VFR Flight Guide GENERAL
1Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
SECTION
VFR FLIGHT GUIDE
The VFR Flight Guide has been designed as a complete guide for the VFR pilot. It aims
to present information in a clear and concise manner.
The Guide is broken down in a logical order into a number of major sections each with
subsections pertaining to a particular part of the operation intended. The document is
able to be read from start to finish, or to have particular sections accessed if necessary.
The Guide is strictly for VFR use, and includes a section for helicopter pilots which
explains the differences between fixed wing and rotary wing operations. A Night
Visual Flight Rules (NVFR) section is also included for ease of use of appropriately rated
pilots.
Please be aware that many sections of text from the CAO’s, CAR’s, AIP’s,
and the ERSA have been restructured to increase understanding of the
procedures involved. Where this has been done the relevant reference
to the corresponding document has been included.
The VFR Flight Guide maybe taken into PPL examinations, however the
document must not be taken into CPL or ATPL examinations as
professional pilots need access to some source documents.
IN AUSTRALIAN AIRSPACE PLEASE ENSURE YOUR
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TRANSPONDER CODE
This section covers the legal requirements to complete any flight. It is broken up into
the medical requirements and the operational requirements.
MEDICAL CERTIFICATE
FLIGHT CREW LICENCE (CAR 5.04)
• Except with the permission of CASA, the holder of a flight crew licence must not
perform a duty authorised by the licence unless the person holds a current medical
certificate that is appropriate to the licence.
CHANGES IN MEDICAL CONDITION (CAR 6.16)
• If the holder of a medical certificate becomes aware of any change in his or her
medical condition:
A. in the case of the holder of a medical certificate issued under regulation
6.06 (Issue and Refusal of Certificate)—that indicates that he or she no
longer meets the relevant medical standard; or
B. in the case of the holder of a medical certificate issued under regulation
6.10 (Special Medical Certificate Issue) — that indicates that the holding
of the certificate by the holder could adversely affect the safety of air
navigation;
he or she:
C. must, as soon as practicable after becoming aware of the change,
advise CASA or a designated aviation medical examiner of the change;
and
D. must not carry out any function authorised by the flight crew licence,
special pilot licence, flight service officer licence or air traffic controller
licence to which the medical certificate relates until he or she has advised
CASA, or a designated aviation medical examiner, of the change.
IMPAIRED EFFICIENCY DUE TO ILLNESS (CAR 6.16)
• The holder of a medical certificate must not do an act authorised by the flight crew
licence or special pilot licence, while his or her ability to do the act efficiently is, or is
likely to be, impaired to any extent by an illness or injury, no matter how minor.
• If an impairment to which the paragraph above applies lasts for:
A. in the case of a person who holds a flight radiotelephone operator
licence, a student pilot licence or a private pilot licence - at least 30 days;
and
B. in any other case - at least 7 days; the holder must not do the act until
a designated aviation medical examiner certifies that the impairment no
longer exists.
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MEDICAL CERTIFICATE
SECTION
LICENSING
DURATION OF LICENCE
A flight crew licence remains in force until it is suspended or cancelled.
LICENCE REQUIREMENTS
WHAT DOES A STUDENT PILOT LICENCE AUTHORISE A PERSON TO DO? (CAR 5.66)
• Subject to the following paragraphs, a student pilot licence authorises the holder of
the licence:
A. to fly a flying training aircraft as pilot in command; and
B. to operate the aircraft’s radio communication system for the purposes
of the flight.
• A student pilot must not fly an aircraft as pilot in command unless:
A. an authorised flight instructor gives the student permission to conduct
the flight as pilot in command; and
B. the student conducts the flight in accordance with that permission and
any conditions subject to which the permission is given.
• A student pilot must not fly an Australian aircraft as pilot in command outside
Australian territory except with the permission of CASA.
WHERE MAY AN INSTRUCTOR PERMIT A STUDENT TO FLY AS PILOT IN
COMMAND? (CAR 5.69)
An authorised flight instructor must not permit a student pilot to fly an aircraft
as pilot in command except:
• in a traffic pattern (circuit); or
• if the student has flown 2 hours of flight time in a traffic pattern as pilot in
command of an aircraft of the category (Aeroplane, Helicopter, or Balloon) used for
the flight—within the student pilot area limit; or
• if the aircraft is being flown for the purposes of cross country training—along a route
specified by the instructor.
HOW MANY CONSECUTIVE HOURS MAY AN INSTRUCTOR PERMIT A
STUDENT TO FLY AS PILOT IN COMMAND? (CAR 5.70)
An authorised flight instructor must not permit a student pilot to fly as pilot in
command of an aircraft:
• if the student has not passed a general flying progress flight test for the category of
aircraft that the student proposes to fly - for more than 3 consecutive hours of flight
time in aircraft of that category; or
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STUDENT PILOT LICENCE
SECTION
LICENSING
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STUDENT PILOT LICENCE
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LICENSING
• if the student has passed a general flying progress flight test - then 15 consecutive
hours of flight time in aircraft of that category; unless after each period of 3 or 15
hours, as the case may be, the student has undertaken dual flying in an aircraft of
that category.
RECENCY REQUIREMENTS (SPL)
WHAT RECENT EXPERIENCE MUST A STUDENT HAVE FOR AN INSTRUCTOR
TO PERMIT THE STUDENT TO FLY AS PILOT IN COMMAND? (CAR 5.71)
An authorised flight instructor must not permit a student pilot to fly an aircraft as pilot
in command unless:
• if the student has not passed a general flying progress flight test for the category of
aircraft that the student proposes to fly—within the period of 30 days immediately
before the day of the proposed flight, the student has:
A. flown as pilot in command of; or
B. undertaken dual flying in; an aircraft of that category; or
• if the student has passed a general flying progress flight test for the category of
aircraft that the student proposes to fly—within the period of 90 days immediately
before the day of the proposed flight, the student has:
A. flown as pilot in command of; or
B. undertaken dual flying in; an aircraft of that category.
MAY AN INSTRUCTOR PERMIT A STUDENT TO CARRY PASSENGERS WHILE
FLYING AS PILOT IN COMMAND? (CAR 5.72)
An authorised flight instructor must not permit a student pilot to fly as pilot in
command of an aircraft in which a passenger is carried unless:
• the flight takes place solely within the student pilot area limit; and
• the student pilot has passed a general flying progress flight test, and a basic
aeronautical knowledge examination, for aircraft of the category used for the flight.
LICENCE REQUIREMENTS
WHAT DOES A PRIVATE PILOT (AEROPLANE) LICENCE AUTHORISE A
PERSON TO DO? (CAR 5.78)
• A private pilot (aeroplane) licence authorises the holder of the licence:
A. to fly an aeroplane as pilot in command, or as copilot, while the
aeroplane is engaged in a private operation (page 9); and
B. to fly an aeroplane as pilot in command while the aeroplane is engaged in
flying training operations for the purpose of increasing the holder’s flying
skill.
REGULAR FLIGHT REVIEWS REQUIRED (CAR 5.81)
• A private (aeroplane) pilot must not fly an aeroplane as pilot in command unless the
pilot has, within the period of 2 years immediately before the day of the proposed
flight, satisfactorily completed an aeroplane flight review.
• A private (aeroplane) pilot who, within the period of 2 years immediately before
the day of the proposed flight, has:
A. passed a flight test conducted for the purpose of:
- the issue of an aeroplane pilot licence; or
- the issue, or renewal, of an aeroplane pilot rating; or
B. satisfactorily completed an aeroplane proficiency check; or
C. satisfactorily completed aeroplane conversion training given by the holder
of a grade of flight instructor (aeroplane) rating that authorises him or her
to conduct aeroplane flight reviews;
is taken to have satisfactorily completed an aeroplane flight review.
• For the purposes of paragraph (B), a private (aeroplane) pilot is not taken to have
satisfactorily completed an aeroplane proficiency check unless the organisation that
conducted the check has made an entry in the pilot’s personal log book to that
effect.
• In this regulation:
appropriate person means:
- an authorised flight instructor who holds a grade of flight
instructor (aeroplane) rating that authorises him or her to conduct
flight reviews in aeroplanes; or
- an approved testing officer; or
- a CASA flying operations inspector.
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PRIVATE PILOT LICENCE
SECTION
LICENSING
RECENCY REQUIREMENTS (PPL)
RECENT EXPERIENCE REQUIREMENTS (CAR 5.82)
A private (aeroplane) pilot must not fly an aeroplane as pilot in command if the
aeroplane is carrying any other person unless:
• if the flight is undertaken in daylight—the pilot has, within the period of 90 days
immediately before the day of the proposed flight, carried out at least 3 take-offs
and 3 landings while flying an aeroplane as pilot in command or as pilot acting in
command under supervision, or in dual flying; and
• if the flight is undertaken at night—the pilot has, within the period of 90 days
immediately before the day of the proposed flight, carried out at least 3 takeoffs and
3 landings at night while flying an aeroplane as pilot in command or as pilot acting
in command under supervision, or in dual flying.
Note: A person must not fly as pilot acting in command under supervision unless he or
she holds a commercial pilot licence or an air transport pilot licence.(Ref: CAR
5.40)
PERSONAL LOG BOOKS (CAR 5.51)
• The holder of a flight crew licence, a special pilot licence or a certificate of validation
must have a personal log book that is suitable:
A. for the entry of flight crew ratings and aircraft endorsements; and
B. for recording the matters required by regulation 5.52 (below) to be
recorded in a personal log book; and
C. for recording any other matter that CASA directs must be recorded in
a personal log book.
WHAT MUST BE RECORDED IN A PERSONAL LOG BOOK? (CAR 5.52)
• The holder of a flight crew licence, a special pilot licence or a certificate of validation
must record in his or her personal log book:
A. the holder’s full name, address, date of birth and aviation reference
number; and
B. any information about each flight undertaken by the holder that CASA
directs be recorded in the log book; and
C. the time spent by the holder practising simulated flight in an approved
synthetic flight trainer.
Note: It is an offence against regulation 283 for a person to make a false or
misleading statement in his or her personal log book.
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GENERAL
SECTION
PILOT RESPONSIBILITIES
HOW LONG MUST A PERSONAL LOG BOOK BE RETAINED? (CAR 5.53)
A person who is required by CAR 5.51 (page 6) to have a personal log book must
retain it for as long as the person holds a flight crew licence, a special pilot licence
or a certificate of validation.
FALSE STATEMENTS (CAR 283)
A person shall not make, either orally or in writing, a statement that is false or
misleading in a material particular in or in connection with:
• an application for the grant, issue, renewal or endorsement of a licence, rating,
certificate, permit, permission, authority or approval under the CAR’s; or
- a maintenance release under CAR 43; or
- a personal log book; or
- a return, report, notice, form or other document furnished in accordance
with the CAR’s.
PRODUCTION OF LICENCE ETC. (CAR 5.56)
• CASA may request the holder of a flight crew licence, a special pilot licence
or a certificate of validation to produce to CASA any or all of the following:
A. his or her licence or certificate;
B. his or her personal log book;
C. his or her medical certificate; for inspection by CASA.
• If CASA requests the holder of a flight crew licence, a special pilot licence
or a certificate of validation to produce a document, the holder must:
A. produce the document without delay; or
B. if the holder does not have immediate access to the document at the time
the request is made—produce the document at the place specified by
CASA not more than 7 days after the day of the request.
PILOT IN COMMAND (CAR 224)
1. For each flight the operator (owner, flying school, or aircraft hire organisation)
shall designate one pilot to act as pilot in command.
2. A pilot in command of an aircraft is responsible for:
a. the start, continuation, diversion and end of a flight by the aircraft; and
b. the operation and safety of the aircraft during flight time; and
c. the safety of persons and cargo carried on the aircraft; and
d. the conduct and safety of members of the crew on the aircraft
3. A pilot in command must discharge his or her responsibility under paragraph
(2) (a) in accordance with:
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PILOT RESPONSIBILITIES
a. any information, instructions or directions, relating to the start,
continuation, diversion or end of a flight, that are made available,
or issued, under the Civil Aviation Act or the CAR’s; and
b. if applicable, the operations manual provided by the operator of the
aircraft.
4. The pilot in command shall have final authority as to the disposition of the aircraft
while he or she is in command and for the maintenance of discipline by all persons
on board.
POWERS OF PILOT IN COMMAND (CAR 309)
• The pilot in command of an aircraft, with such assistance as is necessary and
reasonable, may:
A. take such action, including the removal of a person from the aircraft or
the placing of a person under restraint or in custody, by force, as the pilot
considers reasonably necessary to ensure compliance with the Act or
these Regulations in or in relation to the aircraft; and
B. detain the passengers, crew and cargo for such period as the pilot
considers reasonably necessary to ensure compliance with the Act or
these Regulations in or in relation to the aircraft.
• A person who, on an aircraft in flight, whether within or outside Australian territory,
is found committing, or is reasonably suspected of having committed, or having
attempted to commit, or of being about to commit, an offence against the Act or
these Regulations may be arrested without warrant by a member of the crew of the
aircraft in the same manner as a person who is found committing a felony may,
at common law, be arrested by a constable and shall be dealt with in the same
manner as a person so arrested by a constable.
RESTRICTION OF ADVERTISING OF COMMERCIAL OPERATIONS (CAR 210)
A person shall not give any public notice, by newspaper advertisement, broadcast
statement or any other means of public announcement to the effect that a person is
willing to undertake by use of an Australian aircraft any commercial operations unless
the last-mentioned person has obtained an Air Operator’s Certificate authorising the
conduct of those operations.
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PILOT IN COMMAND
SECTION
PILOT RESPONSIBILITIES
PRIVATE OPERATIONS CAR 2 (7) (d)
1. An aircraft that is flying or operating for the purpose of, or in the course of:
i. the personal transportation of the owner of the aircraft;
ii. aerial spotting where no remuneration is received by the pilot or the
owner of the aircraft or by any person or organisation on whose behalf
the spotting is conducted;
iii. agricultural operations on land owned and occupied by the owner of the
aircraft;
iv. aerial photography where no remuneration is received by the pilot or the
owner of the aircraft or by any person or organisation on whose behalf
the photography is conducted;
v. the carriage of persons or the carriage of goods without a charge for the
carriage being made other than the carriage, for the purposes of trade,
of goods being the property of the pilot, the owner or the hirer of the
aircraft;
vi. the carriage of persons in accordance with paragraph (2);
vii. the carriage of goods otherwise than for the purposes of trade;
viii. conversion training for the purpose of endorsement of an additional
type or category of aircraft in a pilot licence; or
ix. any other activity of a kind substantially similar to any of those specified
in subparagraphs (i) to (vi) (inclusive);
shall be taken to be employed in private operations.
2. An aircraft that carries persons on a flight, otherwise than in accordance with a
fixed schedule between terminals, is employed in a private operation if:
i. public notice of the flight has not been given by any form of public
advertisement or announcement; and
ii. the number of persons on the flight, including the operating crew, does
not exceed 6; and
iii. no payment is made for the services of the operating crew; and
iv. the persons on the flight, including the operating crew, share equally
in the costs of the flight; and
v. no payment is required for a person on the flight other than a payment
under paragraph iv.
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PILOT IN COMMAND
SECTION
PILOT RESPONSIBILITIES
COMMERCIAL PURPOSES (Act, s 27(9)) (CAR 206)
• The following commercial purposes are prescribed:
A. aerial work purposes, being purposes of the following kinds:
i. aerial surveying;
ii. aerial spotting;
iii. agricultural operations;
iv. aerial photography;
v. advertising;
vi. flying training, other than conversion training or training carried
out under an experimental certificate issued under regulation
21.195A of CAR 1998 or under a permission to fly in force
under sub-regulation 317 (1);
vii. ambulance functions;
viii. carriage, for the purposes of trade, of goods being the
property of the pilot, the owner or the hirer of the aircraft (not
being a carriage of goods in accordance with fixed schedules
to and from fixed terminals);
ix. any other purpose that is substantially similar to any of those
specified in sub-paragraphs (i) to (vii) (inclusive);
B. charter purposes, being purposes of the following kinds:
- the carriage of passengers or cargo for hire or reward to or from
any place, other than carriage in accordance with fixed schedules
to and from fixed terminals or carriage for an operation
mentioned in CAR 262AM (7) (limited category aircraft) or under
a permission to fly in force under CAR 317 (1);
- the carriage, in accordance with fixed schedules to and from fixed
terminals, of passengers or cargo or passengers and cargo in
circumstances in which the accommodation in the aircraft is not
available for use by persons generally;
C. the purpose of transporting persons generally, or transporting cargo for
persons generally, for hire or reward in accordance with fixed schedules to
and from fixed terminals over specific routes with or without intermediate
stopping places between terminals.
However, the commercial purposes prescribed above do not include:
A. carrying passengers for hire or reward in accordance with CAR 262AM (7)
(joy flights and warbirds); or for further information refer to CAR 206
B. carrying out an activity under CAR 262AM (2) (g) or 262AP (2) (d).
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SECTION
PILOT RESPONSIBILITIES
In this regulation: aircraft endorsement means a: Type, Class, or Special Design Feature
Endorsement. Conversion training means flying training for the purpose of qualifying
for the issue of an aircraft endorsement.
PROHIBITION OF CARRIAGE OF PASSENGERS ON CERTAIN FLIGHTS (CAR 249)
• An aircraft that carries a passenger shall not engage in any of the following
types of flying:
A. flying training given to a person who has not passed a general flying
progress flight test for aircraft of the category concerned;
B. practice of emergency procedures in the aircraft;
C. low flying practice;
D. testing an aircraft or its components, power plant or equipment.
• An aircraft while engaged in flying of the type specified in paragraph (D) may carry
engineering and maintenance personnel who are required, as part of their duties, to
be present in the aircraft during the flight for the purpose of flight observation or of
maintenance of the aircraft, including any aircraft component installed in the aircraft.
• For the purposes of the above, the categories of aircraft are as follows:
A. aeroplanes;
B. helicopters;
C. gyroplanes;
D. airships.
INTOXICATED PERSONS NOT TO ACT AS PILOTS ETC. OR TO BE CARRIED
ON AIRCRAFT (CAR 256)
• A person shall not, while in a state of intoxication, enter any aircraft.
• A person acting as a member of the operating crew of an aircraft, or carried in the
aircraft for the purpose of so acting, shall not, while so acting or carried, be in a
state in which, by reason of his or her having consumed, used, or absorbed any
alcoholic liquor, drug, pharmaceutical or medicinal preparation or other substance,
his or her capacity so to act is impaired.
• A person shall not act as, or perform any duties or functions preparatory to acting as,
a member of the operating crew of an aircraft if the person has, during the period of
8 hours immediately preceding the departure of the aircraft consumed any alcoholic
liquor.
• A person who is on board an aircraft as a member of the operating crew, or as a
person carried in the aircraft for the purpose of acting as a member of the operating
crew, shall not consume any alcoholic liquor.
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PILOT IN COMMAND
SECTION
PILOT RESPONSIBILITIES
OFFENSIVE AND DISORDERLY BEHAVIOUR (CAR 256AA)
A person in an aircraft must not behave in an offensive and disorderly manner.
DOCUMENTS TO BE CARRIED IN AUSTRALIAN AIRCRAFT (CAR 139)
An Australian aircraft shall, when flying in Australian airspace, carry:
A. unless CASA otherwise approves, its maintenance release and any other
document approved for use as an alternative to the maintenance release
for the purposes of a provision of the CAR’s;
B. unless CASA otherwise approves, the licences and medical certificates
of the operating crew;
C. the flight manual (if any) for the aircraft;
CARRIAGE OF ANIMALS (CAR 256A)
1. Subject to paragraph (8), the operator of an aircraft must not permit a live animal to
be in the aircraft unless:
A. the animal is in a container and is carried in accordance with this
regulation; or
B. the animal is carried with the written permission of CASA and in
accordance with any conditions specified in the permission.
2. The above subregulation does not apply to a dog accompanying a visually impaired
or hearing impaired person as a guide or an assistant if the dog is:
A. carried in the passenger cabin of the aircraft; and
B. placed on a moisture-absorbent mat as near to the person as practicable;
and
C. restrained in a way that will prevent the dog from moving from the mat.
3. More than one animal must not be kept in the same container if doing so would be
likely to affect adversely the safety of the aircraft.
4. A container must be so constructed that:
A. an animal kept in the container cannot escape from the container; and
B. any water or excreta in the container is not likely to escape from the
container in normal flying conditions; and
C. the container will withstand being damaged in a way that may allow an
animal, or water or excreta, in the container to escape.
5. A container in which an animal is kept must not be in the passenger cabin of an
aircraft.
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PILOT IN COMMAND
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PILOT RESPONSIBILITIES
6. If:
A. an animal is carried in an aircraft in a container; and
B. if the animal is not restrained it could move around inside the container
in a way that may alter the distribution of the load of the aircraft; and
C. the safety of the aircraft may be affected adversely by that movement;
the animal must be restrained in the container to prevent that movement.
7. The means of restraint must be strong enough to withstand being damaged in a
way that may allow the animal to escape.
8. An animal must not be carried on an aircraft if carrying the animal would be likely
to affect a person on the aircraft in a way that may affect adversely the safety of the
aircraft.
9. In this regulation, animal means any member of the animal kingdom other than
man.
CARRIAGE OF FIREARMS (CAR 143)
A person, including a flight crew member, shall not, except with the permission
of CASA, carry in, or have in his or her possession in, an aircraft other than an aircraft
engaged in charter operations or regular public transport operations a firearm.
DISCHARGE OF FIREARMS IN OR FROM AN AIRCRAFT (CAR 144)
A person, including a flight crew member, shall not, except with the permission in
writing of CASA and in accordance with such conditions (if any) as are specified in
the permission, discharge a firearm while on board an aircraft.
RESPONSIBILITY OF PILOT IN COMMAND BEFORE FLIGHT (CAR 233)
• An aircraft shall not commence a flight unless evidence has been furnished to the
pilot in command and the pilot has taken such action as is necessary to ensure that:
- the instruments and equipment required for the particular type of
operation to be undertaken are installed in the aircraft and are functioning
properly;
- the gross weight of the aircraft does not exceed the limitations fixed by or
under CAR 235, (page 95) and is such that flight performance in
accordance with the standards specified by CASA for the type of operation
to be undertaken is possible under the prevailing conditions;
and
- any directions of CASA with respect to the loading of the aircraft given
under regulation 235 (page 95) have been complied with;
- the fuel supplies are sufficient for the particular flight;
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PILOT RESPONSIBILITIES
- the required operating and other crew members are on board and in a fit
state to perform their duties;
- the air traffic control instructions have been complied with;
- the aircraft is safe for flight in all respects; and
• the latest of the aeronautical maps, charts and other aeronautical information and
instructions, published in AIP or by a person approved in writing, that are applicable:
- to the route to be flown; and
- to any alternative route that may be flown on that flight;
are carried in the aircraft and are readily accessible to the flight crew.
PRECAUTIONS IN REFUELLING AND ENGINE OPERATIONS (CAO 20.9)
FUEL AND OILS
The pilot in command of an aircraft shall ensure that the aircraft is not flown unless
the aviation fuel, aircraft engine lubricating oil, aircraft engine power augmentation
fluid and aircraft hydraulic system fluid used in connection with the servicing or
operation of the aircraft complies with the specification and grade required or
approved for the purpose by CASA.
Note 1: The pilot in command may assume that:
• aviation fuel,
• aircraft engine lubricating oil,
• aircraft engine power augmentation fluid, and
• aircraft hydraulic system fluid in the aircraft, other than that which he has
caused to be delivered into the aircraft, complies with the required
specification and grade.
All ground fuel stock shall be carefully checked for the presence of undissolved water
before the fuelling operation is commenced.
Note 1: This precaution is particularly important when handling fuel from drum stocks.
Note 2: Attention is drawn to the necessity of using a positive method, such as
suitable water-detecting paste or paper, in testing for the presence of free
water since sensory perceptions of colour and smell, if used alone, can be
quite misleading.
Note 3: In the case of turbine fuels, attention is also drawn to the necessity of
watching for signs of cloudiness or other indication of the presence of
suspended water droplets which will not necessarily be detected by the means
mentioned in Note 2.
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REFUELLING
SECTION
PILOT RESPONSIBILITIES
All fuel shall be strained or filtered for the removal of free or suspended water and
other contaminating matter before entering the aircraft tanks.
Note: Attention is drawn to the special standards of filtration which may be specified
by the manufacturers of certain types of engines. eg. turbine engines and directinjection piston engines.
LOCATION OF AIRCRAFT
During fuelling operations, the aircraft and ground fuelling equipment shall be
so located that no fuel tank filling points or vent outlets lie:
• within 5 metres (17 ft) of any sealed building;
• within 6 metres (20 ft) of other stationary aircraft;
• within 15 metres (50 ft) of any exposed public area;
• within 15 metres (50 ft) of any unsealed building in the case of aircraft with
a maximum take-off weight in excess of 5700 kg (12,566 lb) and
• within 9 metres (30 ft) of any unsealed building in the case of aircraft with
a maximum take-off weight not exceeding 5700 kg (12,566 lb).
Notwithstanding the contents of the above paragraph limited fuelling operations for
maintenance purposes may be carried out in certain hangars under the following
conditions:
• Refuelling or defuelling of gasoline or wide-cut gasoline type turbine fuel is not
permitted.
• Overwing fuelling is not permitted.
• These operations shall not be permitted in hangars occupied by two or more
tenants.
• The operator shall obtain approval from CASA for the detailed procedures under
which these operations may be performed. These procedures shall be described
in the maintenance manual and shall include:
the circumstances under which refuelling or defuelling in hangars or maintenance
area is permitted, and the maximum volume of fuel involved.
For the purpose of this Order, a sealed building is one which all the external part
within 15 metres (50 ft) of an aircraft’s fuel tank filling points or vent outlets or ground
fuelling equipment is of non-flammable materials and has no openings or all openings
are closed.
Where the fuelling equipment is not mobile, the aircraft shall be so placed that it can
be rapidly moved to a place of safety, and a means of ensuring that this can be done
shall be readily available.
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REFUELLING
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PILOT RESPONSIBILITIES
Note: The following operations are not deemed to constitute fuelling operations:
• the drainage of a small quantity of fuel from a fuel system drain point;
• the transfer of fuel from tank to tank within an aircraft making use exclusively
of lines and equipment permanently installed in the aircraft.
PASSENGERS ONBOARD DURING REFUELLING
The operator of an aircraft with a maximum seating capacity of 20 or more must
ensure that fuel that is:
• avgas; or
• an aviation turbine grade which does not contain an anti-static additive;
is not loaded on to the aircraft while passengers are on board, or entering or leaving,
the aircraft.
The operator of an aircraft with a maximum seating capacity of less than 20 may allow
fuel that is not:
• avgas; or
• an aviation turbine grade which does not contain an anti-static additive;
to be loaded on to the aircraft while a passenger is on board if:
• the passenger’s medical condition is such that he or she cannot leave the aircraft
without assistance.
If:
• fuel is being loaded onto an aircraft in accordance with the paragraphs above; and
• either:
• fuel vapour is found inside the aircraft; or
• for any other reason it is not safe to continue loading the fuel;the aircraft’s
operator must ensure that the loading of the fuel stops immediately.
AIRCRAFT SAFETY PRECAUTIONS DURING FUELLING OPERATIONS
All engines in the aircraft, including any auxiliary power units, shall be stopped with
their ignition switches in the ‘OFF’ position, except where CASA is satisfied that the
operation of such an engine or auxiliary power unit will not present a hazard and
where a statement to that effect, together with any special conditions for operation,
is included in the aircraft Operations Manual.
When an external electrical supply is used, the connections between that supply and
the aircraft electrical system shall be made and securely locked before the fuelling
operation is connected and shall not be disconnected until the operation has been
completed, except that connectors, which provide control to ensure effective
engagement before external power can be supplied to the aircraft, need not be
locked.
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Civil Aviation Safety Authority Australia
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REFUELLING
SECTION
PILOT RESPONSIBILITIES
A person shall not, and the pilot in command and the operator shall take reasonable
steps to ensure that a person does not, during fuelling operations:
• operate or perform maintenance work on the aircraft’s radar equipment except that
where the fuel is kerosene, operation or maintenance may be carried out provided
the radar transmitter is de-activated, or
• except where the fuel involved is kerosene, carry out maintenance on any electrical,
electronic or radio systems within the aircraft or operate such equipment other than
the aircraft’s interior lighting or electrical apparatus necessary for the fuelling
process.
The aircraft and all items of fuelling equipment (including drums, funnels and other
loose items of equipment, where used) shall be connected in such a way as to ensure
that they are of the same electrical potential and, where a suitable earth point is
available at the fuelling site, both the aircraft and the equipment shall be effectively
connected to that point:
• where the fuelling operation is performed by a barge to a seaplane, the barge shall
be effectively connected to the aircraft in such a way as to ensure that the barge,
the fuelling equipment and the aircraft are at the same electrical potential.
All footwear worn by aircraft servicing personnel and persons operating fuelling
equipment shall be of a non-sparking type and such persons shall not carry any
matches, cigarette lighters or other objects which could represent an ignition hazard.
Except where automatic shut-off devices limit the capacity of an aircraft fuel tank,
the operator and the pilot in command shall ensure that sufficient airspace remains
in each fuel tank to allow for anticipated fuel expansion.
When a fuelling operation on an aircraft has been completed, the pilot in command
and the operator of the aircraft shall ensure that all fuel and oil tank caps are securely
refitted.
Aircraft oil tanks shall not be drained or filled when the aircraft is inside a hangar
or other building unless the oiling equipment used complies with the provisions of
Appendix I of CAO 20.9.
SAFETY PRECAUTIONS EXTERNAL TO AN AIRCRAFT DURING FUELLING
OPERATIONS
The area in which fuelling operations are carried out shall be clearly placarded as a
`No Smoking’ area and the limits of this area shall be a sealed building or at least 15
metres (50 ft) from the aircraft or ground fuelling equipment.
Where mobile fuelling equipment is used, the equipment shall be so placed that it can
be rapidly moved in the event of fire.
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Civil Aviation Safety Authority Australia
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1
REFUELLING
SECTION
PILOT RESPONSIBILITIES
A person shall not, and the pilot in command and the operator shall take reasonable
steps to ensure that a person does not, during fuelling operations:
• smoke or use a naked flame within 15 metres (50 ft) of the aircraft and ground
fuelling equipment;
• except in the case of aircraft, operate an internal combustion engine or any
electrical switch, battery, generator, motor or other electrical apparatus within 15
metres (50 ft) of the aircraft’s fuel tank filling points or vent outlets, and ground
fuelling equipment unless the engine, switch, generator, motor or apparatus
complies with the provisions of Appendix I to this Order and has been inspected.
Two or more fire extinguishers of approved type and capacity shall be positioned
within 15 metres (50 ft) but not less than 6 metres (20 ft) from the aircraft and the
fuelling equipment except where two or more fire extinguishers are carried on the
fuelling equipment. Where so carried the fire extinguishers shall be fitted with quick
release brackets, be readily available from either side of the equipment and be located
as far as is practicable from the vehicle fuel tanks and fuelling points. No fuelling
equipment shall be used in fuelling operations unless the location and securing of the
fire extinguishers thereon has been approved by CASA.
Note: The use of two carbon dioxide extinguishers, each with a minimum capacity of
4.5 kg (10 lb), is acceptable for this purpose. Extinguishers of other types and
capacities may be approved on application to CASA.
ACTION IN THE EVENT OF A FIRE HAZARD
A fuelling operation shall be suspended and the Airport Fire Service notified when any
fuel of a quantity likely to create a fire hazard is spilled on or within 15 metres (50
feet) of the aircraft or ground fuelling equipment, including the bilge of a fuelling
barge, and the operation shall not recommence until the fire hazard is removed.
A fuelling operation shall be stopped as soon as it becomes apparent that an
infringement exists of any of the relevant requirements of this Order.
When any fuel of a quantity likely to create a fire hazard is spilled on or within 15
metres (50 ft) of the aircraft or ground fuelling equipment, the pilot in command or,
in his absence, the operator shall ensure that:
• passengers remaining on board or in the process of embarking or disembarking are
removed to a point at least 15 metres (50 ft) from the spilled fuel;
• mobile power units, vehicles and power operated loading devices operating within
15 metres (50 ft) of the spilled fuel are shut down;
• maintenance work of any nature on or within the aircraft is suspended and not
recommenced until the spilled fuel has been removed.
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Civil Aviation Safety Authority Australia
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1
REFUELLING
SECTION
PILOT RESPONSIBILITIES
STARTING AND GROUND OPERATIONS OF ENGINES
The pilot in command or in his absence any other person responsible for starting or
ground operation of an aircraft shall ensure that:
• In the case of land aircraft, passenger loading equipment to permit rapid evacuation
of passengers and crew is kept immediately available during the starting of engines.
• In the case of seaplanes, water transport of a capacity sufficient to enable rapid
evacuation of passengers and crew is immediately available during the starting of
engines.
Where any fuel or other flammable material is spilled within 15 metres (50 ft) of an
aircraft, the aircraft engines shall not be started or operated until the fire hazard has
been removed.
An aircraft engine shall not be started or operated:
• within 5 metres (17 ft) of any sealed building;
• within 8 metres (25 ft) of other aircraft;
• within 15 metres (50 ft) of any exposed public area;
• within 15 metres (50 ft) of any unsealed building in the case of an aircraft with
a maximum take-off weight exceeding 5700 kg (12,566 lb);
• within 8 metres (25 ft) of any unsealed building in the case of an aircraft with a
maximum take-off weight not exceeding 5700 kg (12,566 lb),
PILOTS AT CONTROLS (CAR 225)
• The pilot in command must ensure that 1 pilot is at the controls of an aircraft from
the time at which the engine or engines is or are started prior to a flight until the
engine or engines is or are stopped at the termination of a flight.
• When, in accordance with these Regulations, 2 or more pilots are required to be
on board an aircraft, the pilot in command must ensure that 2 pilots remain at the
controls at all times when the aircraft is taking off, landing and during turbulent
conditions in flight.
DUAL CONTROLS (CAR 226)
• A control seat of an aircraft equipped with fully or partially functioning dual controls
shall not be occupied in flight except by a person:
A. who holds an appropriate pilot licence in respect of the type of aircraft
and the class of operations in which the aircraft is flown; or
B. who is a student pilot assigned for instruction in the aircraft; or
C. who is authorised by CASA.
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Civil Aviation Safety Authority Australia
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09/2001
1
PRE-FLIGHT
SECTION
PILOT RESPONSIBILITIES
CARRIAGE OF PASSENGERS IN SEATS AT WHICH DUAL CONTROLS ARE
FITTED (NON RPT) (CAO 20.16.3.11)
In all aircraft for which the Certificate of Airworthiness specifies a minimum crew of
one pilot, a person may occupy a seat at which fully or partially functioning dual
controls are fitted if the pilot gives adequate instruction to that person to ensure that
the controls are not interfered with in flight and there is satisfactory communication
available at all times between the pilot and that person.
SEAT BELTS AND SAFETY HARNESSES (CAO 20.16.3.4)
• At least one pilot crew member shall wear a seat belt or harness at all times during
flight.
• Except as provided in subsections 14 (sick or injured persons) and 16 (carriage of
parachutists) of this section safety harnesses, or seat belts where safety harnesses
are not fitted, shall be worn by all persons at the times listed in CAR 251 (below).
Seat belts and safety harnesses shall be adjusted to fit the wearer without slack.
SEAT BELTS AND SAFETY HARNESSES (CAR 251)
• Subject to this regulation, seat belts shall be worn by all crew members and
passengers:
A. during take-off and landing;
B. during an instrument approach;
C. unless CASA otherwise directs—when the aircraft is flying at a height
of less than 1,000 feet above the terrain; and
D. at all times in turbulent conditions.
• The pilot in command shall ensure that a seat belt or safety harness is worn at all
times during flight by at least one of the pilot crew members.
ADJUSTMENT OF SEATS (20.16.3.5)
• All seats (with the exception of those specified in the paragraph below) shall be
adjusted to their upright position for take-off and landing.
• When it is desirable through illness or other incapacity that a passenger’s seat
remains in the reclined position during take-off or landing, that seat,
notwithstanding the provision of the above paragraph, may be left reclined during
take-off or landing if it is forward facing, there is no person occupying the seat
immediately behind, and it will not impede the egress of any person in an
emergency evacuation.
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Civil Aviation Safety Authority Australia
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1
PRE-FLIGHT
SECTION
PILOT RESPONSIBILITIES
EXITS AND PASSAGEWAYS NOT TO BE OBSTRUCTED (CAR 254)
• Unless CASA otherwise approves, this regulation applies to all passageways and exits
in an aircraft that are for use by passengers or crew.
• When an aircraft is in flight, the pilot in command must ensure that all passageways
and exits to which this regulation applies are kept free from obstruction.
• When an aircraft is in flight, the pilot in command must ensure that all exits to which
this regulation applies are fastened in a way that permits their immediate use in an
emergency.
SMOKING IN AIRCRAFT (CAR 255)
1. A person must not smoke:
a. in a part of an aircraft in which a notice is permanently displayed
indicating that smoking is prohibited at all times or without specifying
a period during which smoking is prohibited;
b. anywhere in an aircraft during take-off, landing or refuelling or during
a period:
- in which a notice is temporarily displayed indicating that smoking
is prohibited; or
- which is specified in a permanently displayed notice as a period
during which smoking is prohibited.
TESTING OF RADIO APPARATUS (CAR 242)
• Before an aircraft is taxied on the manoeuvring area of an aerodrome for the purpose
of moving to the take-off position, the pilot in command shall check that the radio
apparatus fitted to the aircraft and to be used in flight is functioning correctly.
• If the check indicates any malfunctioning of any portion of the radio apparatus the
aircraft shall not be flown until the apparatus has been certified by a person licensed
or approved for the purpose as being in proper working order.
LISTENING WATCH (CAR 243)
• When an aircraft is equipped with radio apparatus for use during flight,
the pilot in command must maintain a listening watch, or must ensure that a
listening watch is maintained, at all times commencing immediately prior to the time
at which the aircraft commences to move on the manoeuvring area prior to flight
and lasting until the aircraft is brought to a stop at the apron or other point of
termination of the flight.
• Where the means of communication between Air Traffic Control and an aircraft
under its control is a voice communication channel, the pilot in command and any
other pilot for the time being operating the controls of the aircraft shall personally
maintain a listening watch on the appropriate radio frequency.
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Civil Aviation Safety Authority Australia
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09/2001
1
PRE-FLIGHT
SECTION
PILOT RESPONSIBILITIES
STARTING AND RUNNING OF ENGINES (CAR 230)
• A person must not:
A. start the engine of an Australian aircraft; or
B. permit the engine of an Australian aircraft to be run; except that:
• the engine may be started or run while the aircraft is inside or outside Australian
territory if the control seat is occupied by an approved person or by a person who
may, under CAR Part V, (flight crew licencing) fly the aircraft; or
• if the aircraft is an aeroplane that is having maintenance carried out on it, or that is
being used for the provision of maintenance training, the engine may be started or
run if the control seat is occupied by a person who:
A. holds an aircraft maintenance engineer licence, or an airworthiness
authority, covering maintenance of the aircraft’s engine;
and
B. has sufficient knowledge of the aircraft’s controls and systems to ensure
the starting or running does not endanger any person or damage the
aircraft.
MANIPULATION OF PROPELLER (CAR 231)
1. In spite of CAR 225 (pilots at controls page19) and CAR 230 (above) and
paragraph 2, the pilot in command of an aircraft which requires an operating crew
of only one pilot may manipulate the propeller of the aircraft for the purposes of
starting the aircraft if:
- assistance is not readily available for that purpose;
- adequate provision is made to prevent the aircraft moving forward; and
- no person is on board the aircraft.
2. A person who is the holder of the certificate of registration for, or the operator,
hirer or pilot in command of, an Australian aircraft must not permit a person to
manipulate the propeller of the aircraft to start the engine unless the first-mentioned
person is satisfied that the person who is to manipulate the propeller knows the
correct starting procedures for the aircraft.
AIRCRAFT NOT TO BE TAXIED - EXCEPT BY PILOT (CAR 229)
An aircraft shall not be taxied anywhere on an aerodrome by a person other than a
licensed pilot whose licence is endorsed for the particular type of aircraft concerned
or a person approved by CASA in accordance with the terms and conditions of the
approval.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
FLIGHT
SECTION
PILOT RESPONSIBILITIES
MOVEMENT ON MANOEUVRING AREA (CAR 246)
Immediately prior to take-off, the pilot in command shall manoeuvre the aircraft so
that he or she is able to observe traffic on the manoeuvring area of the aerodrome
and incoming and outgoing traffic, in order that he or she may avoid collision with
other aircraft during the take-off.
SAFETY PRECAUTIONS BEFORE TAKE-OFF (CAR 244)
Immediately before taking-off on any flight, the pilot in command of an aircraft shall:
A. test the flight controls on the ground to the full limit of their travel and
make such other tests as are necessary to ensure that those controls are
functioning correctly;
B. ensure that locking and safety devices are removed and that hatches,
doors and tank caps are secured; and
C. ensure that all external surfaces of the aircraft are completely free from
frost and ice.
TESTS BEFORE AND DURING THE TAKE-OFF RUN (CAR 245)
1. CASA may give directions specifying the tests to be carried out by the pilot in
command of an aircraft before the commencement of, and during, a take-off run
in order to be satisfied that the engine and associated items of equipment are
functioning correctly within the permissible limits of performance.
2. Before the commencement of, and during, a take-off run, the pilot in command
of an aircraft shall:
A. carry out all tests required to be carried out in relation to the aircraft as
above;
B. test all flight instruments, and, in particular, all gyroscopic flight
instruments, that it is possible to test so as to ensure that they are
functioning correctly;
C. ensure that all gyroscopic flight instruments are correctly set and
uncaged; and
D. perform such checks and tests as are required by the flight manual for,
or the operations manual of, the aircraft.
3. If an inspection, check or test made under the above indicates any departure from
the permissible limits or any malfunctioning in any particular (not being a departure
or malfunctioning that is a permissible unserviceability), the pilot in command shall
not commence the take-off or, if the pilot has commenced the take-off, shall
abandon the take-off or take such other action as the pilot considers appropriate
to ensure the safety of the aircraft and of persons on board the aircraft.
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Civil Aviation Safety Authority Australia
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1
FLIGHT
SECTION
PILOT RESPONSIBILITIES
UNAUTHORISED PERSONS NOT TO MANIPULATE CONTROLS (CAR 228)
A person shall not manipulate the controls of an aircraft in flight unless the person is:
• the pilot assigned for duty in the aircraft; or
• a student pilot assigned for instruction in the aircraft.
METEOROLOGICAL CONDITIONS OBSERVED EN ROUTE (CAR 247)
• The pilot in command shall report, in the approved form and at such times as
requested by a meteorological observer, the meteorological conditions observed en
route.
• When any meteorological condition, hazardous to flight, is encountered en route,
the pilot in command shall report the condition as soon as possible, giving such
details as appear pertinent to the safety of other aircraft.
NAVIGATION LOGS (CAR 78)
• The pilot in command of an aircraft shall keep a log of such navigational data as is
required to enable him or her to determine the geographical position of the aircraft
at any time while the aircraft is in flight.
ACROBATIC FLIGHT (CAR 155)
• An aircraft:
A. shall not be flown in acrobatic flight at night;
B. shall not be flown in acrobatic flight except in V.M.C.; and
C. shall not be flown in acrobatic flight of a particular kind unless the
certificate of airworthiness of, or the flight manual for, the aircraft
specifies that the aircraft may perform that type of acrobatic flight.
• For the purposes of the above, straight and steady stalls or turns in which the angle
of bank does not exceed 60 degrees shall be deemed NOT to be acrobatic flight.
• Except with the permission in writing of CASA, a person shall not engage in
acrobatic flight in an aircraft:
A. at a height lower than 3,000 feet above the highest point of the terrain,
or any obstacle thereon, within a radius of 600 metres of a line extending
vertically below the aircraft; or
B. over a city, town, populous area, regatta, race meeting or meeting for
public games or sports.
• Before engaging in acrobatic flight, the pilot of an aircraft shall take such action as is
necessary to ensure that:
A. any loose articles are removed from the aircraft or made secure in the
aircraft;
B. all locker and compartment doors of the aircraft are fastened;
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Civil Aviation Safety Authority Australia
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FLIGHT
SECTION
PILOT RESPONSIBILITIES
C. the safety harness or seat belt of any vacant seat is made secure so as to
avoid the fouling of the controls of the aircraft;
D. the dual controls (if any) of the aircraft are removed from the aircraft or
rendered inoperative, unless the control seats are occupied in accordance
with CAR 226 (page 19) or the dual control seat is vacant; and
E. every person in the aircraft is secured with correctly adjusted safety
harness or seat belt.
FLYING OVER PUBLIC GATHERINGS (CAR 156)
• Except with the permission, in writing, of CASA and in accordance with the
conditions specified in the permit, an aircraft shall not be flown over any regatta,
race meeting or public gathering.
• Nothing in the above shall apply to an aircraft passing over a regatta, race meeting
or public gathering in the process of:
A. arriving at or departing from an aerodrome in the course of its normal
navigation for so doing; or
B. passing from place to place in the ordinary course of navigation.
LOW FLYING (CAR 157)
1. An aircraft must not fly over:
A. any city, town or populous area, at a height lower than 1000 feet; or
B. any other area at a height lower than 500 feet.
3. A height specified in the above is the height above the highest point of the terrain,
and any object on it, within a radius of:
A. in the case of an aircraft other than a helicopter—600 metres; or
B. in the case of a helicopter—300 metres;
from a point on the terrain vertically below the aircraft.
3A. Paragraph 1(A) does not apply in respect of a helicopter flying at a designated
altitude within an access lane details of which have been published in the AIP or
NOTAMS for use by helicopters arriving at or departing from a specified place.
4. Paragraph 1. (above) does not apply if:
A. through stress of weather or any other unavoidable cause it is essential
that a lower height be maintained; or
B. the aircraft is engaged in private operations or aerial work operations,
being operations that require low flying, and the owner or operator of
the aircraft has received from CASA either a general permit for all flights
or a specific permit for the particular flight to be made at a lower height
while engaged in such operations; or
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Civil Aviation Safety Authority Australia
GENERAL
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FLIGHT
SECTION
PILOT RESPONSIBILITIES
C. the pilot of the aircraft is engaged in flying training and flies over
a part of a flying training area in respect of which low flying is authorised
by CASA under CAR 141(1) (Low Flying Training Areas); or
D. the pilot of the aircraft is engaged in a baulked approach procedure,
or the practice of such procedure under the supervision of a flight
instructor or a check pilot; or
E. the aircraft is flying in the course of actually taking-off or landing at an
aerodrome; or
F. the pilot of the aircraft is engaged in:
- a search; or
- a rescue; or
- dropping supplies in a search and rescue operation; or
G. the aircraft is a helicopter:
- operated by, or for the purposes of, the Australian Federal Police
or the police force of a State or Territory; and
- engaged in law enforcement operations;
or the pilot of the aircraft is engaged in an operation which requires the dropping of
packages or other articles or substances in accordance with directions issued by CASA.
600
metres
600
metres
500'
1000'
NON-POPULATED AREA
LOW FLYING
POPULATED AREA
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
FLIGHT
SECTION
PILOT RESPONSIBILITIES
REPORTING OF DEFECTS (CAR 248)
• At the termination of each flight, or in any urgent case, during the currency of the
flight, the pilot in command shall report, in the manner and to the persons specified
by CASA, all defects in the aircraft, aerodromes, air routes, air route facilities or
airway facilities which have come to the pilot’s notice.
• Where a defect in the aircraft is reported in accordance with the above paragraph,
the operator of the aircraft shall take such action in relation thereto as is required
under these Regulations.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
FLIGHT
SECTION
PILOT RESPONSIBILITIES
CAUTION: Over the counter medication may reduce
your ability to function properly while flying.
ACCIDENTS AND INCIDENTS
INTRODUCTION
The Safety Investigation Branch (SIB) of the Australian Transport Safety Bureau (ATSB),
an agency of the Department of Transport and Regional Services (DOTRS), is responsible to
the Minister for the investigation of all civil aircraft accidents and incidents within Australian
flight information regions. The postal address for ATSB is:
PO Box 967,
Civic Square,
CANBERRA ACT 2608
Tel: 1800 001 034, or
02-6230 4408 (61-2-6257 4150 if calling from overseas
Fax: 02-6247 6434 (61-2-6247 6434 if sending from overseas).
The fundamental objective of air safety investigation is the prevention of accidents and
incidents. Such investigations aim to determine all the factors involved and to use this
information as the basis for enhancing safety in aviation.
The results of an investigation may be made known by one or two of the following:
• A letter to the persons directly involved
• A formal report, or
• Published on the ATSB website ( www.atsb.gov.au) and in ATSB publications
DEFINITIONS
ACCIDENT
Broadly stated the definition of an aircraft accident is: "An occurrence associated with the
operation of an aircraft in which:
• any person suffers death or injury
• the aircraft incurs substantial damage or structural failure; or
• the aircraft is missing or inaccessible."
(Part 2A of the Air Navigation Act 1920).
INCIDENT
An occurrence, other than an accident, associated with the operation of an aircraft that
affects or could affect the safety of the operation of the aircraft (Part 2A of the Air
Navigation Act 1920). In practice, this definition is broadly interpreted and the incident
reporting system accepts any reports, requests, complaints and suggestions which relate to
aviation safety.
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AIR TRAFFIC OCCURRENCES
SECTION
PILOT RESPONSIBILITIES
NOTIFICATION
ACCIDENTS
The pilot in command, the owner, the operator and the hirer (if any) are each
responsible for ensuring the quick notification of an accident to ATSB is furnished by
the quickest means available. A further requirement is that a written report, preferably
using the Air Safety Incident Report (ASIR) format, be submitted to ATSB as soon as
practicable after the accident. The minimum information required in the report
includes:
• aircraft make, model and registration;
• names of the owner and operator;
• full name of the pilot in command;
• date and time of the accident;
• last point of departure, point of intended landing and nature of the flight;
• location of the accident;
• number of persons on board and numbers and names of the injured;
• nature and cause of the accident, as far as it is known;
• description of damage to the aircraft; and
• description of the terrain at the accident site in terms of accessibility.
Note 1: Immediate notification may be made verbally to the nearest ATS unit or the
local police, who in turn will notify ATSB. The written report (ASIR) should be
forwarded directly to the ATSB Field Office in the state or territory in which the
accident occurred.
Note 2: A standard ASIR form may be obtained by contacting ATSB on freecall phone
number 1 800 011 034 (Primary Notification Number), or 1 800 020 616
(Information number & Secondary Notification Number).
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Civil Aviation Safety Authority Australia
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AIR TRAFFIC OCCURRENCES
SECTION
PILOT RESPONSIBILITIES
30
INCIDENTS
The pilot in command, the owner, the operator and the hirer (if any) are each
responsible for ensuring that a written notification of an incident, preferably on
an ASIR, is forwarded to ATSB within 48 hours of the incident.
BIRD STRIKE
Bird Strike is a collision between a bird, or a number of birds, and an aircraft. All bird
strikes in Australia are incidents under Part 2A (S19AC) of the Air Navigation Act 1920.
The reporting of a bird strike, including a “near miss” or a hazardous situation,
is mandatory, preferably using an ASIR.
INVESTIGATION
The investigator of an accident or incident is empowered to demand such evidence,
documents and components as is required (see Para 2A (Division 3) of the Air
Navigation Act 1920).
Copies of flight plans, logs and briefing documents should be retained by
the pilot for 14 days after a flight in case they may be required by the
investigator.
CUSTODY
When an accident occurs, the aircraft is deemed to come into the custody of the
Director of ATSB and it must not be removed or interfered with except with the
permission of the Director or authorised representative (Part 2A (Division 7) (of the Air
Navigation Act 1920). However, under Part 2A (Division 7) of the Air Navigation Act,
the extrication of persons, animals or mails is permissible. Further, rescuers are
permitted to take such action as is necessary, to…’protect the wreckage from further
damage, and to prevent danger to aircraft , other transport and the public’. Goods
and baggage may only be removed from the wreckage under the supervision of the
police or other authorised officer. Additionally, on the case of an aircraft which has
come from outside Australia, the consent of a Customs Officer is required.
On completion of the investigation of an accident, the aircraft will be released to
the owner.
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AIR TRAFFIC OCCURRENCES
SECTION
PILOT RESPONSIBILITIES
INTRODUCTION (AIP GEN 3.4)
The communication procedures, phraseologies and requirements contained in this
section have been selected to harmonise with ICAO, and international practices where
applicable. Additional phrases to supplement where ICAO is silent have also been
included.
Primary reference documents on radiotelephony are ICAO Doc 4444, Doc 9432,
and Annex 10. ATS and pilots should refer to these documents to obtain additional
information as necessary. Only procedures appropriate to Australia and commonly
used phrases are contained in this section.
Use of standard phrases for radio telephony communication between aircraft and
ground stations is essential to avoid misunderstanding the intent of messages and to
reduce the time required for communication.
Phraseologies contained in this section are generic, and, although primarily reflecting
a controlled airspace environment, pilots operating OCTA should use these generic
phrases unless specific OCTA phrases are shown.
Where circumstances warrant, and no phraseology is available, clear and concise plain
language should be used to indicate intentions.
LANGUAGE
English language must be used for all air-ground RTF communications within Australian
FIRs unless use of an alternative language has been arranged with ATS prior to any
specific flight.
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
RADIO TELEPHONY PROCEDURES
SYMBOL AND PARENTHESES
Words in parentheses “()” indicate that specific information, such as a level, a place,
or a time, etc., must be inserted to complete the phrase, or alternatively, that optional
phrases may be used. Words in square parentheses “[]” indicate optional additional
words or information that may be necessary in specific instances.
The following symbols indicate phraseologies which may differ from those used in an
international aviation environment, but are necessitated by Australian requirements.
Unique to Australia (ICAO Silent)
Military Specific Phraseologies
Phraseologies show the text of message components without callsigns. They are not
intended to be exhaustive, and when circumstances differ, pilots, ATS, Air Defence
personnel, and other ground personnel will be expected to use appropriate subsidiary
phraseologies which should be clear, concise and designed to avoid any possible
confusion.
For convenience the phraseologies are grouped according to types of air traffic service.
However, users should be familiar with and use, as necessary, phraseologies from
groups other than those referring specifically to the type of air traffic service being
provided. All phraseologies must be used in conjunction with callsigns (aircraft, ground
vehicle, ATC or other) as appropriate.
Phraseologies for the movement of vehicles, other than tow-tractors on the
manoeuvring area, are not listed separately as the phraseology associated with the
movement of aircraft is applicable. The exception is for taxi instructions, in which case
the word “PROCEED” will be substituted for the word “TAXI” when ATC
communicates with vehicles.
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GENERAL
SECTION
RADIO TELEPHONY PROCEDURES
TRANSMISSION FORMAT
When initiating a transmission to ATS, pilots will commence the transmission with the
callsign of the unit being addressed followed by the aircraft callsign.
A read-back of an ATS message will be terminated with the aircraft’s callsign.
READ-BACK INFORMATION
For other than a route clearance as indicated below, the key elements of clearances,
instructions or information must be read back ensuring sufficient details as included to
clearly indicate compliance.
The following clearances, instructions and information will be read back;
• an ATC route clearance in its entirety, and any amendments;
Note: as minimum, the accuracy of a route clearance read-back shall be confirmed
by ATS transmitting the aircraft’s callsign.
• en route holding instructions;
• any holding point specified in a taxi clearance;
• any clearances or instructions to hold short of, enter, land on, take off on,
or backtrack on any runway;
• any LAHSO instructions;
• assigned runway, altimeter settings directed to specific aircraft, SSR codes, radio and
radio navigation aid frequency instructions;
Note: An “expectation” of the runway to be used is not to be read back.
• Level instructions, direction of turn, heading and speed instructions.
Note: Reported level figures of an aircraft should be preceded by the words “FLIGHT
LEVEL” when related to standard pressure and may be followed by the word
“FEET” when related to QNH.
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GENERAL
SECTION
RADIO TELEPHONY PROCEDURES
CONDITIONAL CLEARANCES
Phrases such as “behind landing aircraft” or “after departing aircraft”, will only be
used for movements affecting the active runway(s) when the aircraft or vehicles
concerned are seen by the appropriate controller, pilot or vehicle driver. In all cases,
a conditional clearance will be given in the following order and consist of:
• identification;
• the condition (specify); and
• the clearance, eg:
ATS: “ (aircraft callsign)CESSNA ON SHORT FINAL, BEHIND THAT AIRCRAFT LINE UP”
Pilot: “BEHIND THE CESSNA LINING UP (aircraft callsign)”
Note: This implies the need for the aircraft receiving the conditional clearance to
identify the aircraft or vehicle causing the conditional clearance.
ROUTE TERMINOLOGY
The phrase “FLIGHT PLANNED ROUTE” may be used to describe any route or portion
thereof that is identical to that filed in the flight notification and sufficient routing
details are given to definitely establish the aircraft on its route.
AMENDED ROUTE OR LEVEL
Whenever a situation arises whereby an aircraft is assigned a route and/or level other
than that expected according to the flight notification and any subsequent revisions
requested by the pilot, ATS should prefix the route and/or level information with the
term “AMENDED” to alert the pilot that the information and/or clearance are other
than may be expected, eg:
• ATS: (aircraft callsign) CLIMB TO AMENDED LEVEL SIX THOUSAND, FIVE
HUNDRED”
Pilot: “CLIMB TO AMENDED LEVEL SIX THOUSAND, FIVE HUNDRED (aircraft
callsign).
• ATS: “(aircraft callsign) RECLEARED TO ADELAIDE AMENDED ROUTE
(amended route details and level)”
Pilot: “RECLEARED TO ADELAIDE AMENDED ROUTE (amended route details and
level) (aircraft callsign)”.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
CONDITIONAL CLEARANCES
SECTION
RADIO TELEPHONY PROCEDURES
PHONETIC ALPHABET
Radiotelephony pronunciation of the Phonetic Alphabet shall be as follows:
NUMERALS
Radiotelephony pronunciation of numbers shall be in the phonetic form as follows:
DECIMAL DAY SEE MAL
HUNDRED HUN dred
THOUSAND TOU SAND
1 WUN 6 SIX
3 TREE 8 AIT
2 TOO 7 SEV en
4 FOW er 9 NIN er
0 ZE-RO 5 FIFE
M MIKE MIKE Z ZULU ZOO loo
B BRAVO BRAH voh O OSS cah OSCAR
D DELTA DELL tah Q keh BECK QUEBEC
C CHAR lee CHARLIE P PAPA pah PAH
E ECK ho ECHO R ROMEO ROW me oh
F FOXTROT FOKS trot S SIERRA see AIR rah
H HOTEL hoh TELL U YOU nee form UNIFORM
J JULIETT JEW lee ETT W WISS key WHISKY
L LIMA LEE mah Y YANG key YANKEE
G GOLF GOLF T TANGO TANG go
I IN dee A INDIA V VICTOR VIK tah
K KEY loh KILO X X-RAY ECKS ray
A ALPHA AL fah N NOVEMBER no VEM ber
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
PHONETIC ALPHABET
SECTION
RADIO TELEPHONY PROCEDURES
TRANSMISSION OF NUMBERS
All numbers used in the transmission of altitude, cloud height, visibility and runway
visual range (RVR) information, which contain whole hundreds and whole thousands,
must be transmitted by pronouncing each digit in the numbers of hundreds or
thousands followed by the word HUNDRED or THOUSAND as appropriate, eg:
ALTITUDES
• 800 “EIGHT HUNDRED”
• 1,500 “ONE THOUSAND FIVE HUNDRED”
• 6,715 “SIX SEVEN ONE FIVE”
• 10,000 “ONE ZERO THOUSAND”
CLOUD HEIGHT
• 2,200 “TWO THOUSAND TWO HUNDRED”
• 4,300 “FOUR THOUSAND THREE HUNDRED”
VISIBILITY
• 200 “TWO HUNDRED”
• 1,500 “ONE THOUSAND FIVE HUNDRED”
• 3,000 “THREE THOUSAND”
RUNWAY VISUAL RANGE
• 700 “SEVEN HUNDRED”
All other numbers must be transmitted by pronouncing each digit separately, eg:
FLIGHT LEVELS
• FL 180 “FLIGHT LEVEL ONE EIGHT ZERO”
• FL 200 “FLIGHT LEVEL TWO ZERO ZERO”
HEADINGS
• 150 “ONE FIVE ZERO”
• 080 “ZERO EIGHT ZERO”
• 300 “THREE ZERO ZERO”
WIND DIRECTION
• 020° “ZERO TWO ZERO DEGREES”
• 100° “ONE ZERO ZERO DEGREES”
• 210° “TWO ONE ZERO DEGREES”
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Civil Aviation Safety Authority Australia
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TRANSMISSION OF NUMBERS
SECTION
RADIO TELEPHONY PROCEDURES
WIND SPEEDS
• 70KT “SEVEN ZERO KNOTS”
• 18KT, gusting 30 “ONE EIGHT KNOTS GUSTING THREE ZERO”
MACH NUMBER
• 0.84 “DECIMAL EIGHT FOUR”
ALTIMETER SETTING
• 1000 “ONE ZERO ZERO ZERO”
• 1027 “ONE ZERO TWO SEVEN”
Note: For the transmission of numbers in aircraft callsigns, refer to
“FLIGHT NUMBER CALLSIGNS” (on page 39)
STANDARD WORDS AND PHRASES
The following words and phrases are to be used in radiotelephony communications,
as appropriate, and have the meaning given:
ACKNOWLEDGE
Let me know that you have received and understood the message.
AFFIRM
Yes.
APPROVED
Permission for proposed action granted.
BREAK
I hereby indicate the separation between portions of the message (to be used where
there is no clear distinction between the text and other portions of the message).
BREAK BREAK
I hereby indicate separation between messages transmitted to different aircraft in a
very busy environment.
CANCEL
Annul the previously transmitted clearance.
CHECK
Examine a system or procedure (no answer is normally expected).
CLEARED
Authorised to proceed under the conditions specified.
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STANDARD WORDS AND PHRASES
SECTION
RADIO TELEPHONY PROCEDURES
CONFIRM
Have you correctly received the following…? or
Did you correctly receive this message?
CONTACT
Establish radio contact with…
CORRECT
That is correct
CORRECTION
An error has been made in this transmission (or message indicated) the correct
version is…
DISREGARD
Consider that transmission as not sent.
GO AHEAD
Proceed with your message.
HOW DO YOU READ
What is the readability of my transmission?
The readability scale is:
1. Unreadable
2. Readable now and then
3. Readable but with difficulty
4. Readable
5. Perfectly readable
I SAY AGAIN
I repeat for clarity or emphasis.
MONITOR
Listen out on (frequency).
NEGATIVE
“No” or “Permission is not granted” or “That is not correct”
OVER
My transmission is ended and I expect a response from you (not normally used in
VHF communication).
OUT
My transmission is ended and I expect no response from you (not normally used in
VHF communication).
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STANDARD WORDS AND PHRASES
SECTION
RADIO TELEPHONY PROCEDURES
READ BACK
Repeat all, or the specified part, of this message back to me exactly as received.
RECLEARED
A change has been made to your last clearance and this new clearance supersedes
your previous clearance or part thereof.
REPORT
Pass me the following information.
REQUEST
I should like to know or I wish to obtain.
ROGER
I have received all of your last transmission (under NO circumstances to be used in
reply to a question requiring READ BACK or a direct answer in the affirmative or
negative).
SAY AGAIN
Repeat all or the following part of your last transmission.
SPEAK SLOWER
Reduce your rate of speech.
STANDBY
Wait and I will call you.
VERIFY
Check and confirm with originator.
WILCO
I understand your message and will comply with it.
WORDS TWICE
• as a request: Communication is difficult. Please send every word or group of
words twice.
• as information: Since communication is difficult every word or group of words
in this message will be sent twice.
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Civil Aviation Safety Authority Australia
GENERAL
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STANDARD WORDS AND PHRASES
SECTION
RADIO TELEPHONY PROCEDURES
GROUND STATION CALLSIGNS
ATS CALLSIGNS
ATS units are identified by the name of the location followed by the service available as
follows:
CENTRE
En Route area control, including RIS and FIS.
APPROACH
Approach control where provided as a separate function.
DEPARTURES
Departure control where provided as a separate function.
FINAL/DIRECTOR
Radar control providing vectors onto final approach
TOWER
Aerodrome control or aerodrome and approach control where these services are
provided from an aerodrome control tower, eg Coffs Harbour.
GROUND
Surface Movement Control.
CLEARANCE DELIVERY
Clearance delivery to departing aircraft.
(NAME OF UNIT) Flight Service (eg MELBOURNE)
FLIGHTWATCH
Flight Information Service.
The name of the location or the service may be omitted provided that satisfactory
communication has been established.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
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GROUND STATION CALLSIGNS
SECTION
RADIO TELEPHONY PROCEDURES
AIRCRAFT CALLSIGNS
Improper use of callsigns can result in pilots executing a clearance intended for
another aircraft. Callsigns should never be abbreviated on an initial contact or at any
time when other aircraft callsigns have similar numbers/sounds or identical
letters/numbers.
eg: CHARLIE WHISKY ZULU - WHISKY CHARLIE ZULU.
Pilots must be certain that aircraft identification is complete and clearly identified
before taking action on an ATC clearance. ATS will not abbreviate callsigns of air
carrier or other civil aircraft having authorised callsigns. ATS may initiate abbreviated
callsigns of other aircraft by using the prefix and the last three digits/letters of the
aircraft identification after communications are established.
The pilot may use the abbreviated callsign in subsequent contact with ATS.
When aware of similar/ identical callsigns, ATS will take action to minimise errors by;
• emphasising certain numbers/letters
• repeating the entire callsign
• repeating the prefix, or
• asking pilots to use a different callsign temporarily.
Pilots should use the phrase “VERIFY CLEARANCE FOR (complete callsign)”
if doubt exists concerning proper identity.
Civil aircraft pilots may state the aircraft type , model or manufacturer’s name,
followed by the digits/letters of the registration number, eg:
Bonanza CHARLIE ALPHA ECHO
Cherokee ALPHA BRAVO CHARLIE.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
CALLSIGNS
SECTION
RADIO TELEPHONY PROCEDURES
FLIGHT NUMBER CALLSIGNS - USING GROUP FORM
Approved RPT operators using Flight numbers callsigns and aircraft having registrations
with numbers should use the “group form” when transmitting the callsign/flight
number. “Group form” is the pronunciation of a series of numbers as the whole
number, or pairs of numbers they represent rather than pronouncing each separate
digit . The use of “group form” may be negated by four digit identifiers or placement
of zeros in the identifier.
Pilots and ATS should be aware that the preference to use “group form” does not
invalidate any transmissions made in conventional formats. However, to retain the
integrity in the communication between ATS and operators, the identification format
used should be consistent.
A pilot not using “group form” in establishing communication, but subsequently
addressed by ATS in this format, should adopt the use of “group form” for the
remainder of the flight in Australian airspace, eg:
QFA 452 “QANTAS FOUR FIFTY TWO”
AAA 100 “ANSETT ONE HUNDRED”
KDA 1315 “KENDALL THIRTEEN FIFTEEN”
SSQ 101 “SUNSTATE ONE ZERO ONE”
There is no additional abbreviated form when using Flight Number callsigns.
The airline designator and all numerics of the callsign must be pronounced.
Whenever an ATS officer considers that callsign confusion is a possibility, that officer
may elect to use conventional formats on either (or all) aircraft involved, or amend the
callsign to include a suffix for the duration that the aircraft concerned are on the same
ATS frequency.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
CALLSIGNS
SECTION
RADIO TELEPHONY PROCEDURES
CALLSIGNS - FULL AND ABBREVIATED FORMATS
1. Full radiotelephony callsigns must be used when initially establishing two way
communication. Thereafter, and only after being initiated by ATS, callsigns may be
abbreviated in accordance with paragraphs below.
2. Aircraft radiotelephony callsigns must be in one of the following forms:
A. the characters corresponding to the registration marking of the aircraft: or
B. the telephony designator of the aircraft operating agency, followed by the
last three characters of the registration marking of the aircraft; or
C. the approved telephony designator of the aircraft operating agency,
followed by the flight number.
Note: The name of the aircraft manufacturer or aircraft model may be used as a
radiotelephony prefix in lieu of sub-para A (above).
3. Aircraft callsigns, as described in paragraph 2 may be abbreviated as follows:
• Sub-paragraph 2a-the first character of the registration and at least two characters of
the callsign
• Sub-paragraph 2b-the telephony designator of the aircraft operating agency,
followed by at least two characters of the registration marking.
• Sub-paragraph 2c-no abbreviated form
Australian registered aircraft operating within the Australian FIR will use the
abbreviated form consisting of the last three characters of the registration unless
conforming with an alternative approved format, eg:
VH-DFL DELTA FOXTROT LIMA
Foreign registered aircraft operating within the Australian FIR will use the abbreviated
form consisting of the first character and last three characters of the registration unless
conforming with an alternative approved format, eg:
N35826 NOVEMBER EIGHT TWO SIX
The prefix “HELICOPTER” before the callsign must be used by rotary wing aircraft
when first establishing contact on any frequency, eg:
VH-BFK HELICOPTER BRAVO FOXTROT KILO.
GROUND VEHICLES
Ground vehicles shall be identified by the type; eg, car, truck, tractor, tug etc or an ATS
approved format, followed by the assigned vehicle number spoken in group form. Eg:
TRUCK 12 “TRUCK TWELVE”
CAR 23 “CAR TWENTY THREE”
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
CALLSIGNS
SECTION
RADIO TELEPHONY PROCEDURES
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
SARTIME& SARWATCH
SECTION
PHRASES
SARTIME (AIP GEN 3.4-27)
Circumstances Phraseologies
*Denotes pilot transmission
1. SARTIME advice •a.* SARTIME FOR DEPARTURE
(or ARRIVAL) (time)
2. Flight & Arrival Reports •a.* (position/location) CANCEL
form of acknowledgement for SAR SARTIME
cancellation •b. (position/location) SARTIME
CANCELLED
3. TBA SARTIME •a.* SARTIME FLIGHT PLAN
nominating a SARTIME when flight •b. STAND BY or GO AHEAD
notification indicated TBA •c. SARTIME FOR ARRIVAL
(destination aerodrome) IS
(SARTIME to replace TBA) or
SARTIME FOR DEPARTURE
(destination aerodrome) IS
(SARTIME to replace TBA)
4. AMENDING SARTIME •a.* SARTIME FLIGHT PLAN
amending a previously AMENDMENT
notified SARTIME •b. STAND BY or GO AHEAD
•c. AMENDED SARTIME IS (new
SARTIME) TO (unit to which arrival
will be reported)
if the unit by which arrival will be reported is •d. INSTEAD OF (unit previously notified)
different from that previously notified
SARWATCH (AIP GEN 3.4-28)
Circumstances Phraseologies
*Denotes pilot transmission
1. Departure Reports •a.* AIRBORNE (location)
to initiate a SARWATCH
when communication on the grounds
is not available
1. Flight & Arrival reports •a.* (position) CANCEL SARWATCH [ADVICE
(unit) if appropriate]
•b. SARWATCH CANCELLED
form of acknowledgement to CANCEL SARWATCH •c. SARWATCH TERMINATED
when the ATS unit accepting the arrival •d. RODGER (identity of the unit
report is other than the unit addressed aknowledged)
GENERAL PHRASES (AIP GEN 3.4-28/29)
Circumstances Phraseologies
*Denotes pilot transmission
1. Description of levels a. flight level (number) or
(subsequently referred to as “(level)”) b. (number)
2. LEVEL CHANGES AND RATES a. climb (or descend) followed as
necessary by ;
i. to (level)
when there is an expectation that the ii. to and maintain (level)
aircraft will maintain the level or to iii. to reach (level) at (or by) (time
eliminate confusion, the instruction or significant point)
“AND MAINTAIN” shall be included IV. report leaving (or reaching
or passing or approaching)
(level)
V. at (number) feet per minute
when rate is required to be in VI. at standard rate
accordance with “STANDARD RATE”
specifications b. step climb (or descent) (aircraft
identification) above
(or beneath) you
c. request level change from
(name of unit) at (time or
significant point)
d. stop climb (or descent) at
(level)
e. continue climb (or descent)
to (level)
f. expedite climb (or descent)
g. expect climb (or descent)
at (time or location)
pilot requesting a change of level h.* request climb (or descent)
i. immediately
to require action at a specific time j. after passing (significant point)
or place k. at (time or significant point)
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
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GENERAL
SECTION
PHRASES
to require action when convenient l. when ready (instruction)
when a pilot is unable to comply m. *unable to comply
with a clearance or instruction
when a pilot is assigned and •n. maintain separation with (or pass
required to maintain separation behind or follow) (aircraft type or or
with a sighted aircraft identification)[instructions or
restriction]
3. Maintenance of Specified levels a. maintain (level) [to (significant
Note : The term “MAINTAIN” must point)]
not be used in lieu of “DESCEND”or
“CLIMB” when instructing an aircraft
to change level
•a. *request block level
4. Use of Block Levels (level) to (level)
•b. cleared block (level) to (level)
cancelling block level clearance •c. cancel block clearance climb
(or descend) to and maintain
(level)
5. Specification of Cruising Levels a. cross (significant point) at (or
above, or below) (level)
b. cross (significant point) at (time)
or later (or before) at (level)
c. cruise climb between (levels)
(or above) (level)
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GENERAL
SECTION
PHRASES
Frequency Management
Circumstances Phraseologies
*Denotes pilot transmission
1. Transfer of Control and/or Frequency a. contact (unit callsign) (frequency)
Change
Note: An aircraft may be requested to b. *(frequency)
“STANDBY” on a frequency when the
intention is that the ATS unit will initiate c. at (or over) (time or place)
communication, and to “MONITOR” contact (unit callsign)
a frequency when information is being (frequency)
broadcast thereon.
d. if no contact (instructions)
e. *request change to (frequency)
(service)
f. frequency change approved
g. monitor (unit callsign) (frequency)
h. *monitoring (frequency)
i. remain this frequency
an IFR pilot changing to the MBZ j. *changing to (location)
frequency or CTAF MBZ (frequency)
when a pilot/ATC broadcasts general k. *all stations (appropriate
information information)
When a pilot broadcasts location specific l. *all stations (location) (information)
general information (location)
2. Flights Contacting Approach Control
not radar identified or procedural tower •a *(distance) miles
[radial )VOR radial) or
(compass quadrant from
aerodrome, eg: south/south east,
etc)] followed as necessary by:
i. maintaining (or descending)
to (level)
if visual approach can be made ii. visual
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
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GENERAL
SECTION
PHRASES
3.Change of Callsign
to instruct an aircraft to change a. change your callsign to (new
callsign callsign)
to advise an aircraft to revert to the b. revert to flight plan callsign
callsign indicated in the flight (callsign)[ at (significant point)]
notification to ATS.
4. After landing a. contact ground
b. when vacated contact ground
Traffic Information
Circumstances Phraseologies
*Denotes pilot transmission
1. Traffic Information
pilot request for traffic information a.*request traffic
to pass traffic information •b. no reported traffic
c. traffic (relevant information)
d. traffic (direction)
(nth,sth,east,west) bound (type of
aircraft) (level)
estimated (or over) (significant
point) at (time)
to acknowledge traffic e. *looking
information f. *traffic in sight
g. *negative contact
interception of relevant traffic h. *copied (callsign of traffic
information transmitted by other intercepted)
aircraft or ATS facility
2. Advice of Military Aircraft Conducting a. abrupt vertical manoeuvres
Abrupt Vertical Manoeuvres at (position) up to (level)
3. Advice of Military Low Jet Operations a. military low jet operations
Known to be taking Place (relevant information)
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GENERAL
SECTION
PHRASES
Meteorological Information
Circumstances Phraseologies
*Denotes pilot transmission
1. Meteorological Conditions a. wind (number) degrees (number)
Note: Wind is always expressed by giving (units)
the mean direction and speed and any b. wind at (height/altitude/flight level)
significant variations. (number) (units) DEGREES
c. visibility (distance)
d. runway visual range (or RVR)
(distance)
e. present weather (details)
f. cloud (amount, and height of
base) (or sky clear)
Note: CAVOK pronounced CAV-O-KAY g. CAVOK
h. temperature (number)
(and/or dewpoint (number))
i. QNH (number)
j. moderate (or severe) icing
(or turbulence) (area)
unless responding to a request for k. report flight conditions
turbulence or icing information •l.* IMC (or VMC)
Reports and Information
Circumstances Phraseologies
*Denotes pilot transmission
1. Additional Reports a. report passing (significant point)
to request a report at a specified b. report (distance) from
place or distance (name of DME station) DME (or
reference point)
c. report passing (three digits)
radial (name of VOR) VOR
to request a report of present position d. report distance from (significant
point)
e. report distance from (name of
DME station) DME
when descending a non-DME equipped f. report passing control area
aircraft to LSALT above CTA steps steps for further descent
the pilot will give this only when •g.*inside (distance of a CTA step as
satisfied that the CTA step has been shown on ERC)
passed, allowing for navigational miles
tolerances.
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Civil Aviation Safety Authority Australia
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09/2001
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GENERAL
SECTION
PHRASES
3. Aerodrome Information a. runway (number) (condition)
b. landing surface (condition)
c. caution (work in progress)
(obstruction)(position and any
necessary advice)
d. braking action reported by
(aircraft type) at (time) good
(or medium, or poor)
e. runway (or taxiway) wet [or
damp, water patches, flooded
(depth)]
4. Information to Aircraft a.caution
Wake turbulence i. wake turbulence
Jet blast on apron or taxiway ii. jet blast
Propeller-driven aircraft slipstream iii.slipstream
Helicopter downwash iv.downwash
5. Pilot initiated Waiver or Wake a.*accept waiver
Turbulence Separation Standards
Clearances
Circumstances Phraseologies
*Denotes pilot transmission
1. Clearances a. *request clearance
where the clearance is relayed by a b. (name of unit) clears
third party eg pilot/FS (ATC excepted) (aircraft identification)
c. cleared to
d. recleared (amended clearance
details)
when subsequent restrictions/requirements e. further requirement
are imposed in addition to previous
restrictions/requirements to be complied
with. f. enter control area (or zone)
at
(level)
g. leave control area (or zone) at
(level)(or climbing or descending)
h. join (specify) at (significant point)
at (level)
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Civil Aviation Safety Authority Australia
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09/2001
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GENERAL
SECTION
PHRASES
2. Indication of Route and a. from (place) to (place)
Clearance Limit b. to (place) followed as necessary by:
i. direct
ii. via (route and/or reporting points)
iii. via flight planned route
iv. via (distance) arc (direction) of
(name of DME station) DME
c. (level or route) not available due
(reason) alternative is/are
(levels or routes) advise
issuing a specific clearance limit •d. clearance limit (place/aid)
Issuing a SID •e. (identifier) departure
when pilot requests, or ATC •f. expect visual departure
anticipated, a visual departure in lieu
of a SID
3. When a Clearance Has been Cancelled a. cancel clearance
•b. cancel clearance
4. Requesting Clearance
when notification of flight details •a *flight details [inbound or
had not been submitted to ATS for (departure or transit)]
flight details to be passed after •b. *(aircraft type)(position)(route in
ATS response controlled airspace and next
estimate)(preferred level)
If clearance cannot be issued •c. expect clearance at (time or
immediately (upon request) place)
if giving warning of clearance •d.*expect clearance request
requirement (aircraft type) VFR (if appropriate)
for (destination) via (point outside
controlled airspace at which
clearance will be requested)
estimate (estimate at
destination) at (altitude proposed for
enter to controlled airspace).
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
Approach and Area Control Services
Circumstances Phraseologies
*Denotes pilot transmission
1.Departure instructions a track (three digits) degrees
to (or from) (significant
point) [until (time) (or reaching)
(fix or significant point or level)]
2. Approach Instructions •a. cleared DME (or GPS) arrival
[sector (identifying letter of the
sector)]
b. *request (type of
approach) approach [runway
(number)]
c. cleared (type of approach)
approach
d. commence approach at (time)
Where a temporary level restriction is e. track via (type of approach)
to be imposed. (Application to civilian approach not
aircraft only during practice approaches below (level)
in VMC, and to military aircraft)
Pilot to advise when able to conduct f. report visual
a visual approach
g. report runway in sight
h. report (significant point)
Visual approach by night i. when established
(position) cleared for visual
approach
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GENERAL
SECTION
PHRASES
3. Holding instructions
Visual a. hold visual (position)
Published holding procedure over a b. hold at (waypoint, facility
Waypoint, facility or fix or fix)(level) expect approach (or
further clearance) at (time)
When pilot required an oral description c. *request holding instructions
of holding procedure based on a facility
ATC response d. hold at (waypoint, facility or
fix) (callsign and frequency, if
necessary) (level) inbound track
(three digits) degrees right (or
left) hand pattern, outbound
time (number) minutes
(additional instructions, if necessary)
e. hold on the (three digits)
radial of the (name)
VOR/TACAN (callsign and
frequency, if necessary) at
(distance) and (distance) DME
(level) inbound track (three digits)
degrees right (or left) hand
pattern (additional instructions,
if necessary)
4. Expected Approach Time a. no delays expected
b. expected approach time (time)
Vicinity of the Aerodrome
Circumstances Phraseologies
*Denotes pilot transmission
1. Identification of Aircraft a. SHOW LANDING LIGHT
2. Acknowledgment by a. acknowledge by moving ailerons
Visual Means (or rudder)
b. acknowledge by rocking
wings
c. acknowledge by flashing
landing lights
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GENERAL
SECTION
PHRASES
Starting and Initial Clearance Issue
Circumstances Phraseologies
*Denotes pilot transmission
1. Starting Procedures
to request permission to start a. * request start
engines b. * request start
information (ATIS identification)
ATC response c. start approved
d. start at (time)
e. expect start at (time)
f. expect departure (time)
start at own discretion
2. When Clearance Delivery is in •a. *(flight number, if any) to
Operation (aerodrome of first intended landing),
request clearance
if runway other than runway b. * require runway (number)
nominated is required
3. To request Aerodrome data for
Departure
When no ATIS broadcast is available a. *request departure
information
b. runway (number), wind (direction
and speed), QNH (detail)
temperature (detail) [visibility for
take-off (detail) (or RVR) (detail)]
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Civil Aviation Safety Authority Australia
GENERAL
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1
GENERAL
SECTION
PHRASES
Taxi Procedure
Circumstances Phraseologies
*Denotes pilot transmission
1. Taxi procedures
for departure at a controlled a. *
aerodrome [wake turbulence category if
“heavy”][POB} received (ATIS
identification) [squawk (SSR code)
[flight rules, if
IFR]
request taxi
for departure at a non-controlled aerodrome b. all stations (location) (aircraft type)
taxiing
(location) for (destination or
intentions) runway (number)
where detailed taxi instructions are c. *[wake turbulence
required category if “heavy”]
request detailed taxi instructions
d. taxi via (specific routine to be
followed) to holding point
[time
(minutes)]
e. *holding point (identifier),
runway (number)
where aerodrome information is not f. taxi to holding point
available from an alternative source (followed by aerodrome
such as ATIS information as applicable) [time
(minutes)]
g. holding point (identifier)
for arrival at a controlled
aerodrome h. *(aircraft callsign) [parking area or
bay number]
i. taxi to [terminal or other
location; eg general aviation
area]
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GENERAL
SECTION
PHRASES
Taxi Procedure
Circumstances Phraseologies
*Denotes pilot transmission
2. Intersection Departures
When a pilot requests an intersection a. *request intersection
departure departure from (taxiway identifier)
b. intersection departure
approved hold short of (position)
When a pilot is offered an intersection •c. intersection departure
departure available from (position) (distance)
remaining (if this information
is not readily available to the
pilot) hold short (position)
3. Specific routing a. take (or turn ) first (or second)
left (or right)
b. taxi via (identification of
taxiway)
c. taxi via runway (number)
4. Manoeuvring on Aerodrome a. *request backtrack
b. backtrack approved
c. backtrack runway (number)
General d. * request taxi to
(destination on aerodrome)
e. taxi straight ahead
f. taxi with caution (reason)
g. give way to (description of other
aircraft or vehicle
h. *giving way to (traffic)
i. taxi into holding bay
j. follow (description of other aircraft
or vehicle)
k. vacate runway
Note: The pilot must, when requested, l. *runway vacated
report “RUNWAY VACATED” when m. expedite taxi
the aircraft is well clear of the runway n. *expediting
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
Aerodrome Movements
Circumstances Phraseologies
*Denotes pilot transmission
1. Holding a. hold (direction) of (position, runway
Note: The procedure words ROGER number, etc)
and WILCO are insufficient b. hold position
acknowledgment of the instructions c. hold short of (position)
HOLD, HOLD POSITION and HOLD SHORT d. *holding
OF (position). In each case, the e. *holding short
acknowledgment must be the
phraseology HOLDING or HOLDING
SHORT, as appropriate.
2. To Cross a Runway a. *request cross runway
Note: If the Control tower is unable (number)
to see the crossing aircraft (eg. night, b. cross runway (number)
low visibility etc) the instruction should
always accompanied by a request to c. *crossing runway (number)
report when the aircraft has vacated d. expedite crossing runway
and is clear of the runway. (number) traffic (aircraft type)
(distance) miles final
Runway Operations
Note: The runway should be stated when the caller wishes to emphasise, on frequency,
the runway to be occupied, or there is the possibility of confusion during multiple
runway operations.
Circumstances Phraseologies
*Denotes pilot transmission
1. Preparation for Take-Off a. report when ready [for
departure]
b. are you ready for immediate
*departure?
c. *ready
if unable to issue take-off clearance d. wait
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
2. Clearance To Enter Runway and
Await Take-Off
When the pilot desires to enter the a. *request line-up [require
runway and assume take-off position (required number of seconds delays
for checks before departure in lined-up position before departure)
seconds on runway]
b. line up [runway
(number)][be ready for
immediate departure]
Conditional clearances c. (condition) line up [runway
(number)]
Acknowledgment of a conditional d. *(condition) lining up [runway
clearance (number)]
3. Take-off clearance a. cleared for take-off [report
airborne]
when there is a possibility of confusion b. runway (number) cleared for
take-off
when take-off clearance has not been c. take off immediately or
complied with. vacate runway
d. take off immediately or hold
short of the runway.
When LAHSO are in use e. *(aircraft type) landing on
crossing runway will hold
short - runway (number)
cleared for take-off
when a radar SID has been issued f. assigned heading right (or left)
(three digits) (plus any altitude
restriction)
cleared for take-off
*g. left (or right) (three digits)
(plus any altitude restriction)
runway (number) cleared for
take-off
When a radar SID has been issued •h. assigned heading (degrees)
with a heading which approximates the cleared for take-off
runway bearing (rounded off to the •i. *heading (three digits) cleared
nearest 5°) the instruction will not for take-off
include a direction of turn
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Civil Aviation Safety Authority Australia
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09/2001
1
GENERAL
SECTION
PHRASES
4. Take-off Clearance Cancellation a. hold position, cancel, I say
again cancel take-off (reason)
b. *holding
to stop a take-off in emergency c. stop immediately (repeat aircraft
conditions callsign) stop immediately
d. *stopping runway (number)
After Take-off
Note: All “level” reports to Radar must be to the nearest 100FT.
Circumstances Phraseologies
*Denotes pilot transmission
1. Tracking After Take-Off a. *request right (or left) turn
b. left (or right) turn approved
c. after passing (level)(instructions)
heading to be followed d. continue on (magnetic direction
of runway) (instructions)
when a specific track is to e. track (magnetic direction of
be followed runway)(instructions)
f. climb straight ahead
(instructions)
2. Airborne Report - Radar
unrestricted turn to track a. *turning left (or right) passing
(level) (climbing to (level)
Heading specified by ATC b. *turning left (or right) (three
digits) passing (level) climbing
to (level)or
c. *maintaining runway heading
passing (level) climbing to (level)
Confirmation of an assigned Radar d. assigned heading left
SID heading when established contact (or right)(three digits) passing
with ATC and unable to execute turn (level) climbing to (level)
immediately due to procedural
requirements
When assigned heading approximates e. *heading (three digits) passing
runway bearing (level) climbing to (level)
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Civil Aviation Safety Authority Australia
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1
GENERAL
SECTION
PHRASES
3. Departure Report - Non-radar a. *departed (time) tracking
when notifying departure report to (track being flown)[from
a control tower (reference aid used to establish track)
or via SID (identifier)] climbing
to (level) estimating (first reporting
point at (time)or
Contacting non-radar unit other than b. departed (location) (time in
departure aerodrome minutes) tracking
(track) climbing to (level) estimating
(first reporting point at (time)
4. Departure Reports
Departing an uncontrolled aerodrome a. *departed (location)(time in
minutes) tracking (three digits)
climbing to (intended level)
estimating (first reporting point)
at (time);or
b. *departed (location)(time in
minutes) tracking to intercept
(track) climbing to (intended
level) estimating (first reporting
point) at (time).
Arrival at Aerodrome
Circumstances Phraseologies
*Denotes pilot transmission
1. Entering an Aerodrome Traffic Circuit a * (position) (level)
(intentions)
When ATIS Information is available b. *[aircraft type[(position)(level)
information (ATIS
identification)(intentions)
c. join (instruction) runway
(number) QNH (detail)[traffic
(detail)[track (requirements)
2. In the Circuit a. *(position in circuit, eg
downwind/final)
b. number (sequence number)
follow (aircraft type and
position)[additional
instructions if required]
c. *base (or crosswind)
d. *final (or long final)
Nearing position at which approach e. *short final
must be aborted of not cleared to land
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Civil Aviation Safety Authority Australia
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1
GENERAL
SECTION
PHRASES
3. Approach Instructions a. make short approach
Note: The report “LONG FINAL” is made b. make long approach
when aircraft turn on to final approach (or extend downwind)
at a distance greater than 4NM from c. report base (or final or
touchdown or when an aircraft on a long final)
straight-in approach is 8NM from d. continue approach
touchdown. In both a report, “FINAL”
is required at 4NM from touchdown.
4. Landing a. cleared to land (or touch
and go)
Multiple runway operations b. runway (number) cleared
to land (or touch and go)
Where the aircraft cannot be sighted •c. not in
by ATC sight - cleared to land
Pilot requesting option for touch and •d. *(position in circuit) request
go, full stop, stop and go, or overshoot the option
Advising the pilot the option to touch e. [runway (number) cleared
and go, full stop, stop and go, or for the option
overshoot
f. make full stop
When runway is occupied an ATC g. at the minima go around
assessment is that the runway will
not become available
5. When Landing Approved and LAHSO •a. (aircraft type) departing
Are in Use (or landing) on crossing
runway, hold short
runway (number) cleared to
land runway (number)
required readback b. *hold short runway
(number) cleared to land
runway (number)
6. Delaying Aircraft a. orbit right (or left) [from
present position]
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
7. Pilot request for Low Approach or Pass
to make an approach along a runway a. *request low approach
descending to an agreed minimum level (reasons)
b. cleared low approach
[(altitude
restriction)] [(go around
instructions)]
to fly past the control tower or other c. *request low pass (reasons)
observation point for the purpose of d. cleared low pass [runway
visual inspection by persons on the (number)] [(altitude restriction)]
ground [(go around instructions)]
8. Missed Approach a. go around
To discontinue an approach b. *going around
c. *going around runway
(number)
Radar Phraseologies
Circumstances Phraseologies
*Denotes pilot transmission
1. Identification of Aircraft a. report heading [and flight
level (or altitude)]
b. for identification turn left (or
right) heading (three digits)
c. identified [(position)]
d. not identified [resume (or
continue) own navigation]
2. Provision of Service a. radar control terminated
b. radar service terminated
(instructions)
c. resume own navigation (position
of aircraft)(specific instructions)
d. will shortly lose identification
(appropriate instructions or
information)
e. identification lost
(instructions)
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Civil Aviation Safety Authority Australia
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1
GENERAL
SECTION
PHRASES
3. Radar Position information
to request traffic, position and/or a. *request
navigation information i. radar assistance (reason)
ii. position by radar [with
reference to (aid or location)
iii.traffic (or position or
navigation) advisory [by
radar]
iv. (specific radar service)
b. position (distance) (direction) of
(significant point) (or over or
abeam (significant point)
Radar Communication and Navigation
Circumstances Phraseologies
*Denotes pilot transmission
1. Communications a. radio contact lost
(instructions)
b. if no transmissions received
for (number) minutes (or
seconds) (instructions)
c. reply not received (instructions)if
If loss of communications is d. if you read [manoeuvre
suspected instructions or squawk (code or
ident)
e. (manoeuvre or squawk)
observed, position (position of
aircraft), will continue to pass
instructions
2. Aircraft Directional Indicator Failure
when notified by pilot •a. compass failure
acknowledged, radar service
will continue using
no-compass procedures,
confirm familiar
When suspected by ATC •b. confirm heading
If heading response appears at variance •c. suspect your compass has
with the track of the radar return failed, radar service will
continue using no-compass
procedures, confirm familiar
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
In case of unreliable directional d. make all turns rate one
instruments on board aircraft (or rate half or (number) degrees
per second) execute
instructions immediately upon
receipt
e. turn left (or right) now
f. stop turn now
Radar Manoeuvres
Circumstances Phraseologies
*Denotes pilot transmission
1. General Manoeuvres a. leave (significant point) heading
(three digits)
b. continue heading (three digits)
c. continue present heading
d. fly heading (three digits)
e. turn left (or right) (number)
degrees (or heading (three
digits)
f. orbit left (or right)
For avoiding action g. turn left (or right) immediately
[(number) degrees] or [heading
(three digits)] to avoid
traffic (bearing by
clock-reference and distance)
h. stop turn heading (three digits)
When instructing an aircraft to turn i. turn left (or right) - I say again
180° or more and in order to again - left (or right) heading
emphasise the direction of turn (three digits)
when necessary to specify a reason i. due traffic
for a manoeuvre, the following ii. for spacing
phraseologies should be used: iii.for delay
iv. for downwind (or base,
or final)
2. Aircraft Vectoring by Radar Service *a. request vectors [to (or from)
(aid, location or reason)]
b. do you want vectors?
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
Speed Control
Circumstances Phraseologies
*Denotes pilot transmission
1. Speed a. *speed (number) knots
Note: All speed communications shall (or MACH number)
relate to INDICATED AIRSPEED b. report speed or (climb or cruise]
unless otherwise stipulated. Where MACH number]
applicable, Mach Number may be c. maintain (number) knots (or
nominated as the basis of a speed MACH (number) until (location)
statement. d. maintain present speed
e. increase (or reduce) speed to (or
by) (number) knots
f. reduce to minimum approach
speed
when aircraft is required to reduce g. reduce to minimum clean
speed to the minimum position in a speed
clean configuration
When aircraft speed is pilot’s discretion h. no speed restrictions
when ATC speed restrictions no longer i. resume normal speed
apply and the aircraft is required to
resume profile speeds in accordance
with procedural requirements.
Traffic Information
Circumstances Phraseologies
*Denotes pilot transmission
1. Traffic Information a. traffic (number) o’clock
(distance)(direction of flight) [(any
other pertinent information]
i. unknown
ii. slow moving
iii.fast moving
iv. closing
v. opposite (or same) direction
vi.overtaking
vii.crossing left to right
(or right to left)
Aircraft type to be passed if known viii. (type)
ix. (level)
x. climbing (or descending)
b. clear of traffic
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
PHRASES
Secondary Survelliance Radar (SSR)
Circumstances Phraseologies
*Denotes pilot transmission
1. To instruct Setting of Transponder a. squawk (code)
The word “code” is not used in b. * [ident if
transmissions) instructed by ATS]
To request:
reselection of the assigned mode c. recycle [ (mode)] (code)
and code d. *recycling [ (mode)} (code)
confirmation of Mode A code selection e. confirm squawk (code)
f. *squawking (code)
operation of the IDENT feature g. squawk ident
h. squawk normal
temporary suspension of transponder i. squawk standby
operation
emergency code selection j. squawk mayday
termination of transponder operation k. stop squawk
transmission of pressure altitude l. squawk charlie
pressure setting check and m. check altimeter setting and
confirmation of level confirm level
termination of pressure altitude n. stop squawk charlie,
transmission because of faulty operation wrong indication
altitude check •o. verify (level)
2. Advice on Traffic Level Where the a. unverified level (level)
Mode C Data Has not been verified
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SECTION
PHRASES
TO CONVERT INTO MULTIPLY BY
DISTANCE
Metres Feet 3.28
Feet Metres 0.31
VOLUME
Imperial Gallons Litres 4.546
Litres Imperial Gallons 0.22
WEIGHT
Kilograms Pounds 2.21
Pounds Kilograms 0.45
1030
210
115.2
0
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
185.2
10
110
100
90
80
70
60
50
40
30
20
10
0
100
90
80
70
60
50
40
60
50
40
30
20
10
0
100
90
80
70
60
50
40
30
20
10
0
-10
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
1025
1020
1015
1010
1005
1000
995
990
985
980
975
970
965
.40
30.50
.30
.20
.10
30.00
.90
.80
.70
.60
.50
.40
.30
.20
.10
29.00
.90
.80
.70
.60
28.50
INCHES OF MERCURY
HECTOPASCALS
DEGREES FAHRENHEIT
FREEZING
POINT
STATUTE MILES
KILOMETRES
NAUTICAL MILES KNOTS
DEGREES CELSIUS
PRESSURE
CONVERSION SCALE
TEMPERATURE
CONVERSION SCALE
SPEED DISTANCE
CONVERSION SCALE
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Civil Aviation Safety Authority Australia
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CONVERSIONS
SECTION
CONVERSIONS
WHEN FOLLOWING THE ARROW - MULTIPLY
WHEN BACKTRACKING THE ARROW - DIVIDE
LITRES
AVGAS
POUNDS
KILOS IMP GALS
US GALS
inches
feet
mm
metres
1.58
3.27
25.4
3.048
0.72
7.2
3.8
1.2
6.0
2.72
2.2
4.5
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
AVGAS
SECTION
CONVERSIONS
PRE-FLIGHT ALTIMETER CHECK
GENERAL
Whenever an accurate QNH is available and the aircraft is at a known elevation, pilots
must conduct an accuracy check of the aircraft’s altimeter at some point prior to takeoff. In order of priority , the pilot should use tarmac, threshold or airfield reference
point elevation for the check.
Note: Where the first check indicated that an altimeter is unserviceable, the pilot is
permitted to conduct a further check at another location on the airfield; for
example, the first on the tarmac and the second at the runway threshold
(to determine altimeter serviceability).
VFR ALTIMETERS
With an accurate QNH set, a VFR altimeter(s) should read site elevation to within 100FT
(110FT at test sites above 3,300FT) to be accepted as serviceable by the pilot. If an
aircraft fitted with two VFR altimeters continues to fly with one altimeter reading
100FT (110FT) or more in error, the faulty altimeter must be placarded unserviceable
and the error noted in the maintenance release.
VFR altimeters are not permitted for aeroplane operations above FL200. VFR flights
operating above FL200 must be equipped with an altimeter calibrated to IFR standards.
ACCURATE QNH AND SITE ELEVATION
A QNH can be considered accurate if it is provided by ATIS, tower or an automatic
remote-reporting aerodrome sensor. Area or forecast QNH must not be used for the
test.
Site elevation must be derived from aerodrome survey data published by Airservices or
supplied by the aerodrome owner.
ALTIMETER SETTING RULES
GENERAL
Heights measured from a QNH or Area QNH datum must be expressed in full, eg
3,000FT as “THREE THOUSAND” and 1,800FT as”ONE THOUSAND EIGHT HUNDRED”,
adding, if necessary , “ON… (QNH)”.
Expressions of height measured from the 1013.2HPA datum must always include the
words “FLIGHT LEVEL”.
Flights cruising at or below the transition altitude must change the Area QNH altimeter
setting when advised of a change by ATS. Pilots of aircraft not using radio must use
the QNH setting obtained by setting the altimeter to aerodrome elevation before
take-off.
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
ALTIMETER SETTING PROCEDURES
TRANSITION LAYER, ALTITUDE AND LEVEL
The system of altimetry used in Australia makes use of a transition layer between the
transition altitude which is always 10,000FT and the transition level of FL110 to
separate aircraft using QNH from those using 1013.2 HPa as a datum.
For cruising at or below the transition altitude, the altimeter reference must be Area
QNH.
For cruising at and above the transition level, the Standard Pressure altimeter setting
of 1013.2 HPa must be used.
The positions to change between QNH and 1013.2 HPa are shown in the diagram
on the next page.
QNH is available from ATS. When departing an aerodrome within a CTR, Area QNH,
for applicable aircraft, may not be provided until communication is established with
the Area Control Service or Flight Service. Cruising within the transition layer is not
permitted.
AREA QNH
Area QNH is a forecast value which is valid for a period of 3 hours and normally
applies throughout an Area QNH Zone (AQZ). Area QNH Zones will be subdivided,
if necessary, to meet the following standards:
• Area QNH forecasts are to be within +/- 5 HPa of the actual QNH at any low-level
point (below 1,000 FT AMSL) within or on, the boundary of the appropriate area
during the period of validity of the forecasts.
• Area QNH must not differ from an adjoining Area QNH by more than 5 HPa.
LOCAL QNH
Local QNH, whether provided by ATS, AWS or Aerodrome Forecast (TAF) or by using
the altimeter subscale to indicate airfield elevation AMSL, is used as shown in the
diagram on the next page.
LIMITATIONS
To retain a minimum buffer of 1,000FT above the transition altitude, FL110 will not be
available for cruising when the Area QNH is less than 1013.2 HPa. With a progressive
decrease in the value of the Area QNH, FL115 and FL120 will not be available when
the Area QNH is below 997 HPa and 980HPa respectively. At the oceanic limits of
Australian FIRs, a pilot may fly a level different from those set out in the tables of
cruising levels due to area QNH conflicting with the standard pressure setting.
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Civil Aviation Safety Authority Australia
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GENERAL
SECTION
ALTIMETER SETTING PROCEDURES
TRANSITION LAYER
10000
8000
6000
4000
2000
FL125 NOT AVAILABLE WHEN AREA QNH IS BELOW 963 HPA
FL12O NOT AVAILABLE WHEN AREA QNH IS BELOW 980 HPA
FL115 NOT AVAILABLE WHEN AREA QNH IS BELOW 997 HPA
FL110 NOT AVAILABLE WHEN AREA QNH IS BELOW 1013 HPA
ALTIMETRY
FL110
ALTITUDE
LEVEL
Set 1013.2
Set Local QNH or, if not available, Area QNH
Set Local QNH (if available)
Set Area QNH just prior to top of climb
ALTITUDES - All operations on QNH or Area QNH
Set Local QNH if known, otherwise aerodrome elevation
MSL
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Civil Aviation Safety Authority Australia
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09/2001
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DIAGRAM
SECTION
ALTIMETER SETTING PROCEDURES
RULES OF THE AIR
INTERPRETATION (CAR 160) (OVERTAKING AIRCRAFT)
In this Division, an “overtaking aircraft” means an aircraft that approaches another
aircraft from the rear on a line forming an angle of less than 70° with the plane of
symmetry of the latter, that is to say, an aircraft that is in such a position with
reference to another aircraft that at night it would be unable to see either of the
forward navigation lights of the other aircraft.
RIGHT OF WAY (CAR 161)
• An aircraft that is required by the rules in this Division to keep out of the way of
another aircraft shall avoid passing over or under the other, or crossing ahead of it,
unless passing well clear.
• An aircraft that has the right of way shall maintain its heading and speed, but
nothing in the rules in this Division shall relieve the pilot in command of an aircraft
from the responsibility of taking such action as will best avert collision.
70
o
70
o
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
RIGHT OF WAY
SECTION
RULES OF THE AIR
RULES FOR PREVENTION OF COLLISION (CAR 162)
• When 2 aircraft are on converging headings at approximately the same height,
the aircraft that has the other on its right shall give way, except that:
A. power-driven heavier-than-air aircraft shall give way to airships, gliders
and balloons;
B. airships shall give way to gliders and balloons;
C. gliders shall give way to balloons; and
D. power-driven aircraft shall give way to aircraft that are seen to be towing
other aircraft or objects.
• When two aircraft are approaching head-on or approximately so and there
is danger of collision, each shall alter its heading to the right.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
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RIGHT OF WAY
SECTION
RULES OF THE AIR
• An aircraft that is being overtaken has the right-of-way and the overtaking aircraft,
whether climbing, descending, or in horizontal flight, shall keep out of the way of
the other aircraft by altering its heading to the right, and no subsequent change in
the relative positions of the two aircraft shall absolve the overtaking aircraft from this
obligation until it is entirely past and clear.
• An overtaking aircraft shall not pass the aircraft that it is overtaking by diving or
climbing.
• An aircraft in flight, or operating on the ground or water, shall give way to
other aircraft landing or on final approach to land.
• When two or more heavier-than-air aircraft are approaching an aerodrome for the
purpose of landing, aircraft at the greater height shall give way to aircraft at the
lesser height, but the latter shall not take advantage of this rule to cut-in in front of
another that is on final approach to land, or overtake that aircraft.
• Notwithstanding anything contained in the paragraph above, power-driven heavierthan-air aircraft shall give way to gliders.
• An aircraft that is about to take-off shall not attempt to do so until there is no
apparent risk of collision with other aircraft.
• An aircraft that is aware that another aircraft is compelled to land shall give way
to that aircraft.
TAXI WAY
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
RIGHT OF WAY
SECTION
RULES OF THE AIR
RESPONSIBILITY OF FLIGHT CREW TO SEE AND AVOID AIRCRAFT
(CAR 163A)
When weather conditions permit, the flight crew of an aircraft must, regardless of
whether an operation is conducted under the Instrument Flight Rules or the Visual
Flight Rules maintain vigilance so as to see and avoid other aircraft.
CRUISING LEVEL TO BE APPROPRIATE TO MAGNETIC TRACK (CAR173)
• When a V.F.R. flight is conducted at a height of 5,000 feet or more above mean
sea level, the pilot in command must, subject to any contrary air traffic control
instructions, ensure that the cruising level of the aircraft is appropriate to its
magnetic track.
• When a V.F.R. flight is conducted at a height less than 5,000 feet above mean sea
level, the pilot in command must, subject to any contrary air traffic control
instructions, ensure that the cruising level of the aircraft is, whenever practicable,
appropriate to its magnetic track.
A. CASA must notify in AIP or NOTAMS the cruising levels appropriate to an
aircraft’s magnetic track.
B. Unless CASA otherwise approves, a V.F.R. flight shall not be conducted at
a height above flight level 200.
LOOK OUT
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
SEE AND AVOID
SECTION
RULES OF THE AIR
DETERMINATION OF VISIBILITY FOR VFR (CAR 174)
• Flight visibility shall be determined by the pilot in command from the cockpit of the
aircraft while in flight.
• Subject to CAR 257, the pilot in command of an aircraft operating under the Visual
Flight Rules is responsible for determining the visibility for the take-off and landing of
the aircraft.
• In determining visibility for the purposes of this regulation, the pilot in command
shall take into account the meteorological conditions, sunglare and any other
condition that may limit his or her effective vision through his or her windscreen.
2500
4500
6500
8500
3500
5500
7500
9500
1500
EVEN1000s+
500
ODD1000s+
500
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
CRUISING LEVEL
SECTION
RULES OF THE AIR
EQUIPMENT OF AIRCRAFT FOR VFR (CAR 174A)
CASA may issue instructions specifying:
• the radio communication systems; or
• the radio navigation systems; or
• the secondary surveillance radar transponder equipment; that must be carried on,
or installed in, an aircraft before it undertakes a V.F.R. flight.
DAY VFR
Except as set out below, an aircraft must not be flown under the V.F.R. unless it
is equipped with:
• suitable flight instruments as directed by CASA; and
• the equipment specified in instructions issued under subregulation (1) in relation to
the aircraft.
NIGHT VFR
Except as set out below, an aircraft shall not be flown under the V.F.R. by night unless,
in addition to the equipment referred to in subregulation (1A), it is equipped with:
• a landing light;
• illumination for all instruments and equipment used by the flight crew, being
instruments and equipment that are essential for the safe operation of the aircraft;
• lights in all passenger compartments;
• an electric torch for each crew member; and
• such other equipment as CASA directs in the interests of safety.
In respect of an aircraft that is not equipped as above, CASA may give
permission, subject to such conditions (if any) as are specified in the permission,
for the aircraft to be flown under the V.F.R by day or by night.
INSTRUMENTATION FOR FLIGHT UNDER VISUAL FLIGHT RULES
(CAO 20.18)
An aircraft, other than a helicopter, engaged in private, aerial work or charter
operations, except an aeroplane having a maximum take-off weight greater than 5700
kg engaged in charter operations, shall not be operated under the Visual Flight Rules
unless it is equipped with the instruments specified in Appendix I (page 78) to this
section and any other instruments and indicators specified in the aircraft flight manual.
A helicopter operating under the Visual Flight Rules shall be equipped with the
instruments specified in Appendix VI (page 290) to this section and any other
instruments and indicators specified in the helicopter flight manual.
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Civil Aviation Safety Authority Australia
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09/2001
1
AIRCRAFT EQUIPMENT
SECTION
RULES OF THE AIR
SERVICEABILITY (CAO 20.18)
All instruments and equipment fitted to an aircraft shall be serviceable prior to take-off
unless:
• flight with unserviceable instruments or equipment has been approved by the
Secretary, subject to such conditions as he specifies; or
• the unserviceability is permitted under the provisions of a permissible unserviceability
schedule; or
• in the case of private, aerial work or charter aircraft engaged in operations under
the Visual Flight Rules, the unserviceable instruments or equipment are not
instruments or equipment required by Appendix 1 (below) .
• Where flight is conducted with unserviceable instruments or equipment under the
provisions of paragraph 10.1 of CAO 20.18 (Approved by the Secretary; permitted
under unservicability schedule; or not instruments outlined in Appendix 1 - below),
the unserviceable instruments or equipment shall be prominently placarded
‘UNSERVICEABLE’ or removed from the aircraft.
Note: Where an instrument or piece of equipment performs more than one function,
it is permissible to placard as unserviceable only the function(s) which are
unserviceable.
A charter, aerial work or private operator may elect to have a permissible
unserviceability schedule. In the case of charter or aerial work operators,
the permissible unserviceability schedule shall be incorporated in the operator’s
operations manual.
APPENDIX I - INSTRUMENTS REQUIRED FOR FLIGHT UNDER
VISUAL FLIGHT RULES (CAO 20.18)
The flight and navigational instruments required for flights under the Visual Flight
Rules are:
• an airspeed indicating system;
• an altimeter, with a readily adjustable pressure datum setting scale graduated in
millibars;
• a direct reading magnetic compass; or
- a remote indicating compass and a standby direct reading magnetic compass; and
• an accurate timepiece indicating the time in hours, minutes and seconds.
This may be carried on the person of the pilot or navigator.
In addition to the instruments required under paragraph 1, aircraft, other than
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AIRCRAFT EQUIPMENT
SECTION
RULES OF THE AIR
helicopters, engaged in charter or aerial work operations and operating under the
Visual Flight Rules, shall be equipped with:
• a turn and slip indicator; (agricultural aeroplanes may be equipped with a slip
indicator only) and
• an outside air temperature indicator when operating from an aerodrome at which
ambient air temperature is not available from ground-based instruments.
NAVIGATION OF AIRCRAFT ON VFR FLIGHT (CAR 174D)
1. CASA may issue instructions in relation to V.F.R. flights specifying:
A. the method by which an aircraft is to be navigated; or
B. how a positive position fix for an aircraft is to be obtained; or
C. how often a positive position fix is to be obtained.
2. Subject to paragraph (3), an aircraft must not be flown under the V.F.R. unless it is
equipped:
A. for navigation; and
B. to obtain positive position fixes;
in accordance with instructions issued under paragraph (1)
3. CASA may give permission, subject to the conditions specified in the permission,
for an aircraft to be flown under the V.F.R if the aircraft is not equipped as required
under paragraph (2).
FLIGHTS UNDER THE VFR - AIP ENR 1.1-25 (para 17.2)
The following apply in respect of flight under the VFR:
A. The pilot in command must navigate the aircraft by visual reference to the ground
or water, or by using any of the methods specified in ENR 1.12-25 para 17.1.1
(IFR), except that when operating at or below 2,000FT above the ground or water,
the pilot in command must be able to navigate by visual reference to the ground or
water.
B. When navigating by visual reference to the ground or water, the pilot in command
must positively fix the aircraft’s position by visual reference to features shown on
topographical charts at intervals not exceeding 30 minutes. When flying over the
sea, visual reference features may include rocks and reefs and fixed man-made
objects which are marked on suitable charts and are readily identifiable from the air.
Note: Flight above more than 4/8 of cloud, or over featureless land areas,
or over the sea, may preclude visual position fixing at the required
intervals and may therefore make visual navigation impracticable.
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Civil Aviation Safety Authority Australia
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09/2001
1
VFR NAVIGATION
SECTION
RULES OF THE AIR
C. When navigating by visual reference in controlled airspace the pilot must notify
ATC if the aircraft’s track diverges by more than one (1) nautical mile from the track
approved by ATC, or, if navigating by reference to radio navigation aids, by more
than the tolerances given in AIP ENR 1.1-28 para17.4.7.
D. VFR flight on top of more than 4/8 cloud is available provided that:
• VMC can be maintained during the entire flight, including climb,
cruise and descent.
• For VFR flight on top, the visual position fixing requirements of section (B) or the
other navigational requirements of AIP ENR 1.1-25 para 17.1 must be met
• Prior to conducting a VFR flight on top of more than 4/8 cloud, the pilot in
command must ensure that current forecasts and observations (including those
available in flight observations) indicate that conditions in the area of, and during
the period of, the planned descent below the cloud layer will permit the descent to
be conducted in VMC.
• The position at which descent below cloud is planned to occur must be such as to
enable continuation of the flight to the destination and, if required, an alternate
aerodrome in VMC (see Notes 1 and 3 - below).
• When navigating by reference to radio navigation systems, the pilot in command
must obtain positive radio fixes at the intervals and by the methods prescribed in AIP
ENR paras 17.1 and 17.4.6.
• The pilot in command of a VFR flight wishing to navigate by means of radio
navigation systems or any other means must indicate in the flight notification only
those radio navigation aids with which the aircraft is equipped and the pilot is
qualified to use (see Note 2)
• VFR aeroplanes operating above FL200 must be equipped with an altimeter
calibrated to IFR standards.
Note 1: A pilot must not undertake a VFR flight on top of more than 4/8 cloud unless
the aircraft is equipped with serviceable flight and navigation instruments as
specified in CAO 20.18 Appendix IV (IFR and Night VFR).
Note 2: “Qualified” means the holder of an instrument rating or NVFR rating which
is endorsed for the particular navigation aid or any private or higher category
pilot who has received in-flight instruction from a qualified instructor in the
use of the radio navigation aid as the sole means of navigation, and who is
competent to navigate by use of the aid.
Note 3: Pilots are warned against initiating VFR-on-top when weather conditions are
marginal. Before committing their flight to operating VFR-on-top they should
be confident that meteorological information used is reliable and current, and
clearly indicates that the entire flight will be able to be conducted in VMC.
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
VFR NAVIGATION
SECTION
RULES OF THE AIR
TIME
During flight pilots must maintain a time reference accurate to within +/- 30 seconds.
TRACK KEEPING (ENR 1.1-30)
Tolerances are applied to tracks to assess containment areas for the purposes of
ensuring navigational integrity, separation from other aircraft, terrain and obstacle
clearance and avoidance of specified airspace. Although allowing for the errors
inherent in the navigation systems used, these tolerances are based on the assumption
that the pilot will maintain track as closely as possible.
The pilot in command must, at all times, take positive action to regain track as soon as
a deviation from the correct track is recognised.
OPERATING NEAR OTHER AIRCRAFT (CAR 163)
• An aircraft must not be flown so close to another aircraft as to create a collision
hazard.
• An aircraft must not be operated on the ground in such a manner as to create
hazard to itself or to another aircraft.
FORMATION FLYING (CAR 163AA)
1. Aircraft must not be flown in formation unless:
A. each of the pilots in command is qualified to fly in formation; and
B. the formation is pre-arranged between the pilots in command; and
C. the formation flight is conducted either:
• under the Visual Flight Rules by day; or
• under an approval given by CASA.
2. Unless otherwise approved by CASA, a pilot in command is qualified for the
purposes of paragraph (1) (A) only if:
A. the pilot has been certified by the holder of a flight instructor rating as
being competent to fly in formation, being a rating that is appropriate to
the category of aircraft to be flown in the formation; and
B.the certification is entered in the pilot’s log book.
3. For the purposes of this regulation, two or more aircraft are flown in formation if:
A. they are flown in close proximity to each other; and
B. they operate as a single aircraft with regard to navigation, position
reporting and control.
4. In determining whether aircraft are in close proximity to each other, regard is to
be had to the type of aircraft in the formation and the speed of those aircraft.
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Civil Aviation Safety Authority Australia
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TIME
SECTION
RULES OF THE AIR
• In spite of subregulation (3), aircraft are to be taken to be in formation:
A. during any period when they are manoeuvring to achieve separation from
each other in order to effect individual control; and
B. during join-up and breakaway.
OPERATIONS ON AND IN THE VICINITY OF AERODROMES
RESPONSIBILITY FOR COMPLIANCE WITH RULES OF THIS DIVISION
(CAR 164)
When operating an aircraft on or in the vicinity of an aerodrome the pilot in command
shall be responsible for compliance by the aircraft with the rules contained in this
Division.
OPERATION ON AND IN THE VICINITY OF AN AERODROME (CAR 166)
• The pilot in command of an aircraft which is being operated on or in the vicinity of
an aerodrome shall:
A. observe other aerodrome traffic for the purpose of avoiding collision;
B. conform with or avoid the pattern of traffic formed by other aircraft in
operation;
C. when approaching an aerodrome, other than a controlled aerodrome,
for the purpose of landing, join the pattern of traffic in use for the
landing direction in the up-wind, cross-wind or down-wind leg, as the
case may be;
D. make all turns to the left when approaching for a landing or after takingoff, unless:
- CASA has directed otherwise for a particular aerodrome; or
- Air Traffic Control directs otherwise, either by radio, visual signal
or signals displayed in the signal square;
E. land and take-off, in so far as practicable, into the wind unless Air Traffic
Control directs otherwise;
F. before landing, descend in a straight line commencing at such a distance
from the perimeter of an aerodrome as is common to the ordinary course
of navigation for the aircraft type concerned, the commencement of that
straight line not being nearer the perimeter of an aerodrome than 500
metres; and
G. after take-off, not alter heading from the take-off heading at a height
less than 500 feet above the terrain unless Air Traffic Control directs the
alteration or unless the alteration is necessary due to the terrain.
• The provisions of paragraph (C) do not apply to an aircraft conducting an instrument
approach in I.M.C. if the instrument approach procedure requires the aircraft to join
the pattern of traffic at any other point.
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AERODROMES
SECTION
RULES OF THE AIR
• The pilot in command of an aircraft that is being operated on or in the vicinity of an
aerodrome shall not take the aircraft off from, or land the aircraft on, a part of the
aerodrome outside the landing area of the aerodrome.
PROCEDURE AT CONTROLLED AERODROMES (CAR 167)
Where aerodrome control is in operation at an aerodrome, the pilot in command of an
aircraft forming part of the aerodrome traffic shall:
• maintain a continuous listening watch on the radio frequency authorised for
communications with aerodrome control service, or, if this is not possible, keep a
watch for instructions which may be issued by visual signals; and
• obtain, either by radio or visual signals, prior authorisation for any manoeuvre
preparatory to or associated with taxi-ing, landing or taking-off.
AERODROMES AT WHICH THE OPERATION OF AIRCRAFT IS NOT
RESTRICTED TO RUNWAYS
The rules to be followed by aircraft operation at such aerodromes can be found in
CAR 168
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
AERODROMES
SECTION
RULES OF THE AIR
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
LIGHT SIGNALS
SECTION
RULES OF THE AIR
LIGHT SIGNALS
ON GROUND IN FLIGHT
Authorised to TAKE-OFF
if pilot is satisfied that
no collision risk exists
Authorised to LAND
if pilot is satisfied that
no collision risk exists
RETURN for landing
GIVE WAY
to other aircraft
CONTINUE CIRCLING
DO NOT LAND
Aerodrome unsafe
Authorised to TAXI if
pilot is satisfied that
no collision risk exists
Return to starting
point on aerodrome
TAXI CLEAR OF
LANDING AREA in use
STOP
SYMBOLS NEAR WIND DIRECTION INDICATOR
AERODROME
UNSERVICEABLE
GLIDING
OPERATIONS
IN PROGRESS
OPERATIONS ARE CONFINED
TO HARD SURFACE
RUNWAYS, APRONS AND
TAXIWAYS ONLY
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
GROUND SIGNALS
SECTION
AERODROME MARKINGS
BOUNDARY MARKERS
UNSERVICEABLE MARKER
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
T - VASIS
SECTION
AERODROME MARKINGS
WHITE RED
VERY HIGH
T - VASIS
HIGH
SLIGHTLY HIGH
ON GLIDE SLOPE
VERY LOW
LOW
SLIGHTLY LOW
87
TOO HIGH (MORE THAN 3.5°)
WHITE
PAPI
RED
SLIGHTLY HIGH (MORE THAN 3.3°)
ON CORRECT APPROACH PATH (3°)
SLIGHTLY LOW (APPROX. 2.7°) TOO LOW (LESS THAN 2.5°)
Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
PAPI
SECTION
AERODROME MARKINGS
88
PIANO KEY AND RUNWAY
DESIGNATION NUMBER
MARKINGS OBLITERATED
COMMENCEMENT OF TODA
COMMENCEMENT OF LDA
TEMPORARILY RELOCATED
RUNWAY DESIGNATION
MARKING (WHITE)
TEMPORARILY DISPLACED
TRESHOLD MARKING (WHITE)
60M
CLEAR APPROACH SURFACE
ARROWS LEADING
TO DISPLACED
THRESHOLD (WHITE)
MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO
OBSTACLE INFRINGEMENT OF THE APPROACH PATH FOR A PERIOD
IN EXCESS OF 30 DAYS
NSERVICEABILITY
ARKERS
PIANO KEY, RUNWAY
DESIGNATION NUMBER
AND PORTION OF
RUNWAY EDGE MARKING
OBLITERATED
WORKS LIMIT
MARKERS
(ORANGE)
UNSERVICEABILITY MARKERS
(RED AND WHITE)
TEMPORARILY DISPLACED
THRESHOLD MARKERS
(WHITE)
TEMPORARILY RELOCATED
RUNWAY DESIGNATION
MARKING (WHITE)
COMMENCEMENT OF LDA
COMMENCEMENT OF TODA
WORKS AREA
ARROWS LEADING TO
DISPLACED THRESHOLD
(WHITE)
MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO
WORKS ON THE RUNWAY FOR A PERIODS IN EXCESS OF 30 DAYS
Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
DISPLACED THRESHOLD
SECTION
AERODROME MARKINGS
89
COMMENCEMENT OF TODA
COMMENCEMENT OF LDA
NOTE: WHERE RUNWAY
IS NOT USED FOR RPT
SERVICES ONLY ONE VEE
NEED BE PROVIDED ON
EACH SIDE OF THE RUNWAY
TEMPORARILY DISPLACED
TRESHOLD MARKING (WHITE)
60M
CLEAR APPROACH SURFACE
MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO
OBSTACLE INFRINGEMENT OF APPROACH SURFACE FOR A PERIOD
OF 30 DAYS OR LESS
WORKS AREA
COMMENCEMENT OF TODA
COMMENCEMENT OF LDA
UNSERVICEABILITY
MARKERS
MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO
WORKS ON THE RUNWAY FOR A PERIOD OF 30 DAYS OR LESS
WORKS LIMIT
MARKERS
(ORANGE)
UNSERVICEABILITY MARKERS
(RED AND WHITE)
TEMPORARILY DISPLACED
THRESHOLD MARKERS
(WHITE)
Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
DISPLACED THRESHOLD
SECTION
AERODROME MARKINGS
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Civil Aviation Safety Authority Australia
GENERAL
09/2001
1
SECTION
NOTES
页:
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