or a subsequent amendment.
Note Thus, a turbine conversion of an originally certificated piston-powered aeroplane cannot
comply.

2 Engine
2.1 The aeroplane engine type (the engine type) must have documented evidence of
an acceptable world fleet reliability rate (WFRR) in accordance with this clause.
2.2 The WFRR must be calculated as a 6 month rolling average, and consist of:
(a) an in-flight shutdown (IFSD) rate of not more than 0.01 per 1 000 hours
based on a minimum experience history of 100 000 hours’ time-in-service;
or
(b) an IFSD rate for individual engine components gained in the same engine
types, or in equivalent engine types as determined by CASA, that
collectively meet the standard of paragraph (a).
2.3 For paragraphs 2.2 (a) and (b), where the accumulated history is less than the
requirement, the history of individual components which have demonstrated
time in service in similar engine types, may be taken into account.
3 Engine control system
3.1 The engine control system must meet the requirements of FAR 23.1141
Amendment 29 or a later amendment.
3.2 If use of an emergency/secondary power lever is available, the necessary
procedures for its use must be documented in the Aircraft Flight Manual (AFM)
or approved equivalent.
4 Engine ignition system
The aeroplane type must be equipped with 1 of the following engine ignition
systems:
(a) an automatic ignition system which activates in the event of a loss of an
engine parameter, for example, engine speed, turbine temperature or engine
torque;
(b) an ignition system which can be selected “ON” and has a duty cycle greater
than 1 hour.

34
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

5 Engine fire warning system


The aeroplane type must be equipped with an engine compartment fire detection
and in-flight warning system.
6 Engine monitoring system
6.1 The aeroplane type must be equipped with an automatically activated electronic
engine trend monitoring recording system, approved by or under Part 21 of
CASR, which records the following:
(a) engine parameters referenced in the engine manufacturer’s published
engine trend monitoring procedures; and
(b) any other engine performance parameters, mentioned in the approval, that
are critical to the engine’s safe continuing airworthiness.
6.2 The engine oil consumption must be monitored in accordance with the engine
manufacturer’s recommendations.
6.3 Any anomalies detected by the monitoring mentioned in subclause 6.1 or 6.2
must be checked against the manufacturer’s data to determine appropriate and
timely corrective action.
7 Engine oil metal contamination detection system
The aeroplane must be equipped with an approved electronic engine oil metal
contamination detection system which provides the pilot with an in-flight,
visual, caution/warning indication of possible contamination of the engine oil,
including as applicable the following:
(a) engine reduction gearbox oil system;
(b) engine accessory gearbox oil system.
8 Electrical power sources
The aeroplane must be equipped with the following:
(a) a primary electrical generator and 1 or more primary electrical storage
batteries;
(b) an alternative source of electrical power, capable of supplying sufficient
continuous power to each of the following:
(i) flight instruments;
(ii) navigation systems;
(iii) lighting systems;
(iv) icing protection systems;
(c) any other aeroplane system required under CAO 20.18 for the endurance of
the aeroplane for flight at night under the I.F.R.
9 Battery capacity
9.1 There must be an electrical load analysis (ELA) for the aeroplane.
Note The ELA is provided to CASA at the time of an application for ASETPA approval.
9.2 The ELA is to certify that the electrical storage capacity of the aeroplane’s
prime battery is capable of providing the following:
(a) full operation of essential flight and navigation instruments, lighting and
associated icing protection systems during an engine failed glide from the

35
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

maximum operating altitude, or an elected limiting altitude, to sea level at


best range glide speed;
(b) sufficient capacity remaining during a glide mentioned in paragraph (a) to
conduct 2 engine start attempts, and lower the flaps and undercarriage.
9.3 The requirement for sufficient battery capacity for the 2 engine starts mentioned
in paragraph 9.2 (b) may be reduced to capacity for 1 engine start, provided:
(a) the aeroplane’s engine fuel feed system from the aeroplane’s fuel tank to
the engine fuel control unit is automatic; and
(b) the engine compressor air intake incorporates continuous anti-icing while
the engine is operating; and
(c) the aeroplane incorporates an automatic engine ignition system which
activates in the event of a loss of an engine parameter such as engine speed,
turbine temperature or engine torque.
9.4 Where the aircraft avionics and electrical configuration:
(a) differs from the approved configuration; or
(b) is altered after approval of the configuration;
a revised ELA must be provided to CASA for approval.
10 Electrical load shedding
10.1 Subject to subclause 10.2, the AFM or approved equivalent must provide the
pilot with a procedure for shedding non-essential electrical systems during a
maximum range glide descent following an engine failure in flight.
10.2 In the case of an automatic shedding procedure that will commence to operate
following an engine failure in flight, the AFM or an approved equivalent is not
required to include a procedure in accordance with subclause 10.1 but must
state, for the information of the pilot, how the automatic shedding procedure
will operate.
11 Flight instrument systems
11.1 The aeroplane must be equipped with flight and navigation instruments and
instrument power sources complying with the regulatory requirements for air
transport I.F.R. operations.
11.2 Aeroplanes incorporating an electronic display flight instrument system must
incorporate secondary attitude and gyroscopic heading instruments located on
the pilot’s flight instrument panel and powered independently of the primary
flight display.
11.3 In aeroplanes approved for flight in icing conditions, the AFM or approved
equivalent must provide the pilot with a procedure for ensuring essential flight
instruments are protected from icing during a maximum range glide descent
through icing conditions following an engine failure in flight.
12 Autopilot system
For single pilot operations, the aeroplane must be equipped with an automatic
pilot providing a capability to:
(a) operate the flight controls to maintain flight and manoeuvre the aeroplane
about the roll and pitch axis; and
(b) fly to an automatic heading; and
(c) provide altitude hold.

36
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

13 Global Navigation Satellite System (GNSS)


The aeroplane must be equipped with GNSS in accordance with CASA’s
instructions issued under:
(a) subregulation 174A (1) of CAR — for V.F.R. flights; or
(b) subregulation 177 (1) of CAR — for I.F.R. flights.
Note Instructions are generally in CAOs.

14 Radar altimeter
The aeroplane must be equipped with a radar altimeter.
15 Weather radar
The aeroplane must be equipped with a weather radar system.
16 Passenger seats
16.1 The aeroplane must be equipped with passenger seats identified by:
(a) the part number or model number meeting the requirements of FAR 23.562
and 23.785 to amendment 36 or later amendment; or
(b) for Cessna 208 and 208B aircraft — the following part numbers:
(i) 2614028-();
(ii) 2614029-();
(iii) 2614076-();
(iv) 2614077-();
(v) 2619019-();
(vi) 2619020-().
Note For Cessna 208 and 208B, 2 or 3 place Rear Bench Seats (2614045-() or 2619017-(), IPC
Ref 25-21-01), Stowable Seats (2614041-(), ATFS1-01, IPC Ref. 25-21-02) and non-factory
seats not meeting FAR 23.562 (AMDT. 23-36), TSO-C127 or TSO-C127a, are not approved for
ASETPA operations.
16.2 Each passenger seat must be equipped with a shoulder harness.

Part 2 Operator and aircraft maintenance organisation requirements


Note See paragraph 10.3 of this CAO.

1 Training
The maintenance organisation must provide maintenance personnel with
training on the concept of ASETPA standards and application of its
requirements.
2 Maintenance
The aeroplane must be maintained in accordance with an approved SOM and a
reliability program designed in accordance with AC 42-3(0), as existing on
18 June 2018.

37
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Appendix 3
Directions for the issue and completion of maintenance releases
Part 1 Compliance requirements
1 Application
This Appendix applies to each of the following persons:
(a) a person authorised to issue maintenance releases in accordance with
regulation 43 of CAR;
(b) a person entering an endorsement on the maintenance release in accordance
with regulation 47 of CAR;
(c) a person making a certification in accordance with regulation 48 of CAR in
respect of an endorsement;
(d) a person making a daily inspection certification or a pilot making the last
flight of the day;
(e) any other person who is not covered in paragraphs (a) to (d), who is
responsible for completing Part 1 of the maintenance release.
Note 1 For paragraph (c), entering a clearing endorsement in the maintenance release for a
corresponding endorsement will be treated as making a certification for that endorsement.
Note 2 For paragraph (c), a pilot may only make a clearing endorsement in the maintenance
release if the rectification action required to clear the endorsement is maintenance that the pilot
is permitted to carry out under paragraph 42ZC (3) (d), or subregulation 42ZC (4) and
Schedule 8 of CAR.

2 Definitions
In this Appendix:
MR means the maintenance release form approved by CASA at Attachment 1 to
this Appendix, which is identifiable by a unique 6-digit serial number prefixed
by a capitalised letter, and comprising of Parts 1, 2 and 3, including any
supplementary pages attached in accordance with clause 8 of this Appendix.
3 Directions
3.1 The person mentioned in paragraph 1 (a) is directed to comply with:
(a) clause 4 of this Appendix before signing and issuing an MR for an aircraft;
and
(b) clause 5 of this Appendix when completing Part 1 of an MR for an aircraft;
and
(c) clause 6 of this Appendix when completing Part 2 of an MR for an aircraft.
3.2 The person mentioned in paragraph 1 (b) is directed to comply with:
(a) clause 5 of this Appendix when completing Part 1 of an MR for an aircraft;
and
(b) clause 6 of this Appendix when completing Part 2 of an MR for an aircraft.
3.3 The person mentioned in paragraph 1 (c) is directed to comply with clause 6 of
this Appendix when completing Part 2 of an MR for an aircraft.
3.4 The person mentioned in paragraph 1 (d) is directed to comply with clause 7 of
this Appendix when making a daily inspection certification or recording aircraft
time-in-service for Part 3 of an MR for an aircraft.

38
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

3.5 The person mentioned in paragraph 1 (e) is directed to comply with clause 5 of
this Appendix when completing Part 1 of an MR for an aircraft.
Part 2 Maintenance release requirements
4 Issue of a maintenance release
4.1 Before signing and issuing an MR, the person must ensure that:
(a) immediately after the completion of the nominated maintenance release
inspection:
(i) all data related to aircraft component changes, which have been
certified on the expired maintenance release, have been transferred to
the appropriate maintenance record pages in the aircraft log book; and
(ii) any Major Assembly History Cards (CASA Form 956 or subsequent
issue) and Component History Cards (CASA Form 946 or subsequent
issue) relating to components that were replaced during the period that
the expired maintenance release was in force have been transferred to
the aircraft log book; and
(b) each of the following entries, endorsements or ticks are entered on Part 1 of
the MR:
(i) the aircraft type and registration;
(ii) the date, and total time-in-service of the aircraft, at which the MR
expires;
(iii) the name and certificate number of the authorised person issuing the
MR;
(iv) the total time-in-service of the aircraft at the time of issue of the MR;
(v) the time, date and place of issue of the MR;
(vi) the signature and licence/maintenance authority number of the
authorised person signing the maintenance release;
(vii) if the aircraft is:
(A) equipped and is approved in the flight manual for I.F.R. flight —
tick the “IFR” check box; and
(B) not equipped and is not approved in the flight manual for I.F.R.
flight — tick the “VFR Night” check box, or the “VFR Day” check
box, as appropriate;
(viii) if an aircraft is an aeroplane that is intended to be operated in an aerial
application operation conducted at night and the aeroplane is not
equipped and certificated under Part 21 of CASR for night V.F.R.
flight:
(A) strike through or crosshatch out the box containing the “IFR”,
“VFR Night” and “VFR Day” check boxes; and
(B) enter the following words in the “operational category” box:
“Application Operation – Night”;
(ix) the highest operational category of the aircraft of the following, where
the category in (A) is the lowest category and the category in (D) is the
highest category:
(A) private;
(B) flight training under Part 141 or Part 142 of CASR;

39
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(C) aerial work;


(D) charter;
(x) if an aircraft is approved for I.F.R. flight in the aircraft’s flight manual
and, at the time of the issue of the maintenance release, the aircraft has
not been maintained to the I.F.R.-specific periodic inspection
requirements set out in Schedule 5 of CAR, the manufacturer’s
maintenance schedule or the approved SOM (as the case requires) —
state: “Aircraft limited to V.F.R. flight until I.F.R. inspections certified”
in Part 1 as a condition of the MR;
(xi) if the aircraft referred to in subparagraph (x) is subsequently restored to
the I.F.R. maintenance standard and the maintenance inspection is
entered and certified in the aircraft log book — a clearing endorsement
in Part 1 after the maintenance inspection is entered and certified for in
the aircraft log book;
(xii) in the “Maintenance required” column — other than daily and line
inspections and maintenance release inspections, all requirements and
conditions under CAR and the CAOs that will require maintenance to
be carried out on the aircraft during the period that the maintenance
release is to remain in force, including the total time-in-service of the
aircraft or the date (as applicable) by which the maintenance or
inspection must be carried out;
(xiii) in the “Maintenance required” column — permissible unserviceabilities
(MEL item) or conditions carried forward from the previous
maintenance release.
4.2 For subparagraphs 4.1 (b) (xii) and (xiii), the person may use a computer
printout to detail the required maintenance for the period during which the
maintenance release is to remain in force, but must ensure that:
(a) the computer printout is securely attached to the MR; and
(b) the computer printout is updated in a timely manner so that a pilot is aware
of whether any maintenance is due before commencing a flight or will
become due during a flight.
5 Part 1 of the maintenance release
When completing Part 1 of an MR, the person must:
(a) enter each of the following in the column titled “Maintenance required”:
(i) other than daily inspections and maintenance release inspections, all
scheduled maintenance required under CAR to be carried out on the
aircraft before the maintenance release expiry date or before a specified
total time-in-service for the aircraft, whichever is the earlier;
(ii) endorsements related to permissible unserviceabilities (refer to
subregulation 43 (10) and regulation 49 of CAR);
(iii) endorsements related to conditions, including maintenance flight tests
(refer to subregulation 43 (9) and regulations 44 and 49 of CAR); and
(b) enter clearing endorsements and certify, in the column titled “Complied
with, entered & certified in Log Book or Part 2 of MR”, for the completion
of, or compliance with, each of the following:
(i) any scheduled maintenance entered in Part 1 of the MR;

40
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(ii) any maintenance to clear a permissible unserviceability entered in


Part 1 of the MR;
(iii) any maintenance to clear a condition entered in Part 1 of the MR;
(iv) any Airworthiness Directives entered as maintenance required in Part 1
of the MR.
Note 1 For subparagraph (a) (i), a computer printout of required maintenance may be
attached to Part 1.
Note 2 Subparagraphs (a) (ii) and (a) (iii) are requirements if a new maintenance
requirement becomes applicable after the maintenance release has been issued.

6 Part 2 of the maintenance release


When completing Part 2 of an MR, the person must:
(a) in the column titled “Endorsements” — enter any endorsements required to
be entered under the regulations, including the following:
(i) defects and major damage for regulation 50 of CAR;
(ii) a statement that the aircraft is unairworthy for regulation 47 of CAR;
(iii) any requirement for a maintenance flight test of the aircraft, aircraft
component or item of equipment fitted to the aircraft, the serviceability
of which can only be established by a flight test; and
Note Subparagraph (a) (iii) refers only to circumstances where certification has been
made for the completion of maintenance which may have adversely affected the flight
or operating characteristics of the aircraft.
(b) sign and date each endorsement entered by the person; and
(c) when clearing an endorsement:
(i) in the column titled “Clearing endorsements” — record brief details of
the maintenance, or record a reference to a log book entry or approved
maintenance document; and
(ii) in the column titled “Clearing signature, licence/authority no. and
date” — certify clearance of the endorsement by entering the person’s
signature, date of the clearance and either the person’s pilot licence
number, AME licence number or airworthiness authority number.
Note 1 For paragraph (c), a signature in the column titled “Clearing signature, licence/authority
no. and date” indicates that all the aircraft maintenance records and certifications for the
completion of maintenance have been completed and will be taken to constitute certification for
regulation 42ZE of CAR.
Note 2 For paragraph (c), maintenance release inspections and all other maintenance that
requires a co-ordination certification must be entered and certified in the aircraft log book —
refer to Part 3 (Certification of co-ordination of maintenance) and Part 4 (Final certification) of
Schedule 6 of CAR.

7 Part 3 of the maintenance release


When completing Part 3 of an MR, the person must:
(a) if signing for completion of the daily inspection:
(i) enter the person’s signature in the column titled “Signature” and enter
their pilot licence or AME licence number in the column titled “Licence
no.”; and
(ii) make the signature and entry before the aircraft is first flown on a day;
and

41
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

(b) if making the last flight of a day in an aircraft:


(i) enter in the column titled “Flight time” the number of hours flown
during that day; and
(ii) enter in the column titled “Progressive total” the aircraft total
time-in-service as the number of hours in the previous entry of the
column plus the number of hours entered for subparagraph (i); and
(iii) if any of the 3 subcolumns under the column titled “Cycle Totals,
e.g. Landing/Start Pressurisation” are being used to record aircraft or
aircraft component cycles (such as pressurisation/landings etc.), hours
of aerial application operations or hours of aerobatic operations —
make an entry updating the total in the subcolumns as applicable having
regard to the flights of the aircraft on the day; and
(iv) make the entries after the last flight of a day and before the aircraft is
next flown.
8 Supplementary pages of maintenance release
If there is insufficient space to record entries in Part 1, 2 or 3 of an MR, any Part
of the MR may be extended by attaching supplementary pages if:
(a) the supplementary pages are either a photocopy of the relevant Part or a
blank page drawn up to replicate the columns and headings of the Part; and
(b) a notation is made at the bottom of each extended Part and each
supplementary page of that Part stating that a supplementary page is
attached; and
(c) each supplementary page is identified with the unique serial number for the
MR mentioned in Part 1 of the MR; and
(d) each supplementary page is securely attached to the MR.

42
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Attachment 1 to Appendix 3
Note 1 See clause 5 of Appendix 3 for instructions on completing Part 1 of this maintenance release.
Note 2 A computer printout of required maintenance may be securely attached to Part 1 of this
maintenance release.
Note 3 See clause 8 of Appendix 3 on attaching supplementary pages if there is insufficient space.

43
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Attachment 1 to Appendix 3
Note 1 See clause 6 of Appendix 3 for instructions on completing Part 2 of this maintenance release.
Note 2 See clause 8 of Appendix 3 on attaching supplementary pages if there is insufficient space.

44
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Attachment 1 to Appendix 3
Note 1 See clause 7 of Appendix 3 for instructions on completing Part 3 of this maintenance release.
Note 2 See clause 8 of Appendix 3 on attaching supplementary pages if there is insufficient space.

45
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Notes to Civil Aviation Order 100.5 (General requirements in


respect of maintenance of Australian aircraft) 2011
Note 1
The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this
compilation comprises Civil Aviation Order 100.5 amended as indicated in the Tables below.

Table of Orders

Year and Date of notification Date of Application,


number in Gazette/ commencement saving or
registration on FRLI transitional
provisions
CAO 2004 No. R83 23 December 2004 23 December 2004
(s. 2)
CAO 100.5 2008 FRLI 27 March 2008 28 March 2008 (s. 2)
No. 1 (F2008L00598)
CAO 100.5 2011 FRLI 22 June 2011 27 June 2011 (s. 2)
No. 1 (F2011L01193)
CAO 100.5 2012 FRLI 6 February 2012 7 February 2012 (s. 2
No. 1 (F2012L00171) and Gazette 2012, No.
S14)
CAO 100.5 2012 FRLI 6 February 2012 7 February 2012 (s. 2
No. 2 (F2012L00175) and Gazette 2012, No.
S15)
CAO 100.5 2012 FRLI 14 September 2012 15 September 2012
No. 3 (F2012L01872) (s. 2)
CAO 100.5 2013 FRLI 8 July 2013 1 August 2013 (s. 2 and
No. 1 (F2013L01330) Gazette notice
as amended by C2013G01042)
CAO 100.5 2013 FRLI 31 July 2013 1 August 2013,
No. 2 (F2013L01486) immediately before the
commencement of
CAO 100.5 Amdt.
Instrument 2013 (No. 1)
(s. 2 and Gazette notice
C2013G01180)
CAO 100.5 2013 FRLI 10 December 2013 10 December 2013
No. 3 (F2013L02068) (s. 2)
CAO (Flight Crew 29 August 2014 1 September 2014 (s. 2) Sections 3 and 31
Licensing) Repeal (F2014L01177) (Table A)
and Amendment
Instrument 2014
(No. 1)

CAO 100.5 2015 FRLI 22 December 2015 22 December 2015


No. 1 (F2015L02102) (s. 2)

CAO 100.5 2018 FRLI 17 October 2018 18 October 2018 (s. 2)


No. 1 (F2018L01436)

46
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Table of Amendments
ad. = added or inserted am. = amended rep. = repealed rs.= repealed and substituted

Provision affected How affected


s. 100.5 ............................... rs. CAO 2004 No. R83
s. 1 ...................................... rep. CAO 100.5 2011 No. 1
subs. 1A .............................. ad. CAO 100.5 2011 No. 1, rs. CAO 100.5 2018 No. 1
s. 2
(renumbered s. 1B).......... CAO 100.5 2011 No. 1, rep. CAO 100.5 2018 No. 1
s. 3 ..................................... rep. CAO 100.5 2011 No. 1
Schedule heading ............... rep. CAO 100.5 2011 No. 1
CAO title ............................. rep. CAO 100.5 2011 No. 1
subs. 1 ................................ am. CAO 100.5 2013 No. 1, CAO 100.5 2018 No. 1
subs. 2 ................................ am. CAO 100.5 2015 No. 1
rs. CAO 100.5 2018 No. 1
subs. 2A .............................. ad. CAO 100.5 2015 No. 1
am. CAO 100.5 2018 No. 1
subs. 3 ................................ am. CAO 100.5 2012 No. 3, CAO 100.5 2018 No. 1
subs. 4 ................................ rs. CAO 100.5 2012 No. 3
am. CAO 100.5 2018 No. 1
subs. 5 ................................ am. CAO 100.5 2018 No. 1
subs. 5A .............................. ad. CAO 100.5 2018 No. 1
subs. 6 ................................ am. CAO 100.5 2018 No. 1
subs. 7 ................................ am. CAO 100.5 2015 No. 1, CAO 100.5 2018 No. 1
subs. 7AA ........................... ad. CAO 100.5 2018 No. 1
subs. 7A .............................. ad. CAO 100.5 2011 No. 1
rs. CAO 100.5 2012 No. 1
am. CAO 100.5 2018 No. 1
subs. 8 ................................ am. CAO 100.5 2013 No. 3, CAO 100.5 2018 No. 1
subs. 8A .............................. ad. CAO 100.5 2012 No. 2
am. CAO 100.5 2018 No. 1
subs. 9 ................................ am. CAO 100.5 2013 No. 1 (as rs. by CAO 100.5 2013 No. 2),
CAO 100.5 2018 No. 1
subs. 9A .............................. ad. CAO 100.5 2008 No. 1
am. CAO (Flight Crew Licensing) Repeal and Amendment Instrument
2014 (No. 1)
rs. CAO 100.5 2018 No. 1
subs. 10 .............................. rs. CAO 100.5 2012 No. 3; CAO 100.5 2015 No. 1
am. CAO 100.5 2018 No. 1
subs. 11 .............................. ad. CAO 100.5 2013 No. 1
am. CAO 100.5 2015 No. 1
rs. CAO 100.5 2018 No. 1
subs. 12 .............................. ad. CAO 100.5 2013 No. 1 (as am. by CAO 100.5 2013 No. 2)
rs. CAO 100.5 2018 No. 1
subs. 13 .............................. ad. CAO 100.5 2015 No. 1
rep. CAO 100.5 2018 No. 1
subs. 14 .............................. ad. CAO 100.5 2015 No. 1
am. CAO 100.5 2018 No. 1
Appendix 1 .......................... ad. CAO 100.5 2013 No. 1
am. CAO 100.5 2015 No. 1, CAO 100.5 2018 No. 1
Attachment 1 to Appendix 1 ad. CAO 100.5 2013 No. 1

47
Authorised Version F2018C00819 registered 14/11/2018
Civil Aviation Order 100.5

Table of Amendments
ad. = added or inserted am. = amended rep. = repealed rs.= repealed and substituted

Provision affected How affected


Appendix 2 .......................... ad. CAO 100.5 2015 No. 1
am. CAO 100.5 2018 No. 1
Appendix 3 .......................... ad. CAO 100.5 2018 No. 1
Attachment 1 to Appendix 3 ad. CAO 100.5 2018 No. 1

Table A Application, saving or transitional provisions

Sections 3 and 31 of Civil Aviation Order (Flight Crew Licensing) Repeal and
Amendment Instrument 2014 (No. 1) read as follows:

3 Definitions
(1) In this instrument:
continued authorisation has the meaning given by regulation 202.261 of the
Civil Aviation Safety Regulations 1998 (CASR 1998).
new authorisation has the meaning given by regulation 202.261 of CASR 1998.
(2) A reference in this instrument to a Civil Aviation Order identified by a specified
number is taken to include a reference to the section of the Civil Aviation
Orders with that number.
Note Some existing legislative instruments are referred to as a Civil Aviation Order followed
by a number. Other instruments are referred to as a section of the Civil Aviation Orders. For
consistency, in this instrument, all such instruments are referred to as a Civil Aviation Order
followed by a number. For example, a reference to Civil Aviation Order 40.2.2 is taken to
include a reference to section 40.2.2 of the Civil Aviation Orders.

31 Transitional — application of Civil Aviation Orders


The Civil Aviation Orders apply to a continued authorisation as if it were the
equivalent new authorisation.

48
Authorised Version F2018C00819 registered 14/11/2018

You might also like