Less protective or partially implemented not implemented. Less protective or partially implemented not implemented. implemented not implemented

Transcription

1 Alternate heliport Australian legislation defines alternate aerodromes but does not specifically address take-off, EnRoute or destination alternates. Does not define Alternate Heliport Approach and landing phase h Australian legislation does not define helicopter approach and landing phase for helicopters Combined vision system (CVS) Australian legislation does not define CVS Congested hostile environment Australian legislation does not define the term congested hostile environment Continuous descent final appro Australian legislation does not currently defince CDFA Defined point after take-off ( Defined point after take-off not defined in Australian legislation Defined point before landing ( Defined point before landing not defined in Australian legislation Electronic flight bag (EFB) CAO 82.0 More exacting or exceeds The definition also references provisions required. Engine Australian legislation does not define engine Enhanced vision system (EVS) NIL EVS not defined in legislation En-route phase Ausralian legislation does not refer to helicopter enroute phase Final approach and take-off ar Australian legislation does not define performance classes for helicopters. FATO not specifically identified/defined in legislation. Final approach segment (FAS) Not currently defined in Australian legislation Page 1 of 19

2 Flight time CAR 2 More exacting or exceeds Australian legislation defines flight time for helicopters heavier than air aircraft as being the total time from when the aircraft first moves under its own power for the purpose of taking off until the moment when it comes to rest after landing. General aviation operation CAR 206 Australian legislation does not define "General Aviation" Ground handling NIL Ground handling not defined in legislation Head-up display (HUD) Not defined in legislation Helideck Australian legislation does not define helideck Heliport NIL Australia legislation does not define heliport Hostile environment Australian legislation does not define hostile environment Human Factors principles MOS 145 CAAP SMS-1 Currently definition only refers to maintainers. Various CASA documents require human factors principles in their formulation and review. CAAP SMS-2,CAO 48 and CAR 55 Human performance MOS 145.A.12 CAAP SMS-1 Australian legislation uses human performance implicitly. Various CASA documents require human factors principles in their formulation and review. See also CAAP SMS-2,CAO 48 & CAR 5.55 Integrated survival suit Australian legislation does not define 'Integrated Survival Suit' Landing decision point (LDP) LDP is not specified/defined in legislation Non-congested hostile environm Australian legislation does not define "congested hostile environment" Page 2 of 19

3 Non-hostile NIL Australian legislation does not define environment "non-hostile environment" Offshore operations Australian legislation uses the term offshore operations but it is not defined. Operation Australian legislation uses the term operation but it is not defined. Operations in performance Clas NIL Australia does not define performance classes Operations specifications CAO 82.0 Australian legislation does not define Operations Specifications Operator s maintenance control CAR 42ZY CASR 42 Australian legislation does not specifically define this term. Term is not defined but is described in CAR 42ZY. Repair CAAP 5-7 Definition not defined in legislation Required communication perform NIl Australian legislation does not specify any requirements relating to RCP Required communication perform Australian legislation does not specify any requirements relating to RCP type Safe forced landing Multi-engine helicopters Operational performance standards CEO Policy Notice PN Issue 2, published July 2005 Australian legislation does not define "safe forced landing". It refers to land suitable for an emergency landing. Series of flights Australian legislation does not refer to a series of flights but does refer to consecutive flights State of the Aerodrome Not defined in Australian legislation Synthetic vision system (SVS) Not defined in Australian legislation Take-off and initial climb pha Australian legislation does not refer to helicopter flight phases. Page of 19

4 Take-off decision point (TDP) NIL Australian legilsation does not refer to helicopter TDPs VTOSS Australian legislation does not refer to VTOSS Australian legislation has no provision for Flight Operations Officers/ Flight Dispatchers Australian legislation has no provision for Flight Operations Officers/Flight Dispatchers CAO 82.1, & 5 CAAP SMS 1-4 Charter operators currently operating an aircraft with a maximum take-off weight exceeding kg, and operators of Charter or RPT rotorcraft with a maximum take-off weight exceeding kg, under CAO 82.1 should become familiar with this as the requirement for an FDAP will apply in either instance under the proposed CASR Part Air operator certification and management. 1.. CAO 82.1,&5 CAAP SMS 4 Charter operators currently operating an aeroplane with a maximum take-off weight exceeding kg, and operators of Charter or RPT rotorcraft with a maximum take-off weight exceeding kg, under CAO 82.1 should become familiar with this document as the requirement for an FDAP will apply in all instances under the CASR CASR , , CASR Australia does not currently legislate in this area for holders of AME Licences The development of new maintenance rules Australia is proposing visual acuity standards and also drug, alcohol and fatigue standards for applicants for AME licences and workshop personnel. Australia does not currently legislate in this area for holders of AME Licences The development of new maintenance rules Australia is proposing visual acuity standards and also drug, alcohol and fatigue standards for applicants for AME licences and workshop personnel CAO 82. & 82.5 The AOC and Ops Specs form the one document in Australia. Operational point of contact for "contact with undue delay" is not represented on the Australian AOC.There is not differentiation between passenger and cargo in commercial air transport on the Ops Specs. The layout of the AOC differs from the standard ICAO layout. More information is contained on the Australian AOC. Page 4 of 19

5 CAO 82. & 82.5 The AOC and Ops Specs form the one document in Australia. Operational point of contact for "contact with undue delay" is not represented on the Australian AOC.There is no differentiation between passenger and cargo in commercial air transport on the Ops Specs. The layout of the AOC differs from the standard ICAO layout. More information is contained on the Australian AOC CAO 82. & 82.5 The layout of the Ops Spec differs from the standard ICAO layout. In Australia all aircraft for the AOC holder are listed on the one Ops Specs. The AOC and Ops Specs form the one document in Australia. Individual Ops Specs are not issued per Aircraft type as per the ICAO standard. All aircraft for the AOC holder are documented on the one Ops Specs. Operational point of contact for "contact with undue delay" is not represented on the Australian AOC. There is no differentiation between passenger and cargo in commercial air transport on the Ops Specs. EDTO approvals are also completed in the Regional Office (for the AOC holder) and recorded on the AOC holders' file - not always on the Ops Specs PN AIP ENR 1.5 para The purpose of this policy statement is to promulgate the means by which the minimum level of performance required for the conduct of operations by Australian-registered multi-engine helicopters is to be published. This statement constitutes CASA s policy in this area pending promulgation of the relevant legislation CAR 249 The regulation only specifies the carriage of passengers. It does not refer to the carriage of cargo Not yet into Australian legislation CASR 17 CAR 256 CatII/CatIII low visibility operations are permitted via an Operator specific exemption. The exemption is issued in accordance to ICAO requirements CAR 178; MOS 17; AIP ENR 1.5 Paras CatII/CatIII low visibility operations are permitted via an Operator specific exemption. The exemption is issued in accordance to ICAO requirements Page 5 of 19

6 ICAO PANS OPS DOC 8168 Vol I, part 1, Section 4, para 1.6 CASR PART 17 MOS para AIP ENR 1.5 para 2..4 More exacting or exceeds In addition to the SARP requirements, Australia also requires pilots to conform with segment minimum safe altitude and MDA requirements regardless of any advisory vertical guidance information provided by the aircraft's system CAO Australian legislation does not require ditching certification but does require flotation for single-engine helicopters and for twin engine helicopters not operating in accordance with one-engine inoperative accountability Australian legislation does not define take-off alternate heliport Australian legislation does not specifically address take-off distances CAR 29, AIP ENR 1.1 Section 7 Australian alternate requirements do not consider the flight duration or whether an intended landing point is isolated CAR 29, AIP ENR 1.1 Section 7 More exacting or exceeds For an aerodrome/heliport to be nominated as an alternate, forecast visibility and cloud base must meet a higher specified standard than operating minima Australian legislation does not refer to 'offshore alternates" Australian legislation does not define offshore alternates Australian legislation does not define offshore alternates CAR 24, CAAP 24-1(0) Australian legislation does not provide alleviation from normal destination alternate requirements for isolated aerodromes CAR 24, CAAP 24-1(0) Australian legislation does not provide alleviation from normal destination alternate requirements for isolated aerodromes Reanalysis of fuel useage after flight commencement is not in Australian legislation Page 6 of 19

7 CAO 20.9 More exacting or exceeds For passenger oxygen requirements, a reference descent height of 14,000ft is used Australia does not regulate for heliports nor Helicopter approach bans Australia does not regulate for heliports nor Helicopter approach bans NIL No regulation has been promulgated for this requirement No regulation has been promulgated Flight Operations/Flight dispatchers are not identified in Australian legislation.1.1 CAR 25 Multi-Engine Helicopters Operational Performance Standards CEO PN Issue 2 - Published July 2005 A code of performance standards has been promulgated but it only relates to multi-engine helicopters. Australian legislation does not include requirements specifying helicopter performance..1.2 Multi-Engine Helicopters Operational Performance Standards CEO PN Issue 2, published July 2005 Australian legislation does not define "safe forced landing". It refers to land suitable for an emergency landing CAR 175A Passenger Transport Operations in single-engine helicopters are not permitted in IMC.1. Australian legislation does not specify performance standards for other than multi-engine helicopters.2.1 Australian legislation does not specifically refer to helicopters certified in accorance with Part IV of Annex Australian legislation does not specifically refer to helicopters certified in accordance with Part IV of Annex CAR 25 Multi-engine Helicopters Operational Performance Standards CEO PN , Issue 2, July 2005 The requirements in the Policy Notice are less detailed than the.2.6 and.2.7 standards Page 7 of 19

8 .2.7 CAR 18 & 25 Multi-Engine Helicopters Operational Performance Standards CEO PN Issue 2 published July 2005 The requirements of PN 029 are less detailed than the.2.6 and.2.7 standards Multi-Engine Helicopters Operational Performance Standards CEO PN Isuse 2 published July 2005 The requirements of PN 029 are less detailed than the.2.6 and.2.7 standards Multi Engine Helicopters Operational Performance Standards CEO Policy Notice -CEOPN Performance classed are in not referrred to in Australian legislation Multi-Engine Helicopters Operational Performance Standards CEO PN Issue 2 Published July 2005 Australian legislatoin does not refer to Performance Class 2 helicopter requirements Australian legislation does not refer to Performance class helicopter requirements Multi-Engined Helicopters Operational Performance Standards CEO PN Issue published July 2005 Performance Class 2 helicopter requirements are not specifically addresses Australian legislation does not define Performance Class helicopter requirements Multi Engined Helicopters Operational Performance Standards CEO Policy Notice - CEOPN Performance classes are not referred to in Australian legislation Multi-Engine Helicopters Operational Performance Standards CEO PN Issue 2 published July 2005 Performance Class 2 helicopter requirements are not specifically addressed Australian legislation does not define Performance Class helicopter requirements.4.1 CAR 175A Helicopter performance classes are not referred to in Australian legislation. Under Australian legislation, only cargo operations are permitted in IMC..4.2 CAR 175A, CAR 9, CAR 42L, 42M, 217 and CAO Helicopter performance classes are not referred to in Australian legislation. Under Australian legislation, only cargo operations are permitted in IMC. Page 8 of 19

9 .4. CAR 9, 42L, 42M All commercially operated helicopters within Australia are required to meet these maintenance standards. Helicopter performance classes are not referred to in Australian legislation. Under Australian legislation only cargo operations are permitted in IMC..4.4 CAR 9, 42L, 42M Australian legislation does not specifically require vibration health monitoring of the tail rotor however, if vibration health monitoring is specified by the aircraft's manufacturer it will become a mandatory element within the system of maintenance CAO 20.18,82. & 82.5 Australian legislation does not currently require the carriage of these documents 4.1. CAR 7,42ZL&215 CAO 82.5 App III & CAO CAAP 215 Australia does not state in regulations that the MEL must be based on the MMEL. The MEL/Permissable Unservicability manual (sections 1.., 1..4 and 1.5.1) state that the MEL must be based on the MMEL for it to be approved CAR 251, 255, CAO 20.16, GEN A/D 65 CAO Under Australian legislation, first-aid kits are not required, nor are spare fuses. Fire extinguishers are not required in helicopters having an MTOW not exceeding 2750kg CASR 90 & MOS 90 Australia will continue to use halon based fire extinguishers after 1 Dec 2011, in a helicopter for which the individual certificate of airworthiness issued on or after 1 Dec The requirement is not legislated Australian legislation does not refer to the marking of "break in " points however the general practice is to so mark any breakin points as per the ICAO requirement 4. Not in Australian legislation 4..1 CAO Section 6 CAO CAO Australian legislation does not refer to FDRs by type but specifies the parameters to be recorded. There is not requirement to record engine power, operation or configuration. Page 9 of 19

10 CAO Section 6 CAO Australian legislation does not refer to FDRs CAO by type but specifies the parameters to be recorded. There is no requirement to record engine power, operation or configuration Australian legislation does not refer to FDRs by Type but specifies that parameters to be recorded. There is no requirement to record engine power, operation or configuration CAO Section 6 CAO CAO Australian legislation does not refer to FDRs by type but specifies the parameters to be recorded. There is no requirement to record engine power, operation or configuration TSO C51, TSCO C84 CAO Section 6 CAO Australian legislation does not refer to FDRs by Type, but specifies the parameters to be recorded. Recorders must meet FAA TSO C51a and TSCO C84 which meets EUROCAE ED CAO Australian legislation currently requires FDRs only for helicopters with a MTOW of greater than 5700kgs, turbine powered and certified after July Does not refer to passenger numbers CAO Australian legislation currently requires FDRs only for helicopters with a MTOW of greater than 5700kgs turbine powered and certified after CAO Australia currently does not require all turbine engine helicopters with a maximum certified take-off mass over 2250 kg, up to and including 180 kg to be fitted with FDR/AIR or ADRS. Australian legislation does not refer to FDRs by type CAO Australia currently does not require all helicopters of a maximum certificated take-off mass of 180 kg or less to be fitted with FDR, AIR s or an ADRS. Australian legislation does not refer to FDRs by type No standards specified in Australian legislation No standards specified in Australian legislation CAO More exacting or exceeds FDR type not specified. Legislation requires data to be retained for the last 25 hours rather than 10 hours of operation Page 10 of 19

11 CAO CAO Australian legislation requires CVRs to be fitted to all helicopters with a MTOW greater than 5700kgs (airworthiness is first issued on or after 1 July 1965) CAO CAO Australian legislation requires CVRs to be fitted to all helicopters with a MTOW greater than 5700kgs (airworthiness is first issued on or after 1 July 1965) CAO Australian legislation permits the use of analogue recorders meeting FAA TSO C84. No requirement to discontinue use of magnetic recorders by January CAO Australian legislation permits the use of analogue recorders meeting FAA TSO C84. No requirement to discontinue the use of magnetic recorders by January CAO & No provision in legislation from 1 January 2016 for helicopters required to be equipped with a CVR capable of retaining the last two hours of operation. Current requirements are the last 0 minutes must be retained CAO CAO Current requirements are the last 0 minutes to be retained Australian legislation makes no provision for the recording of datalink messages from Australian legislation makes no provision for the recording of data link messages from Australian legislation makes no provision for the recording of datalink messages from Australian legislation makes no provision for the recording of datalink messages from CAO Recorders must meet FAA TSO C51a and TSO C84 which meets EUROCAE ED CAR 174Aa CAO There are some exemptions for particular operations where only one light is required. Australian legislation does not name 'Heliport' as landing area or similar. Page 11 of 19

12 4.4.4 Australian legislation does not require GPWS equipment to be installed in helicopters CAO paragraph 5. Required for single engine helicopters when operated beyond auto rotational gliding distance from land and for multi-engine helicopters not operated in accordance with one-engine operative accountability CAO Life rafts are not required to be carried unless a helicopter flies beyond 100NM or 0 minutes flying time from land, whichever is less. Life jackets are only required to be worn in single-engine aircraft unless operating to an offshore landing site CAO Australian legislation requires life jackets to be worn but does not refer to integrated survival suits CAO Life rafts are not required to be carried unless a helicopter proceedss beyond 100NM or 0 minutes fligh time from land, whichever is less Aurtalian legislation does not require rafts to be deployed by remote control NIL Australian legislation does not require rafts to be deployed by remote control or with mechanical assistance NIL Australian legislation does not require rafts to be deployed by remote control or with mechanical assistance Australian legislation does not refer to Offshore Operations and Survival suits 4.1 CARS 174A, 177 AIP GEN 1.5 Para A transponder is required if an aircraft is operating above 10,000ft or in Classes A or B or C airspace. Aircraft with an engine driven electrical system must also be fitted with a transponder when operating in Class E airspace. Also aircraft size and passenger number minimums apply Not in Australian legislation Not in Australian legislation. Page 12 of 19

13 5.1. Australian legislation does not specifically identify 'required communication performance' CAR 177 AIP ENR 1.5 Operators must apply and be accepted before being authorised for RNP operations CAR 50, 51, 51B, 52, 52A CASR Australian legislation requires all major defects to be reported to CASA CAO 82 subsection 8. Legislation does not specify the take-offs and landings. Legislation requires that the operator must ensure that each pilot has the relevant qualifications for aircraft of the type operated by the pilot and meets the recent experience requirements equivalent to those specified in the holders of ATPL's in subsection 11 of Civil Aviation Order CAO 82. subsection 8 CAO s 6.2 legislation requires the chief pilot to be satisfied that the pilot is competent to operate the aircraft in accordance with the specific instructions for the aircraft type and model. Legislation requires the operator to ensure the operations manual contains current and appropriate operating information, procedures and instructions for each aircraft type and model operated. 8.1 Australian legislation does not require flight operations officers/flight dispatchers to be licensed 8.2 Australian legislation does not specify licensing requirements for flight operations officer/flight dispatchers 8. Australian legislation does not require flight operations/flight dispatchers to be licensed. Australian legislation does not specify training or recency requirements in detail for flight dispatch/operations personnel. This is the responsibility of the operator. 8.4 Australian legislation does not specify ongoing familiarisation requirements for flight dispatch personnel. 8.5 Australian legislation does not specify training or recency requirements in detail for flight dispatch personnel. Page 1 of 19

14 9.4.1 CAR 78 CAO 82.1 AND 82. Austalian legisalation does not refer to a "journey log book" but does refer to trip records. Trip records are required to be kept by operators but content is not specified Austalian legislation does not refer to a journey log book but does refer to trip records. However, the legislation does not specify that trip records must be completed in ink or indelible pencil CAR 42WA, 4B & 44 CAR 12 Australian legislation does not refer to a journey log book but does refer to trip records. The legislation does not specify that all items listed in Journey log be kept. 9.5 CAO Both a single & multi-engine helicopter engaged in passenger carrying charter operations or RPT, shall be equipped with an approved flotation system whenever the helicopter is operated beyond auto-rotative gliding distance from land. The number, colour and type of flotation device is not specified in legislation. 10. CAO Training for cabin crew in human factors is not mandated. Australian legislation does not require training in automated external defibrillators as they are not required to be carried onboard CAO 48.0 Australian legislation does not currently require the establishment of flight and duty time limits for cabin crew Not in Australian legislation CAR Division 4,CAR 224,24(2) CAR 29 Australia does not regulate for heliports nor Helicopter approach bans. Australia places the decision-making responsibility on the pilot in command for commencement and continuation of a flight CAR Division 4, CAR 24(2)& CAR 29 Australia places the decision-making responsibility on the pilot in command for commencement and continuation of a flight. Australia does not regulate for heliports nor helicopter approach bans CAR 2, AIP ENR 1.5 Australia does not legislate for heliports. Page 14 of 19

15 2.7.2 CAR 2, AIP ENR 1.5 CAAP 92.2 Australia does not legislate for heliports CAR 2 Australian legislation relating to alternate requirements does not refer specifically to offshore alternates CAR 24 CAAP 24-1(0) CAR 29 AIP ENR 1.1 Section 7 More exacting or exceeds If the forecast destination weather for the ETA requires nomination of an alternate, then a suitable alternate must be nominated and fuel carried accordingly CAR 24 This provision not yet in Australian legislation Not yet in Australian legislation Procedures in AIP ENR 1.1 Section 60.5 & 60.6, but no specific regulation imposed This provision not in Australian legislation CAO 20.4 CAO Requires oxygen for all crew/passengers and another 10% masks/oxygen in excess of than the total number of crew/passengers. Fifteen minutes supply required CAO (5.) Australian legislation does not require ditching certification but does require flotation for single-engine helicopters and for twin-engine helicopters (operating in RPT or charter operations) not operating in accordance with one engine inoperative accountability. Hostile environment is not legislated.. Australian legislation does not define congested hostile environment and therefore this requirement is not addressed CAR 215,251 & 255 CAO , GEN A/D 65 Under Australian legislation carriage of first aid kits and spare fuses etc falls under the operator's responsibility and individual aircraft requirements. Fire extinguishers are not mandated in helicopters having MTOW less than 2750kg. Page 15 of 19

16 CASR 90 GEN A/D65 New aircraft imported to Australia where the certificate of airworthiness is first issued on or after 1 December 2011 timeframe will not comply with using any agent in a built-in fire extinguisher for each lavatory disposal receptacle for towels, paper or waste in a helicopter The colour marking of break-in points is not in legislation, however the common practice is to mark the break-in points in either red or yellow to contrast against the background colour of the helicopter The corner markings distance is not required in legislation CAR 207 CAR 174A CAO More exacting or exceeds A pressure altimeter is required but it is not specified as a sensitive pressure altimeter. Australia requires a time piece to be installed in a helicopter - it does not allow a timepiece to be worn or carried CAR 174A CAO Appendix 8 A pressure altimeter is required but it is not specified as a sensitive pressure altimeter No requirement in legislation for the landing light to be trainable, at least in the vertical plane No requirement in legislation for this provision No requirement for this provision in legislation No requirement for this provision in legislation 4.7 Not yet in legislation Australia currently does not require crash protected flight recording systems in all helicopters involved in ATP operations. Aircraft above 5700kg in certain operations are required to have a FDR and CVR fitted Page 16 of 19

17 CAO CAO Australia currently does not require crash protected flight recording systems in all helicopters involved in ATP operations. Aircraft above 5700kg in certain operations are required to have a FDR and CVR fitted CAO , Australian legislation does not refer to FDRs by Type, but does specify the parameters to be recorded. There is no requirement to record configuration CAO CAO Australia does not refer to Type and does not require fitment of FDRs in helicopters under 5700 kg CAO CAO Australian legislation currently requires FDRs only for helicopters with a MTOW of greater than 5700kgs turbine powered and certified after July CAO CAO Australian legislation currently requires FDRs only for helicopters with a MTOW of greater than 5700kgs turbine powered and certified after July CAO No standards specified in Australian legislation only aircraft above 5700kg require FDR CAO Metal foil FDRs are still permitted CAO Current legislation specifies that analogue recorders will not be approved for fitment to aircraft which receive their initial use CofA after 1 January FAA TSCO C51a CAO Australian legislation only applies to aircraft that receive an Australian CoA after 1 January There is no requirement in legislation for discontinuing the use of magnetic tape FDRs by 1 January There is no requirement in legislation for discontinuing the use of magnetic tape FDRs by 1 January CAO FDR type not specified in legislation. Legislation requires data to be retained for the last 25 hours rather than 10 hours of operation. Page 17 of 19

18 CAO Australian legislation requires CVRs to be fitted to helicopters with a MTOW greater than 5700kgs. Rotor speed not specifically required to be recorded CAO Australian legislation requires CVRs to be fitted to helicopters with a MTOW greater than 5700kgs. Rotor speed not specifically required to be recorded CAO Australian legislation requires CVRs to be fitted to helicopters with a MTOW greater than 5700kgs. Rotor speed not specifically required to be recorded CAO There are no requirements in legislation for the discontinuing use of magnetic tape and wire CVRs by 1 January cao There are no requirements in legislation for the discontinuing use of magnetic tape and wire CVRs by 1 January CAO 20.18, No provision in legislation from 1 January 2016 to record the last 2 hours of operation. Current requirements are the last 0 minutes must be retained CAO & Current requirements are the last 0 minutes of recording must be retained Australian legislation makes no provision for the recording of data link communication messages Australian legislation makes no provision for the recording of data link communication messages Australian legislation makes no provision for the recording of data link communication messages Australian legislation makes no provision for the recording of data link communication messages CAO & Recorders must meet specifications set by FAA TSO C51a and TSO C84 which meets EUROCAE ED TSI Act 200 Sect 48 AIP ENR 1.14 Australian legislation does not specify de-activation upon completion of flight. However, the TSI Act requires the protection of evidence following a reportable occurrence. Page 18 of 19

19 CAAP 42L-4, CAAP 42L-7 CAO Australia does not legislate for continued serviceability checks but requires continual functional operation of the equipment CASR Part 21 CAAP 42L-4(0) New generation aircraft are equipped with FDRS type certificated under the ARINC 647A standard which complies with this recommendation. Older aircraft that are not fitted with FDRs under the ARINC standard may still use paper-based reporting systems CAO subpart 4; CAO subpart 10 Australian legislation only specifies a boom or throat microphone in the case of single-pilot operations under IFR conditions. Headsets and boom microphones are recommended for all aircraft Hybrid systems not in legislation Hybrid systems, risk assessments and operational credits not in legislation Australian legislation does not prescribe RCP types. 6. CAR Part 4B Defects are required to be reported to the Civil Aviation Safety Authority, but not to the TC holder. Page 19 of 19