Flight Rules and Air Law: Complete RPL/PPL Study Guide

When operating an Australian aircraft, there are two categories of required documentation to be aware of: pilot personal documents and aircraft documents. The requirements differ depending on whether the flight is conducted entirely within Australian territory (domestic) or involves international operations.

Pilot personal documents

Pilots must carry the following personal documents when exercising the privileges of their licence:

• Flight Crew Licence — your valid RPL, PPL, or other flight crew licence issued by CASA.
• Medical Certificate — a current and valid aviation medical certificate appropriate to your licence (e.g., Class 1 or Class 2 medical, or a Recreational Aviation Medical Practitioner's Certificate (RAMPC) for RPL holders where applicable). The type of medical held affects certain privileges — for example, an RPL holder operating with a RAMPC is limited to carrying a maximum of 1 passenger.
• Photographic Identification — an accepted form of photo ID such as a current driver's licence or passport. Note: an Aviation Security Identification Card (ASIC) is not a general photo ID requirement for all flights. An ASIC is specifically required for unescorted access to security-controlled areas at security-controlled airports.

Aircraft documents

The documentation requirements for an aircraft depend on whether the flight is domestic or international.

The following documents must be carried on board the aircraft for all flights (domestic and international):

• Aircraft Flight Manual (AFM) or Pilot's Operating Handbook (POH) — this must be carried in the aircraft and be accessible to the flight crew at all times. It is an aircraft document, not a pilot personal document.
• Maintenance Release — the current maintenance release must be carried in the aircraft, confirming the aircraft is serviceable and within its maintenance schedule. The pilot in command (PIC) must review the maintenance release before flight to confirm the aircraft is airworthy, that no known defects affect the safety of flight, and that the aircraft is within its approved maintenance periods (e.g., hourly, calendar, and daily inspections).

The following documents are required only for international flights (under CASR 91.105):

• Certificate of Registration — proof the aircraft is registered on the Australian Civil Aircraft Register.
• Certificate of Airworthiness — confirming the aircraft meets airworthiness standards.
• Flight Radio Licence (Aircraft Radio Station Licence) — required if the aircraft is fitted with radio equipment. For domestic flights within Australia, aircraft radio equipment operates under an ACMA Class Licence, meaning a separate aircraft radio station licence does not need to be carried. However, for international flights, an individual aircraft radio station licence issued by the ACMA is required to be carried on board.

Although the Certificate of Registration and Certificate of Airworthiness are not required to be carried on domestic flights, these documents must still exist and be current for the aircraft to be legally operated. The aircraft must be registered and hold a valid Certificate of Airworthiness at all times — it is only the requirement to physically carry these documents on board that is relaxed for domestic operations under CASR 91.105.

Recent experience requirements

Before carrying passengers, pilots must meet recent experience requirements as specified in the Civil Aviation Safety Regulations (CASR). A pilot must have completed at least 3 take-offs and 3 landings in an aircraft of the same category within the preceding 90 days. If flying at night, the take-offs and landings must have been conducted at night. These requirements exist to ensure the pilot in command maintains adequate currency and proficiency. Flights conducted solo, under instruction (dual), or as pilot in command all count towards meeting recent experience requirements.

Recreational Pilot's Licence (RPL) privileges and limitations

The Recreational Pilot's Licence (RPL) allows the holder to fly as pilot in command under specific conditions and limitations. Understanding these limits — and the endorsements that can expand them — is essential exam knowledge.

• An RPL holder is generally limited to flying single-engine aircraft with a maximum take-off weight (MTOW) not exceeding 1,500 kg, unless a specific endorsement for a heavier aircraft type has been obtained.
• Under CASA Part 61, the RPL inherently grants the privilege to carry passengers without requiring a separate passenger-carrying endorsement. The pilot must meet the 90-day recent experience requirements (3 take-offs and 3 landings in the same aircraft category). The number of passengers that may be carried depends on the type of medical certificate held:
  • With a Class 1 or Class 2 medical certificate, the RPL holder may carry passengers up to the aircraft's seating capacity.
  • With a Recreational Aviation Medical Practitioner's Certificate (RAMPC), the RPL holder is limited to carrying a maximum of 1 passenger.
• RPL holders may conduct dual flights with an instructor as part of ongoing training or for the purpose of obtaining further endorsements.
• RPL operations are generally limited to visual flight rules (VFR) within Australian territory, and within 25 nautical miles (NM) of the departure aerodrome unless a cross-country endorsement has been obtained.
• RPL holders are not permitted to fly for hire or reward.
• Additional endorsements expand the privileges of the RPL. Common endorsements include:
  • Cross-country endorsement — permits flights beyond 25 NM from the departure aerodrome.
  • Controlled airspace endorsement — permits flight within controlled airspace (Class C and Class D).
  • Specific aircraft type endorsements — permits flight in aircraft types beyond the initial training type.

Differences between the CASA RPL and RAAus certificate

It is important not to confuse CASA RPL requirements with Recreational Aviation Australia (RAAus) requirements. For example, RAAus requires a specific passenger-carrying endorsement before a pilot may carry passengers. Under the CASA Part 61 RPL, no separate passenger-carrying endorsement is required — the privilege is inherent to the licence, subject to medical certificate limitations and recent experience requirements.

This is a commonly tested distinction in the CASA exam. Exam trap: do not apply RAAus passenger-carrying endorsement rules to CASA RPL questions.

Pilot-in-command responsibilities regarding documentation

Before every flight, the pilot in command is responsible for confirming that all required documentation is in order. This includes both personal and aircraft documents appropriate to the type of flight being conducted.

• Ensuring their flight crew licence is valid and current.
• Ensuring their medical certificate is valid and appropriate for the flight being conducted.
• Carrying acceptable photographic identification.
• Reviewing the aircraft's maintenance release to confirm the aircraft is serviceable.
• Ensuring the AFM/POH is carried in the aircraft.
• For international flights, ensuring the Certificate of Registration, Certificate of Airworthiness, and aircraft radio station licence are carried on board.
• Confirming that recent experience requirements are met if passengers are to be carried.

The Pilot in Command (PIC) holds final authority and responsibility over the operation of the aircraft and the safety and discipline of all persons on board. This section covers the scope of PIC authority, the regulatory definition of a flight, and the fitness-for-duty requirements that apply under Australian civil aviation law.

Duration and Scope of PIC Authority

Under Australian civil aviation regulations, the PIC's authority and responsibility applies throughout the entire flight operation. For regulatory purposes, a flight for an aeroplane is defined as beginning when the aircraft first moves under its own power for the purpose of taking off, and ending when it comes to rest after landing. However, the PIC's broader responsibilities extend beyond this definition — the PIC is responsible for the safe conduct of the flight from pre-flight planning and preparation through to engine shutdown and the safe disembarkation of passengers.

Pre-flight responsibilities include weather assessment, fuel planning, weight and balance, aircraft serviceability, and NOTAMs. The PIC must ensure compliance with all applicable regulations at every stage of the operation.

PIC Responsibilities

The Pilot in Command is accountable for all aspects of a safe flight. Key responsibilities include:

• Ensuring the aircraft is airworthy and properly maintained before flight.
• Conducting a thorough pre-flight inspection.
• Ensuring correct weight and balance calculations.
• Ensuring adequate fuel for the planned flight, including required reserves.
• Complying with all applicable regulations, air traffic control instructions, and NOTAMs.
• Ensuring the safety of all persons and property on board.
• Maintaining discipline of all persons on board the aircraft.
• Making the final decision on whether to commence, continue, or discontinue a flight.
• Exercising emergency authority — the PIC may deviate from any rule to the extent required to meet an in-flight emergency.

Fitness for Duty

Fitness for duty is strictly regulated under Australian aviation law. A crew member must not operate an aircraft, or attempt to do so, if they are fatigued, unwell, or under the influence of any psychoactive substance that could impair their ability to perform duties safely.

Alcohol Rules

Alcohol limits for pilots are governed by CAR 256 and CASR Part 99. This is frequently tested in the CASA exam — know both the time limit and the concentration limit.

• A pilot must not consume alcohol within 8 hours prior to flight — commonly known as the "8 hours bottle to throttle" rule.
• A pilot must not fly with a blood alcohol concentration (BAC) of 0.02 g/100 mL or above. The BAC must be strictly less than 0.02 g/100 mL — any reading of 0.02 or above constitutes a breach.
• The equivalent breath alcohol limit is less than 0.02 grams per 210 litres of breath.
• Even if 8 hours have elapsed, if a pilot's BAC remains at 0.02 g/100 mL or above, or if the pilot is still affected by alcohol in any way, they must not fly.

Other Fitness Considerations

Beyond alcohol, there are several other fitness factors every pilot must assess before flight. The following apply under Australian aviation law and best-practice safety standards:

• Fatigue: A pilot must not fly if fatigued or likely to become fatigued during the flight. Fatigue impairs judgement, reaction time, and decision-making.
• Medication and drugs: Many common medications — including antihistamines, cold and flu tablets, and some pain relief — can impair flying ability. A pilot must not fly while taking any medication that could affect performance unless cleared by a Designated Aviation Medical Examiner (DAME).
• Illness and injury: Do not fly if suffering from any illness, even a common cold, as symptoms can worsen at altitude (for example, sinus or ear pain due to pressure changes).
• Blood donation: A pilot should not fly for at least 24 hours after donating blood.
• Scuba diving: After scuba diving, pilots should wait at least 12 hours (non-decompression dives) or 24 hours (decompression dives) before flying, to reduce the risk of decompression sickness.

The IMSAFE Checklist

Pilots should use the IMSAFE self-assessment checklist before every flight. Each letter prompts a check of a key fitness factor:

• I — Illness: Am I suffering from any illness or symptoms?
• M — Medication: Am I taking any medication that could affect my performance?
• S — Stress: Am I under significant psychological stress?
• A — Alcohol: Have I consumed alcohol within the last 8 hours, or is my BAC above the legal limit?
• F — Fatigue: Am I adequately rested and free from fatigue?
• E — Eating: Have I eaten and hydrated adequately for this flight?

If the answer to any of these prompts raises a concern, the PIC must not commence or continue the flight. The IMSAFE checklist is a simple but effective tool for exercising the PIC's duty of care to everyone on board.

Safety regulations dictate strict rules for seating, restraints, and the carriage of certain items on aircraft. These rules are primarily found in CASR Part 91 and the associated Part 91 Manual of Standards (MOS).

Pilot seatbelt requirements

The pilot of a single-pilot aeroplane must wear a seatbelt at all times during flight. In multi-crew aircraft, at least one pilot must be seated at the controls and wearing a seatbelt at all times during flight. Where a shoulder harness is fitted, it should be worn during taxi, take-off, and landing as a minimum. Pilots should wear their harness locked during critical phases of flight and may release the shoulder harness (but not the lap belt) during cruise if it restricts necessary movement.

Passenger seatbelt requirements

Passengers must wear seatbelts during taxi, take-off, landing, and whenever directed by the pilot in command (PIC). The PIC must ensure that passengers are briefed on the operation of their seatbelts and that seatbelts are serviceable. Seatbelts must be adjusted to fit snugly and low across the hips. If shoulder harnesses are available for passengers, their use should be encouraged, particularly during take-off and landing.

Children and infants — seating and restraints

Under the CASR Part 91 MOS (section 20.03), specific rules apply to the carriage of children and infants. It is important to understand the definitions and conditions that apply to shared seating arrangements.

• An infant is defined as a person aged under 2 years.
• A child is defined as a person aged 2 years to under 12 years.
• Two passengers may share a single seat and seatbelt only if neither is an infant (i.e., both must be children aged 2 or older), and their combined weight does not exceed 77 kg. Both conditions must be met.
• An infant (under 2 years) may be held on the lap of an adult during cruise flight, but for taxi, take-off, landing, and turbulence, an approved child restraint device (CRD) or supplementary loop belt should be used where available.
• Child restraint devices, where carried, must be approved and properly secured to the aircraft seat in accordance with the manufacturer's instructions.

Passengers occupying a control seat

If a passenger occupies a seat fitted with flying controls (i.e., a control seat), the PIC must brief that person not to interfere with the controls or any equipment during flight. This is a mandatory briefing requirement under CASR Part 91. The PIC should also consider whether the passenger's feet or legs could inadvertently impede rudder pedal movement.

Passenger briefings

Before flight, the PIC must brief all passengers on safety matters relevant to the flight. These briefings should be given even to experienced passengers, and the PIC should verify that passengers understand the briefing. A printed safety card may be provided if available. Required briefing items include:

• Operation of seatbelts and shoulder harnesses (including how to fasten, tighten, and release)
• When seatbelts must be worn (taxi, take-off, landing, and when directed)
• Location and operation of emergency exits and doors (including how to jettison doors or canopies if applicable)
• Location and use of fire extinguishers
• Location and use of any other emergency equipment (e.g., life jackets for over-water flights, ELT, first aid kit)
• Non-interference with controls if seated at a control seat
• The no-smoking requirement
• Any aircraft-specific safety information relevant to the flight
• For flights over water beyond gliding distance from shore: use and location of life jackets and life rafts

Carriage of firearms

The carriage of firearms on aircraft is regulated under CASR 91.165 (for non-air transport operations). For private and general aviation flights (non-RPT), a firearm may be carried on board provided it is unloaded, securely stowed, and the PIC has given permission. The PIC has the authority to approve or refuse the carriage of firearms on their aircraft. Written CASA permission is not required for non-air transport flights, but the PIC must be satisfied that all legal requirements are met.

For Regular Public Transport (RPT) operations, stricter rules apply and operator-specific approval is required. In all cases, state and territory firearms legislation must also be complied with, including holding appropriate licences and permits for the firearm. Ammunition must be stored separately from the firearm and securely stowed.

Cargo and dangerous goods

All cargo must be properly secured so that it does not shift during flight, obstruct exits, or interfere with the crew's operation of the aircraft. Cargo must be restrained to withstand the load factors specified in the aircraft's flight manual (typically 1.5g forward, 1.5g sideways, and varying vertical loads depending on aircraft type).

Dangerous goods (as defined under CASR Part 92) must not be carried on aircraft unless specifically permitted and properly declared, packaged, and labelled in accordance with the applicable regulations. Pilots should be aware that everyday items such as lithium batteries, aerosol cans, fuel containers, paint, and flammable liquids may be classified as dangerous goods. If in doubt, the PIC should consult the dangerous goods list before accepting any item for carriage.

Weight and balance

The PIC is responsible for ensuring the aircraft remains within its approved weight and balance envelope at all times, accounting for passengers, baggage, cargo, and fuel. Overloading or incorrect loading can critically affect aircraft performance and handling, potentially reducing climb performance, increasing stall speed, and affecting stability.

The PIC must calculate or verify the weight and balance before every flight and ensure that the centre of gravity (CG) remains within limits throughout all phases of flight, including after fuel burn.

Unruly or incapacitated passengers

The PIC has ultimate authority over the conduct of passengers on board the aircraft. If a passenger becomes unruly or poses a safety risk, the PIC may refuse to carry them or take appropriate action, including diverting the flight if necessary. Intoxicated passengers should not be carried if their condition could endanger safety.

This section covers the minimum height rules under Civil Aviation Safety Regulations (CASR) Part 91 and the Visual Meteorological Conditions (VMC) minima that apply across different airspace classes in Australia. Understanding these rules is essential for both the CASA RPL and PPL theory exams.

Minimum height rules (CASR 91.265)

Pilots must comply with minimum height requirements to ensure safety and reduce noise impact. Under CASR 91.265, the rules are defined by aircraft category and area type.

Aeroplanes over a populous area (city, town, or settlement): you must not fly lower than 1,000 ft above the highest point of the area, terrain, or obstacle within a horizontal radius of 600 metres from the aircraft. This is not simply 1,000 ft AGL — it is 1,000 ft above the highest feature or obstacle within that 600 m radius.

Helicopters over a populous area: the horizontal radius is reduced to 300 metres, but the same 1,000 ft vertical clearance above the highest point within that radius applies.

Aeroplanes and helicopters over non-populous areas: you must not fly lower than 500 ft above the highest feature or obstacle within a horizontal radius of 300 metres from the aircraft. This is not simply 500 ft AGL — it is 500 ft above the highest point within a 300 m radius. If there is a tower or terrain feature within 300 m of your track that rises above the general ground level, you must be 500 ft above that feature.

Exceptions: these minimum height rules do not apply during take-off and landing, or where specific exemptions or approvals have been granted (for example, for aerial work operations, or under an approved procedure in a training area). Training areas may have specific approved lower height limits or special procedures defined by your flight training operator under their operations manual and relevant approvals. Do not confuse general minimum height rules with training area–specific limits — always check NOTAMs and your training area procedures.

Important change from former rules: the old CAR 157 included a specific rule about not flying closer than 500 ft to any person, vessel, vehicle, or structure. Under CASR 91.265, this has been replaced by the 300 m / 600 m horizontal radius obstacle clearance framework described above. The practical effect is similar — you must maintain adequate clearance — but the regulatory basis and measurement method have changed. Always apply the current CASR 91.265 requirements.

Flight rules — VFR

Visual Flight Rules (VFR) require pilots to fly in Visual Meteorological Conditions (VMC). You must be able to navigate visually and maintain separation from other aircraft by visual reference. VFR flight is not permitted in Instrument Meteorological Conditions (IMC) unless you hold appropriate instrument ratings and approvals.

If conditions deteriorate below VMC, you must not continue VFR flight. Your options include diverting to an area with better conditions, landing at a suitable location, or (if rated and equipped) transitioning to IFR.

VMC minima in Class G airspace

VMC minima in Class G airspace vary depending on your altitude. The key thresholds are 3,000 ft AMSL or 1,000 ft AGL (whichever is higher) and 10,000 ft AMSL. This is frequently tested in the CASA exam.

• At or below 3,000 ft AMSL (or 1,000 ft AGL, whichever is higher):
  • Flight visibility: 5,000 metres (5 km)
  • Cloud clearance: clear of cloud
  • Additional requirement: in sight of the ground or water
• Above 3,000 ft AMSL (or 1,000 ft AGL, whichever is higher) but below 10,000 ft AMSL:
  • Flight visibility: 5,000 metres (5 km)
  • Cloud clearance: 1,000 ft vertically and 1,500 metres horizontally from cloud
• At or above 10,000 ft AMSL:
  • Flight visibility: 8,000 metres (8 km)
  • Cloud clearance: 1,000 ft vertically and 1,500 metres horizontally from cloud

Example 1: if you are flying at 3,500 ft AMSL in Class G airspace (and you are more than 1,000 ft AGL), you are above the 3,000 ft threshold. Therefore, VMC requires 5 km visibility, 1,000 ft vertical and 1,500 m horizontal distance from cloud. The 'clear of cloud / in sight of ground or water' rule does not apply at this altitude.

Example 2: if you are flying at 2,500 ft AMSL over terrain that is 2,000 ft AMSL, you are only 500 ft AGL. Since 1,000 ft AGL (which would be 3,000 ft AMSL in this case) is higher than 3,000 ft AMSL, the threshold is 3,000 ft AMSL — you are below it. VMC requires 5 km visibility, clear of cloud, and in sight of ground or water.

VMC minima in controlled airspace (Classes C, D, and E)

VMC minima differ across controlled airspace classes. For RPL/PPL operations, be aware of the following key differences. Exam trap: do not apply Class G minima when operating in controlled airspace — each class has its own requirements.

Class C airspace:

• Below 10,000 ft AMSL: flight visibility 5,000 m; cloud clearance 1,000 ft vertically and 1,500 m horizontally from cloud.
• At or above 10,000 ft AMSL: flight visibility 8,000 m (8 km); cloud clearance 1,000 ft vertically and 1,500 m horizontally from cloud.
• An ATC clearance is required to enter Class C airspace.

Class D airspace:

• Flight visibility: 5,000 m
• Cloud clearance: 1,000 ft above cloud, 500 ft below cloud, and 600 m horizontally from cloud.
• Note the differences from Class C and G: the horizontal cloud clearance in Class D is 600 m (not 1,500 m), and the vertical clearance is expressed asymmetrically as 1,000 ft above / 500 ft below cloud.
• An ATC clearance is required to enter Class D airspace.

Class E airspace:

• Below 10,000 ft AMSL: flight visibility 5,000 m; cloud clearance 1,000 ft vertically and 1,500 m horizontally from cloud.
• At or above 10,000 ft AMSL: flight visibility 8,000 m (8 km); cloud clearance 1,000 ft vertically and 1,500 m horizontally from cloud.
• No ATC clearance is required for VFR flight in Class E, but you should monitor the appropriate frequency and maintain a listening watch.

Summary of key VMC differences for exam purposes:

• Class D has reduced horizontal cloud clearance (600 m) and asymmetric vertical clearance (1,000 ft above / 500 ft below) compared to other classes.
• At or above 10,000 ft AMSL, flight visibility increases to 8 km in all airspace classes.
• Only in Class G at or below the 3,000 ft AMSL / 1,000 ft AGL threshold can you fly 'clear of cloud' rather than maintaining specific cloud distances.

Always refer to the current ERSA, AIP ENR 1.2, and the Visual Flight Guide (VFG) for the complete VMC minima table for each airspace class and altitude band. These documents are the authoritative references and may be updated from time to time.

Reduced visibility operations and Special VFR

In Class G airspace at or below 3,000 ft AMSL (or 1,000 ft AGL, whichever is higher), specific provisions exist for helicopters to operate in reduced visibility (down to 800 m by day under certain conditions). For aeroplane VFR flight, 5,000 m visibility is the standard minimum in all cases. If you cannot maintain VMC in an aeroplane, you must not continue VFR flight — consider diverting, landing, or (if appropriately rated) adopting IFR procedures.

Special VFR (SVFR) clearances may be available in certain control zones when conditions are below VMC but the pilot can maintain clear of cloud and in sight of the ground or water. SVFR requires an ATC clearance and specific visibility minima (generally 1,600 m for aeroplanes by day). SVFR is an important concept for RPL/PPL students to understand, though it is not a substitute for proper VFR weather planning.

This section covers the key emergency and reporting procedures you need to know for your RPL or PPL exam, including how to manage a SARTIME (Search and Rescue Time), when and how to report occurrences to the Australian Transport Safety Bureau (ATSB), and the correct radiotelephony procedures for distress and urgency situations.

SARTIME and SARWATCH

A SARTIME is the time nominated by a pilot for the initiation of search and rescue (SAR) action if an arrival report has not been received by the appropriate authority. Pilots nominate a SARTIME when filing a flight notification, known as a SARWATCH. If you have not arrived or cancelled your SARTIME by the nominated time, search and rescue procedures will be initiated on your behalf.

Cancelling a SARTIME

It is critical that you cancel your SARTIME promptly upon arrival. Failure to do so will result in unnecessary and costly search and rescue operations being launched. A SARTIME can be cancelled by radio, by telephone, or in person with the appropriate ATS unit or flight notification authority.

When cancelling a SARTIME by radio, the standard phraseology requires you to provide the following three elements only:

1. Your aircraft callsign
2. The phrase "CANCEL SARTIME"
3. Your location (position)

You do not need to state the nominated SARTIME details (such as the actual time) when cancelling by radio — only your callsign, the cancellation phrase, and your location are required. This is a commonly tested exam point. If cancelling by telephone after landing, contact the appropriate ATS unit or briefing office and provide your callsign, flight details, and confirm cancellation.

Immediately Reportable Matters

Under the Transport Safety Investigation Act 2003 and associated regulations, certain occurrences are classified as immediately reportable matters (IRM) and must be reported to the ATSB as soon as possible. These include, but are not limited to:

• An accident involving an aircraft resulting in death, serious injury, or destruction of the aircraft
• Serious damage to an aircraft (for example, structural failure or significant damage during a heavy landing)
• An aircraft becoming missing or inaccessible
• A serious in-flight emergency such as engine failure, flight control malfunction, or depressurisation
• A mid-air collision or near collision

Routine Reportable Matters

Other occurrences that do not meet the threshold of an IRM but still involve safety-related events are classified as routine reportable matters (RRM). These must still be reported to the ATSB, but within 72 hours of the occurrence. Examples include:

• Minor birdstrikes with no significant damage
• Navigation or communication system malfunctions that did not result in an emergency
• Other operational events that may affect safety

Pilots should be familiar with the distinction between immediately reportable and routine reportable matters. When in doubt, report the occurrence as soon as practicable.

Distress and Urgency Calls

In the event of an emergency, you should use the following standard radiotelephony calls. These calls should be made on the frequency currently in use, or on the emergency frequency 121.5 MHz if you are unable to establish contact.

• MAYDAY (×3) — Used for a distress condition where the aircraft or persons on board are threatened by serious and/or imminent danger and require immediate assistance.
• PAN PAN (×3) — Used for an urgency condition where the safety of the aircraft or a person on board is of concern but does not require immediate assistance.

Transponder Emergency Codes

If your aircraft is equipped with a transponder, the following emergency squawk codes must be selected in the appropriate situation. This is frequently tested in the CASA exam.

• 7700 — Emergency (distress or urgency)
• 7600 — Radio communication failure
• 7500 — Unlawful interference (hijack)

Related Resources

• Flight Rules
• RPL Air Law Blog