VFR Flight Guide OPERATIONS
VISUAL FLIGHT RULES (VFR)VFR flight may only be conducted:
• in VMC; (see pages 188-194)
• provided that, when operating at or below 2,000FT above the ground or water,
the pilot is able to navigate by visual reference to the ground or water;
• at sub-sonic speeds; and
• in accordance with the speed restrictions identified in AIP ENR 1.1 Section 91.
(see page 184)
Unless the pilot in command holds a command instrument rating or night VFR
(NGT VFR) rating and the aircraft is appropriately equipped for flight at night,
a VFR flight must not depart from an aerodrome:
• before first light or after last light ( see page 107); and
• unless the ETA for the destination (or alternate) is at least 10 minutes before last light
after allowing for any required holding.
If the pilot in command only holds a NGT VFR agricultural rating, a NGT VFR flight
must not be conducted in controlled airspace. NGT VFR flight is restricted to CHTR,
AWK and PVT operations in aeroplanes not exceeding 5,700KG maximum take-off
weight, helicopters, airships and balloons. Passenger carrying CHTR flights in singleengine aircraft are not permitted to operate under VFR at night.
SPECIAL VFR
By day, when VMC does not exist, the ATC unit responsible for a CTR may issue,
at pilot request, a Special VFR clearance for flight in the CTR, or in a CTA next to the
CTR for the purpose of entering or leaving the CTR, provided:
• the Special VFR flight will not unduly delay an IFR flight;
• the flight can be conducted clear of cloud;
• the visibility is not less than 800M for helicopters or 3,000M for aeroplanes;
or for balloons, not less than 100M below 500FT AGL and 3,000M at and above
500FT AGL.
• a helicopter will be operated at such a speed that the pilot has adequate opportunity
to observe any obstructions or other traffic in sufficient time to avoid collisions; and
• the flight can be conducted in accordance with the requirements of CAR 157 with
regard to low flying. ( see page 25 )
• Special VFR is not permitted in a Class E airspace.
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VISUAL FLIGHT RULES
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GENERAL INFORMATION
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VMC
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TAKE-OFF, EN-ROUTE AND LANDING
188
VISUAL METEOROLOGICAL CONDITIONS (VMC) –
TAKE-OFF, EN ROUTE, AND LANDING
Controlled Airspace – Class C
Type of Aircraft Height Minimum Minimum Distance Additional
Flight from Cloud Conditions
Visibility Horizontal/Vertical
Aeroplanes At or Above 8,000 M 1,500M Horizontal
Helicopters 10,000FT 1,000FT Vertical
and Balloons AMSL
Below 5,000M ATC may
10,000FT permit
AMSL operations in
weather
conditions
that do not
meet this
criteria
(Special VFR)
CONTROLLED AIRSPACE CLASS C
10 000FT (AMSL)
Visibility 5000M
Visibility 8000M
1500
metres
1500
metres
1000FT
1000FT
1000FT
1000FT
Controlled Airspace – Class D
Type of Aircraft Height Minimum Minimum Distance Additional
Flight from Cloud Conditions
Visibility Horizontal/Vertical
Aeroplanes Within 5,000M 1,500M horizontal ATC may
Helicopters Class D 1,000FT vertical permit
and Balloons CTR and CTA operations in
weather
conditions
that
do not meet
these criteria
(Special VFR)
CONTROLLED AIRSPACE CLASS D
1500
metres
Visibility 5000M
Visibility 5000M
1500
metres
1000FT
1000FT
1000FT
1000FT
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VMC
SECTION
TAKE-OFF, EN-ROUTE AND LANDING
Controlled Airspace – Class E
Type of Aircraft Height Minimum Minimum Distance Additional
Flight from Cloud Conditions
Visibility Horizontal/Vertical
Aeroplanes At or above 8,000M 1,500M horizontal
Helicopters 10,000FT 1,000FT vertical
and Balloons AMSL
Aeroplanes Below 5,000M
Helicopters 10,000FT
and Balloons AMSL
10 000FT (AMSL)
8 500FT (AMSL)
CONTROLLED AIRSPACE CLASS E
Visibility 5000M
Visibility 8000M
1500
metres
1500
metres
1000FT
1000FT
1000FT
1000FT
12 500FT (AMSL)
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VMC
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TAKE-OFF, EN-ROUTE AND LANDING
GAAP Control Zones
Type of Aircraft Height Minimum Minimum Distance Additional
Flight from Cloud Conditions
Visibility Horizontal/Vertical
Aeroplanes Within 5,000M Clear of Cloud ATC may
Helicopters GAAP permit
and Balloons CTR operations in
weather
conditions
that do not
meet this
criteria
(Special VFR)
Visibility 5000M
GAAP CONTROL ZONES
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VMC
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TAKE-OFF, EN-ROUTE AND LANDING
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Civil Aviation Safety Authority Australia
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VMC
SECTION
TAKE-OFF, EN-ROUTE AND LANDING
Non-Controlled Airspace – Class G
Type of Height Minimum Minimum Distance Additional
Aircraft Flight from Cloud Conditions
Visibility Horizontal/Vertical
Aeroplanes At or above 8,000M 1,500M horizontal
10,000FT 1,000FT vertical
AMSL
Below 5,000M 1,500M horizontal
10,000FT 1,000FT vertical
AMSL
At or Below 5,000M Clear of cloud and Carriage and use of radio
3,000FT in sight of ground is required when
AMSL or or water operating to these
1,000FT conditions for
AGL communications on the
whichever MBZ frequency or the
is the CTAF when within the
higher prescribed distance of an
aerodrome, or on the
area VHF whilst En Route
Helicopters As for aeroplanes except:
Below 800M Clear of Cloud See note below
700Ft
above
ground or
water
Additional Conditions
Note: This exception is only applicable if the helicopter is operated;
a. by day;
b. at such a speed that the pilot in command has an adequate opportunity to observe any
obstructions or other air traffic in sufficient time to avoid a collision; and
c. if less than10NM from an aerodrome for which an instrument approach has been
approved –
in the following circumstances:
1.the flight is conducted in accordance with the requirements relating to reporting,
broadcast and maintaining a listening watch as set out in AIP ; and
2.maintain a separation of at least 500FT vertically from any aircraft that is less
than 10NM from the aerodrome and conducting an IFR operation.
10 000' (AMSL)
3 000FT (AMSL)
1 000FT (AGL)
10 000FT (AMSL)
NON-CONTROLLED AIRSPACE CLASS G
Visibility 8000M
Visibility 5000M
Clear of cloud
Visibility 5000M
Clear of cloud
5KM VIS
1500
metres
1500
metres
1000FT
1000FT
1000FT
1000FT
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VMC
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TAKE-OFF, EN-ROUTE AND LANDING
Non-Controlled Airspace – Balloons
Type of Aircraft Height Minimum Minimum Distance from Cloud
Flight Horizontal/Vertical
Visibility
Balloons As for aeroplanes, and, in addition:
Below 5,000M Clear of Cloud
1,500FT
AGL
Additional Conditions
No vertical clearance from cloud below the balloon is required if the top of the cloud is at
or below 500FT above ground or water and the balloon is at least 10 NM from an
aerodrome for which an instrument approach is prescribed.
Balloons Below 100M Not Applicable
500FT
AGL
Additional Conditions
By day only, provided the balloon is at least 10 NM from an aerodrome for which an
instrument approach is prescribed.
Aerodrome with instrument approach procedure
1500FT
above
ground
NON-CONTROLLED AIRSPACE - BALLOONS
Visibility 5000M
500FT AGL
Visibility 100M
10 miles
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VMC
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TAKE-OFF, EN-ROUTE AND LANDING
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AIRCRAFT BEACON TRANSPONDER
OPERATION OF TRANSPONDERS
Except as indicated below, ATS will assign a temporary discrete code for each flight for
aircraft operating in controlled airspace, and for aircraft participating in Radar Information
Services (RIS)
Unless otherwise advised by ATC or in accordance with GAAP procedures, pilots of Mode
3A transponder-equipped aircraft operating in Australian airspace must activate their
transponders,
and where a Mode 3C capability is also available it must be activated simultaneously with
Mode 3A.
Pilots must ensure that transponders are activated and that altitude function
is selected as:
• primary radar coverage only exists within 50NM of major airports and the remainder of
the radar surveillance system relies on transponder information; and
• Traffic Collision Avoidance System (TCAS) relies on transponder information for its pilot
alerting and collision avoidance functions.
When operating in Australian airspace, or on reaching the Australian FIR boundary
if inbound to Australia, pilots of Mode 3A transponder-equipped aircraft must
select and
use Mode 3A SSR codes in accordance with the following criteria:
• Civil flights in controlled airspace - the assigned temporary discrete code,
otherwise 3000.
• Civil flights OCTA participating in RIS - the assigned temporary discrete code.
• Civil IFR flights OCTA not participating in RIS - 2000.
• Civil VFR flights OCTA not participating in RIS – 1200.
• Civil flights not involved in special operations or SAR operating OCTA in excess
of 15NM offshore – 4000
• Civil flights engaged in littoral (coastal) surveillance - 7615.
Pilots of flights which will require a RIS and/or a clearance into controlled airspace, and for
which
a discrete code has already been coordinated, must select that code
and “ALT” immediately prior to making their RIS /clearance request.
A pilot must not operate the special identification function "IDENT" (SPI) unless requested
by ATC.
A pilot departing from a radar controlled aerodrome must leave the transponder selected to
STANDBY until entering the departure runway, and on arrival select STANDBY or OFF as
soon as practicable after landing.
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SECTION
GENERAL INFORMATION
ATC RADAR SERVICES
When operating in, or in the vicinity of a GAAP control zone
a transponder should be selected to:
• STANDBY - for flights wholly within a GAAP CTR,
• ALT - prior to take-off departing a GAAP CTR, or
• ALT - when operating in GAAP lanes of entry.
Pilots must select the transponder to STANDBY before effecting an SSR code change
and returning the transponder to ON/ALT.
Note: This action is required to prevent possible loss of diplayed aircraft position/label
information and possible misidentification of aircraft in automated Australian ATC
systems due to temporary selection (while effecting the change) of a code already in
use.
When acknowledging code setting instructions or changes to settings,
the pilot must read back the code to be set.
TRANSPONDER EMERGENCY CODES
The pilot of an aircraft encountering an emergency in flight, other than loss of twoway communications, should select code 7700 unless he/she has specific reason to
believe that maintaining the assigned code would be the better course of action.
The pilot of an aircraft losing two-way communications must
set the transponder to code 7600. (See page 336)
T
S
E
T
T
L
A
N
O
Y
B
T
S
F
F
O
IDENT
7 6 0 0
COMM FAILURE
T
S
E
T
T
L
A
N
O
Y
B
T
S
F
F
O
IDENT
7 7 0 0
EMERGENCY
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SECTION
GENERAL INFORMATION
ATC RADAR SERVICES
A radar controller observing a 7600 code shall request the pilot to operate the
identification (SPI function). If the identification signal is received, further control of the
aircraft will be continued using the identification transmission to acknowledge receipt
of instructions issued.
If the identification is not received, the aircraft must continue with the transponder on
code 7600 and follow radio failure procedures. (See page 336)
RADIO COMMUNICATIONS PROCEDURES
Pilots requesting radar services should address their request to the ATS unit with which
they are communicating.
Where an Area Approach Control Centre (AACC) is not established, the pilot will be
advised the time or place to transfer to radar.
Where an AACC is established, procedural and radar control may be provided on a
common frequency. The callsign identifies the service being provided -
eg. …CENTRE, …APPROACH,.. DEPARTURES
IDENTIFICATION PROCEDURES
Before exercising radar control there will be positive identification of the aircraft
concerned. However, radar services will not be provided until after the aircraft is within
controlled airspace.
RADAR VECTORING PROCEDURES
On receipt of radar heading instructions the pilot must, unless otherwise instructed,
immediately commence a rate 1 turn, or the standard rate of turn for the aircraft type,
and then maintain the heading given.
Aircraft will normally be vectored on route along which the pilot can monitor
navigation.
When an aircraft is given a vector which will take it off an established route,
the pilot will be advised of the reason for the vector, unless it is self evident.
When an aircraft reports unreliable directional instruments, the pilot will be requested,
prior to the issuance of manoeuvring instructions, to make all turns
at an agreed rate and to carry out the instructions immediately on receipt.
When aircraft are radar vectored, the controller will assign altitudes which allow for
terrain clearance. However, in VMC by day, an aircraft may be permitted to arrange its
own terrain clearance. In such instances the aircraft will be instructed to CLIMB (or
DESCEND) TO) (level) VISUAL.
Pilots being radar vectored will be routinely advised of their position to enable pilot
navigation in the event of radio or radar failure.
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GENERAL INFORMATION
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ATC RADAR SERVICES
The interval between ATC transmissions will be kept short to enable the pilot to
quickly recognise a communication failure. When aircraft are on headings that could
infringe terrain clearance or separation standards, the intervals between transmissions
will not exceed 30 seconds.
Before take-off, ATC may indicate a requirement for a departing aircraft to assume
a heading after take-off, followed by frequency change instructions if appropriate.
Radar headings, other than those assigned for a Standard Radar Departure (SRD),
will only be issued for a visual departure by day in VMC.
Arriving aircraft may be radar vectored to:
• establish for a radar or pilot-interpreted approach;
• a position from which a visual approach can be made;
• avoid areas of hazardous weather or severe turbulence;
• expedite traffic flow or conform to noise abatement requirements.
HOLDING
A pilot in command cleared to a point for which there is an approved holding pattern
must hold that pattern until further cleared. Where a delay of more than five minutes
is expected, ATC will advise:
• in a radar environment, an expected landing time; and
• in a procedural environment, an expected approach time.
A pilot in command required to hold in an approach sequence must advise ATC of the
latest divert time, when operationally necessary.
When an aircraft is holding because airspace is closed or weather conditions are worse
that the prescribed landing minima, ATC will nominate scheduled reporting times.
These times will normally be at 15 minute intervals.
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GENERAL INFORMATION
ATC RADAR SERVICES
NON-CONTROLLED AIRSPACE
FLIGHT INFORMATION AREAS
Non-controlled airspace in Australia is classified as Class G airspace.
Outside controlled airspace certain airspaces facilitate the provision of a Flight
Information Services (FIS). These airspaces are designated as Flight Information Areas
(FIAs) which are airspaces within which flight information and SAR alerting services
are provided by an ATS unit.
Interpilot Air-toAir Communication
In accordance with regional agreements, 123.45MHZ is designated as the air-to-air VHF
communications channel. Use of this channel will enable aircraft engaged in flights
over remote and oceanic areass out of range of VHFground stations to exchange
necessary operational information and to facilitate the resolution of operational
problems.
AERODROME FREQUENCY RESPONSE UNIT
To assist pilots’ awareness of inadvertent section of an incorrect VHF frequency when
operating into non-controlled aerodromes, a device known as an Aerodrome Frequency
Response Unit (AFRU) may be installed. An AFRU will provide an automatic response
when pilots transmit on the traffic frequency for the aerodrome at which it is installed.
The features of the AFRU are as follows:
a. When the aerodrome traffic frequency has not been used for the past five minutes,
the next transmissions over two (2) seconds long will cause a voice identification to be
tranmitted in response, eg, “GOULBURN CTAF”.
b. When the aerodrome traffic frequency has been used within the previous five (5)
minutes, a 300 millisecond tone will be generated after each transission over two (2)
seconds long.
A series of three (3) microphone clicks within a period of five (5) seconds will also
cause the AFRU to transmit a voice identification for the particular aerodrome.
In the event that the transmitter in the AFRU becomes jammed for a period of greater
than one minute, the unit will automatically shut down.
The operation of the AFRU provides additional safety enhancements by confirming the
operation of the aircraft’s transmitter and receiver, the volume setting, and that the
pilot has selected the correct frequency for use at that aerodrome.
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AFRY
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NON-CONTROLLED AIRSPACE
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CAGRS
SECTION
GENERAL INFORMATION
CERTIFIED AIR/GROUND RADIO SERVICE
A Certified Air/Ground Radio Service is an aerodrome-based radio information service,
which may operate at non-controlled aerodromes. The service is a safety
enhancement facility which provides pilots with operational information relevant to the
particular MBZ or CTAF area airspace and the aerodrome. The service is operated by
or for the aerodrome operator to published hours, on the MBZ frequency or CTAF
assigned to the particular aerodrome. It is not an Airservices –provided air traffic
service.
The service is not a separation service.
The call-sign of the service is the aerodrome location followed by "Radio"; eg, "Ayers
Rock Radio". The radio operators of the service have been certified to meet a CASA
standard of communication technique and aviation knowledge appropriate to the
service being provided.
When a CA/GRS is operating in an MBZ or CTAF area, pilot procedures are unchanged
from the standard MBZ/CTAF area operating and communication procedures.
The operational information provided by a CA/GRS assists pilots in making informed
operational decisions. Pilots retain authority and responsibility for the acceptance and
use of the information provided.
Aircraft making the normal inbound or taxiing broadcast receive a responding
broadcast from the CA/GRS operator, conveying the following information:
Confirmation of correct MBZ Frequency or CTAF selection.
Current known, relevant traffic in the MBZ or CTAF area and on the manoeuvering
area of the aerodrome. Traffic information may include some or all of the following:
•. the call-sign, aircraft type, position and intention; or
• where circuit flying is in operation, general advice on the number of aircraft in the
circuit, and position in the circuit if relevant.
Note: This information is provided to assist pilots in arranging self-separation.
200
Weather condition and operational information for the aerodrome. The information
which may be advised includes:
1. runway favoured by wind or for noise abatement,
2. wind direction and speed,
3. runway surface conditions,
4. aerodrome QNH,
5. aerodrome surface temperature, and
6. estimated cloud base and visibility
This information will be provided by means of an Automatic Aerodrome Information
Service (AAIS) broadcast on a discrete published frequency (similar to ATIS). Pilots
should monitor the published AAIS frequency before making the taxiing or inbound
broadcast and indicate that the AAIS information has been received when making the
inbound or taxiing broadcast.
Other operational information of a local nature, relevant to the safety of operations at
the aerodrome.
The CA/GRS will provide emergency services call-out if requested by the pilot in an
emergency or, if in the opinion of the operator, a call-out is warranted.
The CA/GRS satisfies the requirement for straight in approaches by commercial
passenger aircraft at non-controlled aerodromes where the provisions or CAO’s 82.3
and 82.5 apply.
The weather information provided by the service is derived from approved measuring
equipment, which meets BoM aeronautical precision standards. QNH provided by a
CA/GRS or AAIS may be used to reduce landing, circling and alternate minima in
accordance with ENR 1.5 para 5.3.1 (QNH Sources)
The CA/GRS operator may act as a representative of an air operator (where formal
agreement with the operator has been established) for the purposes of holding
SARWATCH.
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CAGRS
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GENERAL INFORMATION
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UNICOM
SECTION
GENERAL INFORMATION
UNICOM
UNICOM (Universal Communications) is a non-ATS communications service provided
on the MBZ frequency or CTAF to enhance the value of information normally available
about a non-controlled aerodrome.
The primary purpose of the frequencies used for UNICOM services (MBZ/CTAF) is for pilots
to be able to exchange relevant traffic information. Services available from a Unicom should
be considered as secondary and must not detract from the interchange of traffic
information between pilots.
Persons providing a Unicom service are required to be licensed by the Australian
Communication Authority (ACA). Detailed information regarding the licensing and use of
equipment may be obtained by contacting the ACA in the appropriate State or Territory
capital city.
Stations providing a Unicom service are required to be licensed by the Australian
Communication Authority (ACA). Detailed information regarding the licensing and use of
equipment may be obtained by contacting the ACA in the appropriate State or Territory
capital city.
Participation in Unicom services relates to the exchange of messages concerning:
• fuel requirements;
• estimated times of arrival and departure;
• aerodrome information;
• maintenance and servicing of aircraft including the ordering of parts and materials
urgently required;
• Passenger requirements;
• unscheduled landings to be made by aircraft;
• and general weather reports.
This information is available to all aircraft during the times that Unicom is operating.
Weather reports, other than simple factual statements about the weather, may not be
provided by Unicom operators unless they are properly authorised to make weather
observations under CAR 120.
The Unicom operator is solely responsible for the accuracy of any information passed to an
aircraft, while the use of information obtained from a Unicom is at the discretion of the
pilot in command.
Unicom operators must comply with the requirement of CAR 83 (2).
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OCTA
SECTION
GENERAL INFORMATION
203
OPERATIONS OUTSIDE CONTROLLED AIRSPACE
RADIO TELEPHONY REQUIREMENTS OUTSIDE CONTROLLED AIRSPACE
The callsign of the station of service being called must be included at the beginning
of each exchange on VHF and HF.
All transmissions between aircraft or when broadcasting intentions must be prefixed
with the aircraft callsign.
When requesting operational information on FIS frequencies, the pilot must use the
service callsign “FLIGHTWATCH”.
Use of the collective “All Stations” must precede a broadcast.
To help identify one aerodrome from another when there may be other traffic
operating to or from a nearby aerodrome, the aerodrome name must be included
at the beginning and end of each transmission when entering a MBZ or CTAF
area.
MANDATORY BROADCAST ZONE (MBZ) AND COMMON TRAFFIC
ADVISORY FREQUENCY (CTAF)
The frequencies to MBZ and CTAF are those on which pilots can arrange mutual
separation at non-controlled aerodromes. These frequencies are not normally
monitored by ATS.
MBZ
MBZ procedures apply within 15NM radius of a designated aerodrome, up to and
including 5,000FT AGL, unless otherwise specified. The carriage and use of radio is
mandatory for operations within the prescribed airspace surrounding an aerodrome
designated as an MBZ.
LOOK OUT
15NM
5000FT AGL
MBZ
656
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MBZ/CTAF
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NON-CONTROLLED AERODROMES
CTAF
CTAFs are used within 5NM radius of a designated aerodrome up to and including
3,000FT AGL, unless otherwise specified. At CTAF aerodromes, the carriage and use
of radio is not mandatory, but pilots of radio equipped aircraft are required to make
broadcasts on the CTAF.
In certain instances, the proximity of a number of non-controlled aerodromes, which
are subject to broadcast requirements, may warrant the designation of the combined
airspace surrounding the aerodromes as a single CTAF area.
AIP ENR 1.1 -38 (page 204) specifies the broadcast requirements for non-controlled
aerodromes where MBZ frequencies or CTAF have been prescribed. Frequencies for
MBZ/CTAF at particular aerodromes are shown in ERSA and ERC Low charts.
All aircraft arriving at or departing from an aerodrome within an MBZ, and all radio
equipped aircraft arriving at or departing from an aerodrome within a CTAF area, must
monitor the MBZ frequency or CTAF and make prescribed broadcasts.
All aircraft intending to transit an MBZ and all radio-equipped aircraft intending to
transit a CTAF area must broadcast aircraft type, position, actual level and intentions
before entering the MBZ or CTAF area.
Note: Pilots are reminded of their obligations to see and avoid other aircraft
(CAR 163A)
5NM
3000 FT AGL
CTAF
656
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MBZ/CTAF
SECTION
NON-CONTROLLED AERODROMES
COMMUNICATIONS
A pilot of other than an IFR RPT flight may nominate a SARTIME for departure either
as part of the arrival report or when submitting flight notification by the phrase
“SARTIME FOR DEPARTURE". SAR alerting action will be initiated if a report is not
received by the nominated SARTIME for departure.
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COMMUNICATIONS
SECTION
NON-CONTROLLED AERODROMES
SUMMARY OF REPORTS AND BROADCASTS – VFR AIRCRAFT IN CLASSES E
AND G AIRSPACE
Situation Frequency to Remarks
Taxiing MBZ/CTAF Broadcast
Entering runway for take-off MBZ/CTAF Broadcast
Inbound/Transiting MBZ/CTAF Broadcast
Joining Circuit MBZ/CTAF Broadcast
Before entering ATC Report
Controlled Airspace
Before and on FS Report (if requesting schedules)
Completion of overwater
Stage (see AIP ENR 1.1
Section 73)
Pilot discretion should be used in making other than the mandatory calls to assist other
traffic; eg executing a missed approach, position in the circuit area, leaving or entering
the runway, or a broadcast when about to leave the MBZ or CTAF area.
All aircraft intending to transit an MBZ and all radio-equipped aircraft intending to
transit a CTAF area must broadcast aircraft, position, actual level and intentions before
entering the MBZ or CTAF area.
Note: Pilots are reminded of their obligations to see and avoid all other
aircraft (CAR 163A).
LOOK OUT
TAXIING
All aircraft operating from an aerodrome within a MBZ area and all radio equipped
aircraft operating from an aerodrome with a CTAF area must broadcast on the MBZ
frequency or CTAF on taxiing.
Taxiing reports and broadcasts must include the following information:
• aircraft type;
• location;
• destination or departure quadrant or intention; and
• runway to be used; eg,
“All stations Bundaberg, Cessna 172, Zulu Foxtrot Romeo, Taxiing for Archerfield,
Runway 34”
All aircraft operating from an aerodrome within a MBZ and all radio-equipped aircraft
operating from an aerodrome within a CTAF area must broadcast on the MBZ
frequency or CTAF when entering a runway for take-off.
SELECTION OF CIRCUIT DIRECTION, SEPARATION MINIMA AND
HEIGHT
CIRCUIT DIRECTION
Left-hand circuits must normally be made. Right-hand circuit requirements are listed in
ERSA.
An aircraft is permitted, however to execute a turn opposite to the circuit direction on
to course if:
• it has climbed straight ahead to 1,500FT above aerodrome elevation; or
• it is at least 3NM from the aerodrome.
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TAXIING
SECTION
NON-CONTROLLED AERODROMES
SEPARATION MINIMA
An aircraft must not commence take-off until;
• a preceding departing aircraft using the same runway has;
A. crossed the upwind end of the runway; or
B. commenced a turn; or
C. if the runway is longer than 1800M, become airborne and is at least
1,800M ahead of the proposed point of lift-off; or
D. if both aircraft have a MTOW below 2,000KG, the preceding aircraft is
airborne and is at least 600M ahead of the proposed lift-off point.
• a preceding landing aircraft using the same runway, has vacated it and is taxing
away from the runway; or
• a preceding aircraft, using another runway, has crossed or stopped short of the
take-off aircraft’s runway.
At aerodromes where gliders operate to a common circuit pattern from a parallel strip
outside the runway strip, the above separation minima shall apply to aircraft landing or
taking off on either runway as if they were a single runway, but aircraft taxiing or
stationary on the runway must not affect operations on the other side.
Where gliders and glider tugs operate to a contra- circuit, simultaneous operations are
permitted.
Position in the circuit should be broadcast if considered of value to other aircraft for
separation purposes.
CIRCUIT HEIGHT
By convention, the following circuit heights are flown;
• jets, 1500FT AGL
• piston/turbo prop, 1000FT AGL; and
• helicopters, 800FT AGL
Circuit heights for aerodromes which have specific requirements are published in ERSA.
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NON-CONTROLLED AERODROMES
209
CLIMB AND CRUISE PROCEDURES
Pilots of radio-equipped VFR aircraft must listen out on the appropriate VHF frequency
and announce if in potential conflict. Pilots intercepting broadcasts from aircraft in
their vicinity which are considered to be in potential conflict with their own aircraft
must acknowledge by transmitting own callsign and, as appropriate, aircraft type,
position, actual level and intentions.
ARRIVAL INFORMATION
When approaching an aerodrome and before crossing the MBZ or CTAF area boundary,
all aircraft must broadcast the following details on the MBZ frequency and similarly, all
radio-equipped aircraft must broadcast on the CTAF, (as appropriate):
• callsign and aircraft type;
• position (reported as distance with either the radial bearing, or quadrant from
the aerodrome);
• level; and
• intentions.
“All Stations Bundaberg, Zulu Foxtrot Romeo, Cessna 172, One Five miles West,
Two Thousand Five hundred, Inbound, Circuit area Bundaberg at time Zero Two”
All aircraft operating into an aerodrome within a MBZ, and all radio-equipped aircraft
operating into an aerodrome within a CTAF area, must broadcast on the MBZ
frequency or CTAF when joining the circuit.
Civil Aviation Safety Authority Australia
OPERATIONS
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3
ARRIVAL
SECTION
NON-CONTROLLED AERODROMES
LANDING MANOEUVRES
An aircraft approaching a non-controlled aerodrome for a landing must join on the
upwind, crosswind or down-wind leg of the circuit unless it is :
• following an instrument approach procedure in IMC; or
• conducting a visual circling procedure in IMC after completion of an instrument
approach procedure; or
• conducting a straight-in approach in accordance with the paragraphs below.
The runway to be used for landing must be:
• the most into-wind runway; or
• when operational reasons justify, any other available landing direction provided the
nominated circuit is executed without conflict to landing or take-off traffic using the
most into-wind runway; and
• serviceable and cleared of ground maintenance equipment and personnel.
When approaching for a landing, and within 3NM of the aerodrome, all turns must be
made to the left except:
• where right hand circuits are specified for the aerodrome; or
• when entering the upwind, crosswind or downwind leg.
Any aircraft complying with the following conditions may make straight-in visual
approaches to non-controlled aerodromes with an associated MBZ:
• The aircraft must be equipped with VHF radio and be able to communicate on the
MBZ frequency.
• The pilot in command must be able to determine the wind direction and runway
in use at the aerodrome from;
A. AWS or UNICOM; or
B. radio contact with a ground-based radio communication service,
a company agent or an aircraft operating at the aerodrome; or
C. visual indications, if the information cannot be determined by the above
means.
Aircraft conducting a straight-in approach at a non- controlled aerodrome in accordance
with the above paragraphs, must observe the following procedure:
• The pilot must ensure that a general broadcast is made, on the CTAF (RPT only) or
MBZ frequency, as close as practicable to 15NM from the aerodrome. This broadcast
must include the position of the aircraft and the intention to carry out a straight-in
approach at that aerodrome.
• The pilot in command must not commence a straight-in approach to a runway when
the reciprocal runway direction is being used by aircraft already established in the
aerodrome traffic pattern.
• All manoeuvring to establish the aircraft on final approach must be conducted outside
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NON-CONTROLLED AERODROMES
a 5NM radius from the intended landing runway threshold.
Note: Within 5NM, pilots are expected to make only minor corrections to line up
accurately on final approach. This will enable pilots conforming to the aerodrome
traffic pattern to optimise their visual scan for traffic along the final approach
path.
• As close as practicable to 5NM from the intended landing runway threshold, the
pilot in command must ensure that a broadcast is made, stating that the aircraft is
established on final approach at that distance and identifying the runway to be
used.
• The aircraft’s landing lights, anti-collision lights and strobe lights, where fitted, must
be illuminated when within 5NM of the intended landing runway threshold and
must remain illuminated until after the aircraft has landed.
• An aircraft flying a standard aerodrome traffic pattern and established on base leg or
final approach for any runway has priority over an aircraft carrying out a straight-in
approach.
SEPARATION MINIMA FOR LANDING
An aircraft must not continue its approach to land beyond the threshold runway until:
• a preceding departing aircraft using the same runway is airborne, and:
A. has commenced a turn; or
B. is beyond the point on the runway at which the landing aircraft could be
expected to completed its landing roll and there is sufficient distance to
manoeuvre safely in the event of a missed approach;
• a preceding landing aircraft using the same runway has vacated it and is taxiing
away from the runway;
• a preceding aircraft using another runway, has crossed or stopped short of the
landing aircraft’s runway.
At aerodromes where gliders operate to a common circuit pattern, from a parallel strip
outside the runway strip, the separation minima shall apply to aircraft landing or taking
off on both runways as if they were a single runway but aircraft taxiing or stationary
on one runway must not affect operations on the other. Where gliders or glider tugs
operate to a contra-circuit, simultaneous operations are permitted.
Note: Pilots are reminded of their obligations to see and avoid other
aircraft.(CAR 163A)
LOOK OUT 211
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LANDING
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NON-CONTROLLED AERODROMES
TAXIING AFTER LANDING
After landing, the runway strip should be vacated as soon as practicable.
Aircraft should not stop until clear of the runway strip.
SARTIME AND SARWATCH
Pilots wishing to cancel SARWATCH may do so by reporting to ATS.
When cancelling SARWATCH, pilots must include
• the aircraft radio callsign;
• place of arrival or point from which SARWATCH services are no longer required;
• the words “CANCEL SARWATCH”; and
• when communicating with a unit other than that nominated, the name of the ATS
unit to which the report shall be relayed.
SARWATCH may be cancelled in combination with a pilot report of changing to the
MBZ frequency or CTAF, or in the circuit area, or after landing.
ATS will acknowledge “CANCEL SARWATCH” reports with a read-back of the place
of arrival, if appropriate, and the words “SARWATCH TERMINATED”.
SARTIME
When operating on a SARTIME, the pilot must cancel SARTIME by the time nominated
and, during the contact with ATS, include the words”CANCEL SARTIME”.
ATS will acknowledge “CANCEL SARTIME” reports with a readback of the place of
arrival, if appropriate, and the words “SARTIME CANCELLED”.
Pilots may cancel SARTIME via:
• FLIGHTWATCH on a FIS VHF outlet as shown in ERSA, or on HF;
• relay through another pilot.
• telephone to CENSAR on 1800 814 931, or
• ATC when telephone facilities are not available.
For SARTIME flights, pilots of single VHF radio-equipped aircraft must cancel SARTIME
either after landing or at or before the MBZ or CTAF area boundary.
SARTIME FOR DEPARTURE
When submitting flight notification, a pilot may nominate a SARTIME for departure for
the initial departure aerodrome only. For intermediate departure, it may be nominated
by telephone after landing, or as apart of the arrival report associated with that
aerodrome. Only one SARTIME may be current at any time.
The nomination of a SARTIME for departure does not absolve the pilot from complying
with the requirements for the carriage of serviceable radio equipment, nor from
making the prescribed reports.
Pilots of other than IFR RPT flights, wishing to extend the SARWATCH for the periods
of landing and subsequent take-off, may nominate a SARTIME for departure when
arriving at an aerodrome where radio or ground communication cannot reasonably be
assured. SAR alerting action will be initiated if a taxiing or departure report is not
received by the nominated SARTIME.
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LANDING
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NON-CONTROLLED AERODROMES
GENERAL
General Aviation Airport Procedures (GAAP) cater for high-density operations in VMC.
There are a number of GAAP airports in Australia and the general operating
procedures for them are outlined in this section.
Because each GAAP airport is unique, special procedures have been developed
to take local conditions into account. These special procedures are listed in
ERSA for a particular aerodrome and must be read in conjunction with this
section.
For extra guidance you can also refer to the Visual Pilot Guides produced for each
GAAP aerodrome.
Where a GAAP aerodrome is equipped with parallel runways, simultaneous contracircuits may be conducted by day, and separate Tower frequencies are used. Aircraft
operations are regulated independently in each circuit. An ATC clearance is required to
enter the opposite circuit or airspace. Where operations are confined to a single
runway, ATC will specify the circuit direction.
Pilots unsure of the procedures at a particular GAAP Control Zone (CTR)
should advise ATC on first contact.
Pilot: "Unfamiliar with location"
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GAAP PROCEDURES
214
GAAP DEPARTURE
TAXI TAKE-OFF PG204
GAAP
SPD PG174
DEPARTURE
PG207
PG181
DEPARTURE PAGE
1. Obtain ATIS. 218
2. Make radio call to the SMC regarding your flight details. 219 & 220
3. Taxi to run-up bay under your own observations. 219
4. Complete run-ups and pre-flight checks. 23
5. Taxi to the holding point for the correct runway. 221
6. Call “READY” at the Holding point when you require 221 & 223
no backtracking.
7. Depart from the circuit by extending the appropriate leg 222
of the circuit and not above the prescribed altitude for the
aerodrome.
8. Track clear of the inbound reporting points. 222
9. Once clear of the GAAP CTR, change to the appropriate 220
area frequency or the appropriate approach frequency.
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GAAP PROCEDURES
pg 191
pg 221
pg 184
pg 218
215
GAAP ARRIVAL
INBOUND
PG211
Call
Altitude
Position
DECENT
PG212
CIRCUIT HT
PG214
LDG
CLEARANCE
PG215
GAAP
TAXI
PG216
PG181
ARRIVAL PAGE
1. Track towards a GAAP inbound reporting point 226
where possible.
2. Obtain the ATIS where possible. 225 & 232
3. Call Tower with your inbound report when 226 & 232
established overhead the inbound reporting point
at the correct altitude. (if unfamiliar with the
aerodrome, advise ATC with the initial call)
4. Follow ATC instructions. 227
5. Once clear of the runway, contact SMC. 230
6. Taxi under own observations to your parking area. 230
7. SARWATCH Cancellation 231
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GENERAL
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GAAP PROCEDURES
pg 191
pg 225
pg 227
pg 227
pg 229
pg 230
PILOT RESPONSIBILITIES
A Pilot must:
• sight and maintain separation from other aircraft whilst operating in the
GAAP CTR;
• comply with ATC instructions while ensuring that separation is maintained
from other aircraft;
• immediately advise ATC if unable to comply with a control instruction;
• advise ATC if unable to sight traffic, or if traffic is lost;
• as a GAAP aerodrome is usually busy, a vigilant lookout is required at all times;
• with parallel operations in progress, pilots should ensure they do not overshoot final
or drift into the opposite circuit on upwind.
PROVISION OF SEPARATION
In VMC (see page 187), the pilot in command is primarily responsible for separation
from other aircraft. ATC controls runway operations with landing and take-off
clearances and facilitates a high movement rate by providing traffic information and/or
sequence instructions. To aid in the provision of separation, ATC will determine the
status of operation in the GAAP CTR as follows:
• Unrestricted VFR Operations: There are no weather - related restrictions to aircraft
operations.
• Restricted VFR Operations: ATC may apply weather- related restrictions to VFR
operations to facilitate the movement and separation of IFR aircraft.
ATC will then broadcast on the ATIS “Restricted VFR Operations”. The actual
restriction imposed may be specified individually to aircraft, although general
restrictions may be notified on the ATIS; eg, “Start Approval Required”.
When an aircraft is operating in conditions less than VMC, ATC will provide separation
within GAAP CTR.
Traffic information shall be issued by ATC when:
• The pilot of one aircraft is required to give way to, follow, or otherwise adjust the
aircraft’s flight path relative to that flown by another aircraft; and/or
• The relative positions of aircraft cannot be established, and a collision or near miss
may be likely unless one or both aircraft adjust their respective flight paths. In this
case an alerting service will be prefixed by the cautionary word “ALERT”
The provision of traffic information does not absolve the pilot from
keeping a good lookout and manoeuvring as required to avoid other
traffic.
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GAAP PROCEDURES
CLEARANCES - ALL OPERATIONS
Individual clearances are required for:
• take-off and landing;
• taxiing across active runways;
An instruction to HOLD SHORT OF RUNWAY (number)
requires a pilot to hold at a marked holding point or hold short of the
runway strip.
• turns in a direction contrary to the circuit for a particular runway;
An ATC circuit entry instruction constitutes a clearance for a contrary
turn, if required to comply with the instruction.
• circuits at a height different to the circuit altitude published in ERSA for the particular
GAAP aerodrome; and
• operations on routes or at altitudes different from those published in ERSA for a
particular GAAP aerodrome.
A clearance is required prior to operations in a GAAP CTR. A clearance to take off,
or instruction for circuit entry or transit, constitutes this clearance.
A pilot must not make a flight under the VFR in a GAAP Control Zone when VMC
does not exist. At pilot request, ATC may authorise operations, in less than VMC within
these zones, by the issue of a SPECIAL VFR clearance.
RUNWAY RIGHT
RUNWAY LEFT
CAUTION
Holding Points
may be placed
other than on
runways
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PILOT RESPONSIBILITIES
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GAAP PROCEDURES
TAXI PROCEDURES
GENERAL INFORMATION
A GAAP aerodrome caters for high-density traffic and as such, much of the
responsibility for safety rests with the pilot in command. If you are taxiing at a GAAP
aerodrome and do not intend to depart, then a call to the Surface Movement Control
(SMC) advising your intentions is good airmanship.
If you are unfamiliar with the aerodrome, you should ask SMC for
“Detailed Taxi Instructions”.
ATIS
The ATIS is normally available on a discrete VHF or NDB frequency and must be
obtained before beginning to taxi. It contains essential information regarding the
runway to be used depending on your departure track. An ATIS proforma is located
on page 224 and may be photocopied for further use.
If the nominated runway is not operationally suitable, the pilot in command must
advise ATC by using the phrase ‘REQUIRE RUNWAY (number) [LEFT or RIGHT)”.
If another runway is preferred, but not operationally required, the pilot in command
must advise ATC by using the phrase “REQUEST RUNWAY (number) [LEFT OR
RIGHT]”.
When ATIS is not available, terminal information will be provided by ATC. This will
include runway, traffic patterns and QNH. Landing information may be requested with
the inbound report.
ATIS information, where available, must be obtained prior to taxiing.
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OUTBOUND
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GAAP PROCEDURES
NATIONAL LOCAL CALL NUMBER
131 757
LISTENING WATCH
No apron information is given concerning aircraft taxiing, or about to taxi.
A continuous listening watch on the SMC frequency must be maintained while taxiing
or when conducting ground operations on the manoeuvring area.
TAXI CLEARANCE
A Taxi Clearance is not required at a GAAP Aerodrome, however a taxi call must be
given to the SMC prior to taxiing. (see page 223)
RADIO CALL
For VFR flights the following information must be provided to ATC
(on SMC frequency where provided) when ready to taxi, or taxiing prior to
entering the manoeuvring area):
• Aircraft callsign and type;
• Identification of ATIS code received
• Intentions (circuits, training area, cross-wind circuit training, first intended landing
point, etc); and
• Departure runway (where more than one runway is in use).
LOOKOUT & GIVE WAY
A good lookout is required at all times when taxiing at a GAAP aerodrome.
Information is not given concerning aircraft taxiing, or about to taxi, on apron areas.
TAXI WAY
CAUTION
Holding Point
on Taxiway
TAXI WAY
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OUTBOUND
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GAAP PROCEDURES
220
DEPARTURE INTO ADJOINING CTA
When departing into controlled airspace, route and level clearances override published
GAAP procedures and will be taken into account by ATC.
When prior flight details have not been lodged and the intention is to
depart VFR into controlled airspace, the following information must be
provided to ATC before the taxi call:
• Aircraft callsign and “FLIGHT DETAILS FOR DEPARTURE”
(WAIT for RESPONSE from ATC); then
• Aircraft type
• First intended landing point
• Route and
• Level
Where a departing aircraft will enter adjacent controlled airspace, frequency change
instructions will be issued by ATC
Departure reports must not be passed on tower frequency at GAAP aerodromes.
Do not enter Controlled Airspace without having received an appropriate
airways clearance.
GAAP
CLASS C
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GAAP PROCEDURES
TAKE-OFF PROCEDURES
HOLDING POINT
At a holding point from which no backtrack on the runway is required, you should
make the following call.
Pilot: “Archer Tower, ZFR, ready runway 28 left for Casino.
Tower: ZFR clear for take-off runway 28 left.
Pilot: “Clear for Take-off, runway 28 left, ZFR”
A rolling start is required once a take-off clearance is given.
RUNWAY DEPARTURES
If departing from a runway, the runway number or ATC instructions determine the
direction of turn. Eg Runway right will require a right hand circuit. As each GAAP
aerodrome has varying procedures, particular attention must be made to the ERSA
and the relevant GAAP Visual Pilot Guide regarding the departure details.
The turn in the direction of the circuit must not be made until 500 feet
AGL or otherwise instructed by ATC.
CAUTION
Holding Points
may be placed
other than on
runways
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GAAP PROCEDURES
DEPARTURE PROCEDURES
As each GAAP aerodrome has varying procedures, particular attention must be made
to the ERSA regarding the departure altitude and tracking details.
Also the relevant Visual Pilot Guide will provide easy to understand procedures.
When departing into adjoining non-controlled airspace, a pilot must:
• depart the GAAP CTR by extending the appropriate leg of the circuit;
• obtain specific ATC approval for any turn contrary to the circuit direction; or
• climb to the departure altitude specified in ERSA for the particular GAAP aerodrome.
You will need to maintain continuous surveillance for, and separation from, other
aircraft and track via departure procedures (if any) for the particular GAAP
aerodrome as specified in ERSA. Track well clear of GAAP approach points and
associated VFR routes, to reduce the possible conflict with inbound aircraft.
A Departure Report is not required at a GAAP Aerodrome.
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GAAP PROCEDURES
OUTBOUND RADIO CALLS
Departing into Class G/CTA/CTR
Obtain ATIS on or
Terminal Information
Runway Wind Crosswind
QNH/TEMP Cloud/VIS
Other Info
Where required see appropriate NOTAM or VPG
Taxi Call
Ground
Call Sign Aircraft Type Received
Destination Runway
READY call
Tower
Call Sign Ready Runway
for
At all times depart clear of inbound GAAP approach points
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GAAP PROCEDURES
(ATS Unit)
(ATS Unit)
(ATS Unit)
Common GAAP Readbacks
1 Route clearance 6 Transponder code
2 Runway clearance 7 Radio frequency
3 Runway in use 8 Turns/headings
4 Level/altitude 9 Speed
5 QNH 10 Conditional clearances
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INBOUND
SECTION
GAAP PROCEDURES
ATIS
ATIS frequency or
Terminal Information
Runway Wind Crosswind
QNH/TEMP Cloud/VIS
ATIS
ATIS frequency or
Terminal Information
Runway Wind Crosswind
QNH/TEMP Cloud/VIS
ARRIVAL PROCEDURES
ATIS
The ATIS is available on the appropriate frequency and where practicable must
be obtained prior to arriving at an inbound reporting point. The ATIS is normally
available on the NDB frequency as well.
When control zones are deactivated the ATIS may be used to broadcast operational
information of an unchanging nature. This information may include MBZ frequency,
Pilot Activated Lighting (PAL) frequency, preferred runways and noise abatement
procedures. It may also include the expected reopening time of the tower. The code
letter for these broadcasts outside tower hours is “ZULU”. Pilots are encouraged to
monitor the ATIS outside the normal hours of the tower. There is no need to nominate
receipt of “ZULU” with MBZ.
If the nominated runway if not operationally suitable, the pilot in command must
advise ATC by using the phrase ‘REQUIRE RUNWAY (number) ”
If another runway is preferred, but not operationally required, the pilot in command
must advise ATC by using the phrase “REQUEST RUNWAY (number) [LEFT OR
RIGHT]”
Whenever parallel runways are utilised for simultaneous contra circuits the circuit
direction must be determined as follows:
• where runway RIGHT is nominated the circuit is right-hand; and
• where runway LEFT is nominated the circuit direction is left hand.
When ATIS is not available, terminal information will be provided by ATC.
This will include runway, traffic patterns and QNH. Landing information may
be requested with the inbound report. ATIS proforma is located on page 224,
and may be photocopied for use.
ALTITUDE
Each GAAP aerodrome has specific procedures relating to the entry altitudes.
The information regarding individual aerodromes may be found in ERSA and the
appropriate VPG.
It is important to ensure you are entering at the correct level as
exiting aircraft may pose a collision hazard.
TRACKING REQUIREMENTS
Visual Terminal Charts (VTC) show the correct track into the GAAP aerodrome.
The VTC arrows represent tracks, so wind must be taken into account when flying the
inbound and outbound tracks. The Visual Pilot Guide for the specific aerodrome shows
graphically how to enter the circuit pattern for landing.
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INBOUND
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GAAP PROCEDURES
INBOUND REPORTING POINTS
Inbound reporting points are placed at various positions near a GAAP CTR to allow an
orderly entry into the CTR without undue delays. It is important to track via an
inbound reporting point unless operational conditions will not allow this.
Entry to the CTR must be in accordance with the procedures specified in ERSA for the
particular GAAP aerodrome.
INBOUND REPORT
An inbound report must be given to the tower upon passing overhead the inbound
reporting point. As a GAAP aerodrome is generally a busy one, patience is needed to
effectively negotiate the inbound report.
The pilot in command must report to the tower at a GAAP aerodrome
approach point, advising:
• callsign;
• aircraft type;
• position;
• level;
• ATIS code received; and
• Intention
Pilot: “Archer Tower, Zulu Foxtrot Romeo, Cessna 172, Target, 1500,
Received Delta, inbound”
Tower: “Zulu Foxtrot Romeo, track to join downwind, runway one zero
right.”
Pilot: “Runway one zero right, Zulu Foxtrot Romeo”
ENTRY TO THE CIRCUIT
Aircraft must not enter a GAAP CTR until in receipt of a circuit entry or zone transit
instruction.
If you have not received your circuit joining instruction before the GAAP CTR
boundary, then you are required to turn outbound and fly clear of the inbound
reporting point, before trying again.
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INBOUND
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GAAP PROCEDURES
A circuit entry instruction constitutes a clearance to descend, where applicable,
to the circuit altitude specified in ERSA, except where:
• ATC issues an “OVERFLY AT (level)” or “JOIN UPWIND AT (level)” instruction; or
• an alternative procedure is specified in ERSA.
“OVERFLY AT (level)” is an ATC instruction which:
• authorises entry into the CTR at the altitude specified by ATC;
• requires the pilot to overfly the aerodrome maintaining this altitude; and
• is used by ATC to direct aircraft overhead the aerodrome clear of circuit traffic, and
where parallel circuits are in use, authorises the aircraft to enter airspace associated
with the opposite circuit.
ATC will issue a separate circuit entry or sequencing instruction to authorise descent.
“JOIN UPWIND AT (level)” is an instruction which:
• Authorises entry into the CTR at the altitude specified by ATC;
• Requires circuit entry tracking upwind over the runway centre-line, clear of the
opposite circuit airspace where parallel runways are in use; and
• Is used to position aircraft in the circuit overhead the runway from the approach
point associated with the inbound call.
ATC will issue a sequence instruction to authorise descent from the upwind leg to join
the circuit. An ATC sequencing instruction cancels any altitude restrictions associated
with the UPWIND or OVERFLY instructions.
ATC may issue a sequencing instruction with a take-off or touch-and-go clearance.
When issued with a sequencing instruction, a pilot must follow the preceding aircraft.
Unless otherwise instructed by ATC, a pilot must report DOWNWIND when starting
the downwind leg, and must advise aircraft type, callsign and intentions (ie, full stop or
touch-and-go). If frequency congestion prevents the call being made in this position,
the pilot must report MID DOWNWIND or LATE DOWNWIND, as appropriate. When
appropriate, ATC will issue a sequencing instruction.
Non-standard circuit operations, eg, glide and flapless circuits, must be advised to ATC,
normally with the DOWNWIND report. This advice will also alert other circuit traffic.
ATC must also be advised of simulated engine failures and asymmetric training in
multi-engined aircraft at the earliest opportunity.
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GAAP PROCEDURES
LANDING PROCEDURES
SEQUENCING
As GAAP aerodromes are generally busy, it is very important to keep a vigilant lookout
and pay careful attention to the instructions issued by ATC.
In sequencing aircraft ATC will indicate the position of the preceding aircraft by
reference to a leg of the circuit or a clock bearing, and describe it either as a specific
type or in general terms (eg Cessna or Twin)
ATC may issue a sequence number. Sequence numbers specify the landing sequence
position of an aircraft with respect to any preceding traffic.
The instruction FOLLOW requires the pilot to sight the preceding aircraft,
and regulate circuit speed and approach to achieve longitudinal separation.
If the preceding aircraft cannot be sighted and identified, the pilot must
advise ATC.
CIRCUIT PROCEDURES
All GAAP Aerodromes are training aerodromes as well as aerodromes that cater for
high performance aircraft. Therefore workload of the pilot in command varies a great
deal from time to time. Patience and understanding is needed when flying amongst
student pilots, as a high workload can easily distract them.
It is of vital importance to keep a positive scan outside the aircraft at all times.
If you have been sequenced behind a slower aircraft, it is your responsibility not to
overtake the slower aircraft without specific approval from ATC. If you are unable to
sight the preceding aircraft, notify ATC immediately.
“TRAFFIC NOT SIGHTED”
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GAAP PROCEDURES
LANDING CLEARANCE
A landing clearance does not absolve the pilot in command from the responsibility
for ensuring that sufficient separation from the preceding aircraft will be maintained
during the landing.
An aircraft can be cleared to land whilst a preceding aircraft is still on the runway
provided ATC is satisfied that no collision risk exists.
The minimum distance from the perimeter of an aerodrome at which the turn onto
final must be completed is 500 metres.
500 M
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GAAP PROCEDURES
229
GO AROUND PROCEDURE
Where ATC instructs an aircraft to go around, or missed approach is initiated,
the pilot must:
• commence climb to circuit altitude;
• position the aircraft on the active side and parallel to the nominated runway, while
maintaining separation from other aircraft; and
• follow ATC instructions or re-enter the circuit from up wind.
ATC will advise when wake turbulence may be a hazard.
TAXIING AFTER LANDING
After landing, the runway must be vacated as soon as possible. After vacating the
runway, the pilot must not cross or taxi along a runway currently notified as “active”
unless a clearance to do so has been obtained.
Contact with SMC frequency must be made immediately when
clear of the runway used for landing, except when specified
in ERSA. SARWATCH should be cancelled where applicable.
An instruction to “HOLD SHORT OF RUNWAY (number) ” requires a
pilot to hold at a marked holding point or to hold short of the runway strip.
Before crossing any runway, ensure there is no traffic in both directions of the runway
which may cause conflict.
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GAAP PROCEDURES
SARWATCH CANCELLATION
Sarwatch can be cancelled once on the ground by phone (1800 814 931) or by radio
on the appropriate frequency found in ERSA or the applicable Visual Pilot Guide.
Caution must be taken to remember to cancel Sarwatch as many man hours are
wasted every day confirming aircraft have landed safely and failed to cancel their
Sarwatch.
A sticker on your flight bag, or a reminder on your flight plan may help remind you.
TRANSIT OF AND FLIGHT IN PROXIMITY TO A GAAP CTR
Due to the density of aircraft operations in proximity to the GAAP approach point,
transits of non-controlled airspace in close proximity to GAAP CTRs should be avoided
where possible.
TRANSIT
A pilot of a flight intending to transit a GAAP CTR must comply with the procedures
for entry to a GAAP CTR, then proceed as directed by ATC.
Generally you will be required to maintain the entry altitude and track overhead the
runway before tracking outbound clear of the inbound reporting points. Other
tracking requirements may be approved subject to ATC approval.
FLIGHT IN PROXIMITY
When a radio equipped aircraft will track within 5NM (or as specified in ERSA)
of a GAAP CTR boundary, without entering the GAAP CTR, the pilot must:
• prior to entering this airspace, obtain the ATIS and broadcast position, altitude,
and intention on the appropriate tower frequency; and
• while operating in this airspace, maintain a continuous listening watch on the
appropriate tower frequency.
While operating in this airspace, all aircraft must maintain a continuous visual
surveillance for other aircraft.
Cancel SARW SARWATCH through CENSAR on
1800 814 931
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INBOUND
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GAAP PROCEDURES
INBOUND RADIO CALLS
GAAP
Prior to reaching the GAAP approach point obtain ATIS.
Terminal Information
Runway Wind Crosswind
QNH/TEMP Cloud/VIS
Other Info
Listen out for preceeding traffic on Tower Frequency.
Contact Tower on approaching the GAAP approach point
Keep A Good Lookout
Inbound Radio Call
Tower
Call Sign Aircraft Type Position
Altitude feet Received Inbound
Note: Readback of circuit entry instructions at a GAAP is not required.
Follow ATC instructions for landing
Remain on Tower Freq until clear of all active runways.
Then call SMC. Ask for"taxi guidance" if required.
Cancel SARW SARWATCH through CENSAR on
1800 814 931
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INBOUND
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GAAP PROCEDURES
AIR TRAFFIC CLEARANCES AND INSTRUCTIONS
Except in an emergency, a clearance is required for all flights in Classes C,
D and GAAP airspace, Restricted areas and for IFR flights in Class E airspace.
A clearance is not required for VFR flights in Class E airspace.
Special requirements apply to Parachute jumping Operations in
Class E Airspace - refer to AIP ENR 5.5 Section or page 269.
Where the airspace classification and flight rules require, an aircraft must not enter
controlled airspace without a clearance. (See page 237 for holding procedures) The
pilot is responsible for obtaining a clearance and, once obtained, must not amend a
planned route, deviate from the cleared track, or change level without obtaining ATC
approval. When determining where the clearance request will be made, the pilot
should consider aircraft performance, the possibility of frequency congestion if the
airspace is known to be busy, the possibility of changes to route and/or level, and the
possible delays that might be incurred when clearances have to be coordinated with
adjacent ATC sectors.
Pilots of IFR and VFR flights operating in Class G airspace requesting a clearance to
operate in classes C or D airspace or pilots of VFR flights operating in Class E airspace
requesting a clearance to operate in classes C or D airspace must advise position, level
and tracking details when making first contact with ATC.
Within VHF radio coverage, pilots must maintain continuous communications with ATC
when operating in classes C and D airspace. Further, when in Class E airspace, pilots of
VFR flights should monitor the ATS frequency appropriate to their area of operation.
When communication facilities permit, clearances will be passed direct to pilots
by ATC.
The clearance authorises flight in the specified manner to the first point at which the
flight leaves controlled airspace, or if completely in controlled airspace, to the first
landing point.
An air traffic clearance proposed by ATC does not relieve the pilot from
complying with statutory requirements nor from the responsibility for
the ultimate safety of the aircraft.
If considered necessary, a pilot should request a different clearance from that issued.
In an emergency, a pilot may act without a clearance and immediately advise ATC.
A pilot must advise ATC immediately if issued a clearance, which requires the use of
navigation aids not available to the aircraft, or the pilot is not qualified to use.
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CLEARANCES
SECTION
CONTROLLED AIRSPACE
Air traffic clearances are aimed at keeping an aircraft in controlled airspace, both
laterally and vertically, if the pilot has so planned. If a pilot is in doubt that the
clearance will keep the aircraft in controlled airspace, ATC should be advised and an
alternative clearance may be requested.
A pilot, desiring to retain control area protection during climb in Class C or Class D
airspace, should maintain at least 500FT above the lower limit of the CTA steps.
A control instruction issued after a clearance is obtained amends the appropriate item
in the clearance. When there is any change in the clearance limit and/or route
specified in the initial clearance, a completely new clearance will be issued.
Whenever a restriction or requirement has been imposed, and, subsequently,
a further restriction/requirement is imposed, the subsequent instruction will
cancel all previous restrictions/requirements unless:
• all restrictions/requirements are restated; or
• the subsequent instructions is prefixed “FURTHER REQUIREMENT”.
At a controlled aerodrome, clearance for operation in an adjoining control area is given
before departure.
500'
500'
500'
CONTROL AREA PROTECTION
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CLEARANCES
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CONTROLLED AIRSPACE
If proposing to fly into a control area from an aerodrome located so close to
the entry point that making a full position report before entry is not
practicable, a clearance should be requested:
• at a convenient time before entering the runway for take-off at an aerodrome where
communication can readily be established before take-off; or
• after take-off, if not available or obtainable before take-off, provided that the aircraft
does not enter the control area until cleared.
If landing at an aerodrome with the intention of departing for a control area shortly
after landing, any revision of notified details relevant to the clearance, including
Estimated Time of Departure (ETD), should be advised to ATC,
and a clearance requested before landing.
Pre-departure clearances provided to pilots may include a ‘CLEARANCE VOID TIME”.
Where a void time is specified, the clearance is valid only if the flight enters controlled
airspace in accordance with the clearance at or before that time.
Pilots should submit details required for flight in controlled airspace at
least 30 minutes before the expected time of entry. Flight details
submitted with less than 30 minutes notification will be processed on
a “controller workload permitting” basis, and may be subject to delay.
AIRWAYS CLEARANCE
A pilot in command must request an airways clearance:
• before entering controlled airspace.
• on the clearance delivery frequency, preferably immediately before starting engines,
otherwise as soon as possible thereafter; or
• where a clearance delivery frequency is not available, before entering the departure
runway.
Airways clearances normally contain the following items:
• aircraft identification
• destination, area of operation, position or clearance limit
• route of the flight
• assigned level
• for IFR flights, departure instructions
• SSR code
• any additional instructions
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CLEARANCES
SECTION
CONTROLLED AIRSPACE
If an aircraft is cleared only to an intermediate point, and flight beyond that point will
be in controlled airspace, a pilot in command must obtain a further clearance before
proceeding beyond the intermediate clearance point.
When an aircraft leaves controlled airspace, a further clearance must be obtained for
any subsequent flight in controlled airspace.
OPERATIONS IN CONTROLLED AIRSPACE
GENERAL RULES
The air traffic rules and procedures applicable to air traffic in Australia and its
Territories conform to Annexes 2 and 11 to the Convention on International Civil
Aviation and to those portions of the CASA Civil Aviation Regulations (CARs) and the
Civil Aviation Orders (CAOs) applicable to aircraft, except for the differences listed in
AIP GEN 1.7.
GENERAL
This section sets out the pilot action and related Air Traffic Services (ATS) activity in civil
and military controlled airspace.
For flight in close proximity to the boundary of controlled airspace, separation is not
provided with traffic operating outside controlled airspace.
CLASS C
GAAP MBZ
CLASS C
CLASS G
CLASS D
AIRSPACE CLASSIFICATION
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CLEARANCES
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CONTROLLED AIRSPACE
The types of operations and services available for a particular airspace are
categorised in the following table:
Class of Airspace Operations and Services
Class C Controlled airspace at and below FL285 excluding airspace designated
as Class D or Class E and thoes control zones inwhich GAAP are used.
(see also para 3.3.3 for flight in military Restricted areas)
Class D IFR and VFR flights are permitted, and all flights are subject to ATC
clearance. IFR flights are separated from other IFR flights. IFR flights
receive a separation service in respect of VFR flights. VFR flights
receive traffic information in respect of other VFR flights.
A separation service is a controlled condition whereby a separation
standard need not be applied between IFR and VFR aircraft.
Class E IFR and VFR flights are permitted. IFR flights are subject to ATC
clearance. IFR flights are separated from other IFR flights. IFR flights
receive traffic information on known VFR flights as far as practicable
Class G IFR and VFR flights are permitted, and receive flight information service if
requested.
GAAP IFR and VFR flights are permitted. Operations are conducted in
Control Zones accordance with published general aviation aerodrome procedures.
PROVISION OF SEPARATION IN CONTROLLED AIRSPACE
(Excluding GAAP CTRs)
GENERAL PROVISIONS
In Class C airspace, ATC shall provide separation as follows:
• between IFR flights;
• between IFR and VFR flights;
• between IFR and special VFR flights; and
• between special VFR flights when the visibility is less than VMC.
Additionally, in Class C and Class D airspace:
• at controlled aerodromes appropriate runway separation is applied to all aircraft; and
• ATC provides VFR flights with traffic information on other VFR flights.
Furthermore, when requested, and as far as is practicable, ATC will provide VFR flights
in Class C airspace with a suggested course of action to avoid other VFR flights.
Nothing in this provision changes the responsibility of the pilot in command to
see and avoid other aircraft. (CAR 163A).
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CLEARANCES
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SEPARATION
SECTION
CONTROLLED AIRSPACE
SPECIAL PROVISIONS
Notwithstanding the general provisions of the previous paragraghs:
• the separation of aircraft taxiing on the manoeuvering area (which does not include
apron and parking areas) is a joint pilot and controller responsibility. The pilot must
maintain separation while complying with clearances and instructions;
• in the traffic circuit, pilots are required to position their aircraft in such a manner
that, while complying with clearances and instructions from ATC, they maintain the
necessary separation from other traffic;
• separation is not normally provided within a training area in controlled airspace;
• under certain conditions, the pilot of one aircraft may be given the responsibility for
separation with other aircraft. In this circumstance:
a. the pilot is also responsible for the provision of wake turbulence separation, except
that ATC is responsible for wake turbulance separation, between landing aircraft;
b. the pilot must advice ATC when he/she is unable to maintain, or has lost, sight of
the other aircraft;
c. where an aircraft has been instructed to maintain seperation from, but not follow, an
IFR aircraft, ATC will issue traffic infomation to the pilot of the IFR aircraft, including
advice that resposibility for separation has been assigned to the other aircraft
• aircraft flying in formation or as part of an in-company flight will not be provided
with separation with respect to other aircraft of the same formation
or in-company flight. Formation and in-company flights may be conducted subject to
pre-arrangement between the pilots concerned and, where applicable, notification of
the formation or in-company flight to air traffic control
SERVICES
• CLEARANCE DELIVERY: used by the Airways Clearance Delivery (ACD) service when
established on a discrete frequency.
• GROUND: used by Surface Movement Control and Apron service (if provided by
ATC) when established on a discrete frequency. At some locations this service also
provides the Airways Clearance Delivery service on the same frequency.
• TOWER: The following services use this identification: Aerodrome Control;
Aerodrome/Approach Control when combined.
• APPROACH: used by Approach Control (APP) service when established on a discrete
frequency or by Departure Control (DEP) when on the same frequency.
• DEPARTURES: used by Departure Control (DEP) service when established on a
discrete frequency.
• CENTRE: used for Area Control (ACC) service.
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Traffic Information in Controlled Airspace.
In controlled airspace (excluding GAAP CTRs) when a separation standard does not
exist, ATC will provide traffic information to the aircraft concerned when, in the
opinion of the Air Traffic Controller, the information is warranted by the proximity
of the aircraft.
The traffic information provided will contain as much information as is known and is
necessary to assist the pilot in identifying the other aircraft; eg
• type;
• altitude
• position, either by clock reference, bearing and distance, relation to a geographical
point or reported position and estimate
• intentions or direction of flight.
ATC will provide relevant traffic information to aerodrome traffic to enable pilots, while
complying with ATC instructions, to maintain separation from other aircraft.
Aircraft Off-Track in Controlled Airspace - Advice to ATC
In controlled airspace, separation standards are based on the pilot maintaining track
as closely as possible at all times.
Corrective action must be taken to regain track as soon as any deviation is observed.
Additionally, the pilot must immediately notify ATC if the aircraft is found to be offtrack by any of the deviations described below:
• where track guidance is provided by a localizer or VOR - half scale deflection or
more of the Course Deviation Indicator (CDI)
• where track guidance is provided by NDB or Locator - ±50 or more from the specified
bearing;
• where the track guidance is provided by DME - ± 2NM or more from the required
arc;
• where the track guidance is provided by an RNAV system - an indicated cross-track
deviation of ±2NM or more;
• and when navigating by visual reference to the ground or water - more than 1NM
from the cleared track.
The values given above must not be interpreted as defining a sector
within which the pilot is permitted to navigate.
DIVERSION FROM TRACK
In controlled airspace, any diversion from track requires prior clearance from ATC,
except in an emergency. The values given in previous paragraphs must not be
interpreted as tolerances within which diversions from track without clearance are
permitted.
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SEPARATION
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CONTROLLED AIRSPACE
DIVERSIONS DUE TO WEATHER
In controlled airspace, any diversion from track due to weather requires prior clearance
from ATC. If out of radio contact and unable to obtain a clearance, and the pilot in
command considers that the diversion is necessary, a PAN call specifying the details of
the diversion must be broadcast on the appropriate frequencies.
PAN PAN, PAN PAN, PAN PAN, ZULU FOXTROT ROMEO, 15NM SOUTH OF
NORMANTON, 8500, IS DESCENDING IMMEDIATELY TO 500FT TO AVOID CLOUD
AVOIDING CONTROLLED AIRSPACE
The pilot in command of an aircraft operating in Class G airspace, or to the VFR in
Class E airspace, must apply appropriate tolerance to the flight path to ensure that
controlled airspace, or restricted areas, are not infringed.
In calculating whether an intended flight path may infringe controlled airspace,
the following navigational tolerances must be applied to the intended flight
path depending on the method of navigation used. These tolerances may be rounded
up to the nearest half degree for practical purposes.
NDB ± 6.90
VOR/TACAN ± 5.20
DR ± 120
For DR tracking ±90 may be used where initial track guidance has been provided by
NDB, VOR or TACAN and there is no subsequent change in track.
RNAV ± 14NM
VISUAL (POWERED AIRCRAFT)
0-2,000 AGL ± 1NM (±2NM by night)
2,001-5,000 AGL ± 2NM (±3NM by night)
5001-10,000 AGL ± 4NM (±5NM by night)
VISUAL (GLIDERS)
0-10,000 ± 5NM
VISUAL (ALL AIRCRAFT)
10,001-FL200 ± 8NM
FL205-FL300 ± 12NM
FL305-FL400 ± 16NM
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GENERAL
SECTION
CONTROLLED AIRSPACE
CHANGE OF LEVELS
CONTROLLED AIRSPACE
In controlled airspace, the pilot in command must commence a change of level as soon as possible,
but no later than one (1) minute after receiving that instruction from ATC, unless that instruction
specifies a later time or place. ATC may require that an assigned level must be reached by a specific
time, distance or place. If a pilot in command doubts that the requirement can be met, ATC must be
advised immediately.
A requirement to report at a time or place given in the same clearance as a descent/climb instruction
does not require the new level to be reached by the specified time or place.
The pilot in command of an aircraft operating in controlled airspace must report:
• when the aircraft has left a level at which level flight has been conducted in the course of a climb,
cruise or descent; and
• when the aircraft leaves a level for which ATC has requested a report.
ATC may provide vertical separation between two climbing aircraft, not otherwise
separated, by means of a step-climb. Pilots in command, who are subjected to a step-climb,
must adopt the following procedure:
• The pilot in command of the lower aircraft must report approaching each assigned level in the
sequence.
• The pilot in command of the higher aircraft, on hearing the lower aircraft report approaching each
assigned level, must report the last vacated level.
Step-descents are the reverse of the above paragraphs.
ATC may specify a rate of climb or descent. Other considerations are as follows:
• The phrase “STANDARD RATE” when included in a clearance, specifies a rate of climb or descent of
not less than 500FT per minute, except that the last 1,000FT to an assigned level must be made at
500FT per minute.
• In the case of a step-climb or descent, the specified rate will be applicable to all level clearances issued
in the course of the step climb or descent. If unable to comply with the prescribed rate, the pilot in
command must advise ATC.
Cruise climb requirements will be accommodated provided that other aircraft are not denied the use of
that airspace contained between the reporting points for which the climb is expected to take place.
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GENERAL
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CONTROLLED AIRSPACE
Summary of reports and broadcasts - all aircraft in classes C & D airspace
andGAAP CTRs
Situation Frequency Remarks
to Use
Ready to Taxi ATC Report
Depart to CTRs (except GAAP) ATC Report
Position report at prescribed points ATC Report
(if cancelling
SARWATCH)
ENGINE START, PUSH-BACK AND TAXI
ENGINE START
The pilot in command of an aircraft must request approval to start engines when the
requirement is notified by ATIS, NOTAM, AIP Supplement, ATC or listed in ERSA.
PUSH BACK
The pilot in command must obtain an approval to push back where this manoeuvre is
necessary prior to taxiing. Information about other aircraft moving on the same apron
will be provided by the apron service.
TAXI CLEARANCE
When operating from a controlled aerodrome where ATIS is in operation a pilot in
command must obtain the ATIS prior to taxi, and advise ATC of the ATIS code when
requesting taxi clearance.
The pilot in command must obtain a taxi clearance either prior to moving on the
manoeuvring area, or in the case of the above paragraph, at the completion of the
push-back manoeuvre.
The taxi clearance regulates entrance to, and movement on, the taxiways. Avoidance
of collision on apron areas is a joint responsibility of the pilot in command and any
assisting company ground personnel. Information about other aircraft moving on the
same apron area will be provided by the ATC. (where it exists as a discrete service)
Subject to the following paragraphs, a pilot in command for whom a runway
has been nominated for take-off must regard the taxi clearance limit to be:
• for piston-engined aircraft - the holding bay, if provided, otherwise the holding point
for the runway; and
• for turbine-engine aircraft or aircraft which have reported “READY” before reaching
the holding bay - the holding point for the runway.
A taxi instruction which contains taxi limit beyond a runway must include a “CROSS
RUNWAY (number)” instruction to cross that runway. When an aircraft is required to
hold short of a runway intersecting the taxi route, ATC will issue a taxi instruction limit
of the holding point associated with the intersecting runway.
An aircraft which has been issued with a taxi instruction limit of the holding point of a
runway intersecting the taxi route, or which has been issued with an instruction to
“HOLD SHORT” of that runway must subsequently be issued with an instruction to
“CROSS RUNWAY (number)”.
Aircraft required to hold short of a runway must hold at the appropriate holding point
for that runway, or the runway strip edge at the intersection of a crossing runway.
A pilot wishing to use less than the full length of the runway available should
nominate the intention when requesting the taxi clearance.
ATC may offer an intersection departure and will advise the remaining runway length,
if required.
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TAXI
SECTION
CONTROLLED AIRSPACE
A pilot in command unfamiliar with the aerodrome should “REQUEST DETAILED TAXI
INSTRUCTIONS”.
VFR aircraft wishing to depart without submitting flight notification must
provide the following information on first contact with ATC:
• aircraft callsign and “DETAILS” (wait for a response from ATC)
• destination and first tracking point
• preferred level
• identification of ATIS code received.
PROVISION OF OPERATIONAL INFORMATION
ATC will supply the following information for take-off:
• runway or direction
• wind direction and speed, QNH and, if required, temperature and/or dew point;
• a time check to the nearest half-minute - upon commencing to taxi from the apron
prior to take-off;
• the crosswind component on the runway to be used, if this equals or exceeds 8KT
for single-engined aircraft or 12KT for multi-engined aircraft
• the downwind component, if the operation is downwind
• aerodrome surface conditions significant to the operation
• known weather information
• birds that may be a hazard to the operation
NOMINATION OF RUNWAYS
ATC will nominate the runway, preferred runway or take-off direction. Where noise
abatement procedures are in force, the provisions of DAP NAP must be applied. ATC
shall not nominate a particular runway for use if an alternative runway is available,
when:
• for runways that are completely dry:
a. the crosswind component, including gusts, exceeds 20KT
b. the downwind component, including gusts, exceeds 5KT
• for runways that are not completely dry:
a. the crosswind component, including gusts, exceeds 20KT
b. there is a downwind component
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TAXI
SECTION
CONTROLLED AIRSPACE
SELECTION OF TAKE-OFF DIRECTION
The pilot in command must ensure that the runway is suitable for the operation.
If not suitable for an operational reason, ATC must be advised before taxiing or when
requesting an airways clearance by using the phrase “REQUIRE RUNWAY (number)”.
Such a request will not result in a loss of priority, provided it is made on first contact
with clearance delivery or before taxiing. The decision to take-off rests solely with the
pilot in command.
SELECTION OF CIRCUIT DIRECTION
Circuit directions and turns will be specified or authorised by ATC but will not be
specified in the take-off clearance when a Standard Instrument Departure (SID) has
been authorised.
A pilot in command must notify ATC if a particular turn or circuit is essential to the
safe operation of the aircraft by use of the word “REQUIRE”.
DEPARTURE INSTRUCTIONS
Departure Instructions may contain the following as required:
• aircraft identification
• radar heading instructions*
• altitude restrictions
• direction of turn
• tracking points
• any other instructions
*A pilot assigned a radar heading (including runway heading)
will not compensate for wind effect.
When a heading is assigned as a departure instruction, the pilot in command must
ensure that the heading and the direction of the turn are read back. This requirement
also applies to the initial heading assigned by ATC as part of the radar SID.
TAKE-OFF PROCEDURES
CHANGE TO TOWER FREQUENCY
International aircraft will be instructed by the ATC when to change to the
tower frequency prior to take-off. Domestic aircraft should change to tower
frequency;
• in the holding bay, or
• close to, or at, the holding point of the nominated runway when ready for
take-off.
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TAKE-OFF
SECTION
CONTROLLED AIRSPACE
RUNWAY ENTRY
A pilot in command must not enter an active runway unless a specific
clearance to:
• take-off
• line up
• backtrack
has been received, or a clearance to enter for other purposes has been received from
ATC.
HOLDING ON THE RUNWAY
The pilot in command must not hold on the runway in use unless permission to
do so has been obtained from ATC.
CLEARANCE REQUIRED
A pilot in command must not take off unless the specific clearance
‘CLEARED FOR TAKE-OFF” has been received
SEPARATION MINIMA FOR TAKE-OFF
An aircraft will not be permitted to commence take-off until:
• a preceding departing aircraft using the same runway has:
- crossed the upwind end of the runway
- commenced a turn
- if the runway if longer than 1,800M, become airborne and is at least 1,800M
ahead of the proposed point of lift off
- if the preceding aircraft has a MTOW of 7,000KG or less and the following aircraft
has a MTOW below 2,000KG and is slower, the preceding aircraft is airborne and is
at least 600M ahead of the proposed point of lift off; or
- if both aircraft have a MTOW below 2,000KG, the preceding aircraft is airborne
and is at least 600M ahead of the proposed point of lift off;
• a preceding landing aircraft using the same runway has vacated it and is taxiing away
from the runway; and
• a preceding aircraft, using another runway, has crossed or stopped short of the takeoff aircraft’s runway.
Where reasonable to do so, ATC may issue a take-off clearance in
anticipation that the prescribed separation will exist at the time
that the take-off roll is commenced
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TAKE-OFF
SECTION
CONTROLLED AIRSPACE
Other than as specified for Land And Hold Short (LAHSO) Operations,
exceptions to these application of separation standards are:
• aircraft taking off in formation with respect to each other;
• aircraft operating in different areas or lanes on aerodromes with runways
or facilities suitable for simultaneous take-offs (CAR168); and
• the avoidance of wake turbulence.
AFTER TAKE-OFF
AIRBORNE REPORT (Radar Environment)
Where departures control is established, or when instructed to call radar when
airborne, a pilot must, on first contact, report:
• the direction of turn;
• the initial radar heading;
• the altitude passing, to nearest 100FT; and
• the last assigned level.
DEPARTURE REPORT (NON RADAR ENVIRONMENT) CLASS D
Except when an airborne report has been made, a departure report containing
the following information must be passed to the tower:
• departure time;
• tracking information;
• the last assigned altitude; and
• the estimate for the first en route reporting point.
The departure time must be calculated as follows:
• current time minus an adjustment for the distance from the aerodrome;
or
• when over or abeam the aerodrome.
Tracking information must confirm the track established with reference to the
appropriate navigation aid, or visual reference.
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AFTER TAKE-OFF
SECTION
CONTROLLED AIRSPACE
ESTABLISHMENT ON TRACK
Unless otherwise instructed by ATC, a pilot in command must remain within 5 NM of
the departure aerodrome to establish flight on the departure track as soon as
practicable after take-off.
FREQUENCY CHANGE
When frequency change instructions are issued immediately preceding the take-off
clearance, pilots must change frequency automatically from Tower as soon as
practicable after take-off, preferably within one mile of becoming airborne.
In all other situations, pilots of departing aircraft are required to remain on Tower
frequency until specific frequency change instructions are issued. Pilots can generally
expect an instruction to contact Departures Control prior to reaching 2,000FT and
should, when advised, effect the change as soon as possible.
When contacting Area Control, advise only whether climbing to, descending to,
or maintaining the last assigned level.
EN ROUTE
In non-radar CTA, pilots must report maintaining an assigned level. After any en-route
frequency change, the pilot must advise the last assigned level and whether the aircraft
is on climb, cruise or descent.
5nm
DEPARTURE
TRACK
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AFTER TAKE-OFF
SECTION
CONTROLLED AIRSPACE
VFR FLIGHTS ENTERING CLASSES C OR D AIRSPACE
Before reaching the boundary of classes C or D airspace, the pilot must establish twoway communications with ATC on the frequency notified on the chart, in ERSA, or AIP
Supplement or NOTAM, and obtain a clearance.
When advance notification has not been provided, the pilot must advise the following
to ATC before the point of intended entry:
• aircraft callsign “INBOUND/TRANSIT DETAILS” (wait for the ATC response
“GO AHEAD”) then advise:
i. flight rules and aircraft type
ii. position
iii. route and next estimate, and
iv. preferred level
The area VHF frequency may be used to obtain a clearance when out of range of the
ATC frequency, or to obtain advice as the appropriate ATC frequency on which a
clearance can be obtained. If the flight will transit a Radar Information Service (RIS)
area before entering controlled airspace, clearance request should be made on the RIS
frequency.
If entry to the CTR will be from an adjacent GAAP CTR, a clearance should be
requested before engine start. ATC will advise the extent of the delay, if any.
If landing at an aerodrome where ATIS is provided, the pilot should obtain the ATIS
before the first contact on the approach/tower frequency. On first contact advise ATIS
received.
The clearance to enter will specify the altitude, track and any holding instructions.
Some of these items may be combined with the clearance “CLEARED FOR VISUAL
APPROACH”
FLIGHTS ENTERING A CONTROLLED AIRSPACE FROM A MBZ OR
CTAF AREA
When communications facilities exist and the controlled airspace and MBZ/CTAF area(s)
are adjoining airspace, a clearance should be obtained direct on the ATC frequency.
When this is not possible, clearances should be requested through FLIGHT WATCH.
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VISUAL APPROACH
ATC AUTHORISATION
Criteria under which visual approaches may be authorised by ATC are as follows:
•For a VFR flight by day and night, the aircraft is within 30NM of the aerodrome.
TRACKING REQUIREMENTS
Tracking requirements for a visual approach include the following:
• A pilot in command must maintain track/heading on the route progressively
authorised by ATC until:
1. by day, within 5NM of the aerodrome; or
2. by night,
- for a IFR flight, within the prescribed circling area; or
- for a VFR flight, within 3NM of the aerodrome; and
- the aerodrome is in sight
• From this position the circuit must be joined as directed by ATC for an approach to
the nominated runway.
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MINIMUM ALTITUDE REQUIREMENTS
During the conduct of a visual approach, a pilot must descent as necessary to:
• By day
1. for an IFR flight, remain not less than 500FT above the lower limit of the CTA; and
2. for IFR and VFR flights, operate not below the lowest altitude permissible for VFR
flight (CAR157)
• By night
For a VFR Flight, maintain not less than the lowest altitude permissible for VFR flight
(CAR 174B) until the aircraft is within 3NM of the aerodrome and the aerodrome is
in sight.
When conducting a visual approach, a pilot in command must not climb above an
altitude reported to ATC as having been reached or left, unless authorised to do so.
A pilot may be assigned the responsibility to follow another arriving aircraft which
he/she has reported sighting. When assigned this responsibility, the pilot must maintain
separation from and not overtake that aircraft. In this circumstance,
the pilot is also responsible for providing his/her own wake turbulence separation.
If sighting is subsequently lost, the pilot must advise the ATC immediately.
5 nm
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HOLDING
A pilot in command cleared to a point for which there is an approved holding pattern,
must hold in that pattern until further cleared. Where a delay of more than five
minutes is expected, ATC will advise:
• in a radar environment, an expected landing time; and
• in a procedural environment, an expected approach time.
A pilot in command required to hold in an approach sequence must advise ATC of the
latest divert time, when operationally necessary.
When an aircraft is holding because airspace is closed or weather conditions are worse
that the prescribed landing minima, ATC will nominate scheduled reporting times.
These times will normally be at 15 minute intervals.
LANDING - PROVISION OF OPERATIONAL INFORMATION
ATC will supply the following information for landing operations:
• runway and direction
• wind direction and speed, QNH and, if required, temperature and/or dew point
• known significant weather information, including low cloud and visibility or runway
visual range
• a time check (to the nearest half minute) whenever a time to commence final is
specified the ATC
• the crosswind component on the runway to be used, if this equals or exceeds 8KT
for single-engined aircraft or 12 KT for multi-engined aircraft
OPTION 1 : HOLD
OPTION 2 : DESCEND BELOW STEPS AND
AGAIN ASK FOR CLEARANCE
OPTION 4 : PROCEED TO AN ALTERNATE
OPTION 3 : FLY AROUND CONTROLLED
AIRSPACE OUTSIDE THE BOUNDARIES
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• the downwind component if a pilot operates downwind
• aerodrome surface conditions significant to the operation
• birds and other hazards to aircraft
• cautionary advice of wake turbulence
SELECTION OF LANDING DIRECTION
The pilot in command must ensure that the nominated runway or direction is
operationally suitable. If the nominated runway or direction is not suitable, ATC must
be advised using the phrase “REQUIRE RUNWAY(number)”. Such a request will not
result in of loss of priority provided that it is made:
• before reaching 80NM (120NM for jets) from a capital city aerodrome (including
Essendon) or 30NM from other controlled aerodromes, for arriving aircraft wholly
within controlled airspace; or
• on first contact with ATC for arriving aircraft entering controlled airspace within the
distance specified above or a control area step or a control zone.
The decision to land rests solely with the pilot in command.
SELECTION OF CIRCUIT DIRECTION
A pilot in command must notify ATC if a particular turn or circuit is essential to the
safe operation of the aircraft. The word REQUIRE must be used to enable ATC to
identify the safety requirement.
LANDING CLEARANCES
Pilot in command must not land unless the specific clearance “CLEARED TO LAND”
has been received.
When operations at an aerodrome are not restricted to runways, the clearance
authorises the proposed operation. The pilot in command should watch for other
traffic and ensure that there is no collision risk.
SEPARATION MINIMA FOR LANDING
The appropriate wake turbulence separation standard will always be applied by the
ATC between landing aircraft.
A landing aircraft will not be permitted to cross the threshold of the runway on its
final approach until;
A. a preceding departing aircraft using the same runway
1. is airborne, and
- has commenced a turn; or
- is beyond the point on the runway at which the landing aircraft could be
expected to complete its landing roll and there is sufficient distance to
manoeuvre safely in the event of missed approach; or
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2. is at least 1,000M from the runway threshold, and
- has commenced the take-off run; and
- in the opinion of the controller, no collision risk exists, and
- the aircraft taking off has a MTOW of 7,000KG or less; and
- the landing aircraft is performance Category A and has a MTOW below
3,000KG.
B. a preceding landing aircraft using the same runway:
1. has vacated it and is taxiing away from the runway; or
2. will vacate the runway without backtracking, and
- in the opinion of the tower controller, no collision risk exists; and
- the preceding landing aircraft has a MTOW of 7,000KG or less; and
- the following landing aircraft is performance Category A and has a MTOW
below 3,000KG; or
3. in the case where the following landing aircraft is a helicopter, the preceding
landing aircraft is at least 300M down the runway from the threshold and ATC is
satisfied that no collision risk exists. This standard is not applicable at GAAP
aerodromes;
C. a preceding aircraft, using a different runway, has crossed or stopped short of the
landing aircraft’s runway.
In the above situations, a landing clearance may be issued if ATC expects that the
required runway separation standard will exist.
Other than as specified in AIP ENR 1.1 61 (LAHSO), exceptions to separation minima
are:
A. aircraft landing in formation with respect to each other;
B. aircraft operating in different areas or lanes on aerodromes with runways or
facilities suitable for simultaneous landings
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CONTROLLED AIRSPACE
GO AROUND PROCEDURES - VISUAL APPROACH IN VMC
In the event that an aircraft is required to go around from a visual approach in VMC,
the aircraft must initially climb on the runway track, remain visual and await instructions
from ATC. If the aircraft can not clear obstacles on runway track, the aircraft may turn.
The exception to the above procedure is that, at Sydney, visual go-arounds must be
carried out as directed by ATC.
TAXIING AFTER LANDING
A pilot in command must not hold on the runway in use unless ATC has so authorised.
After landing, unless specified otherwise by ATC, an aircraft must comply with the
following:
• promptly vacate the runway without backtracking;
• change from the aerodrome frequency to the SMC frequency (where established)
when vacating the runway strip and obtain an ATC taxi instruction;
• not cross any runway that intersects the taxi route unless in receipt of a taxi
instruction and a “CROSS RUNWAY (number)” instruction from ATC; and
• taxi to the destination via the most direct taxiway(s) available.
• where an apron service is provides on a discrete frequency (see ERSA), change to that
frequency on entering the apron
A taxi instruction which contains a taxi limit beyond a runway must include a
“CROSS RUNWAY (number)” instruction to cross that runway. When an aircraft is
required to hold short of a runway intersecting the taxi route, ATC will issue a taxi
instruction limit of the holding point associated with the intersecting runway.
An aircraft which has been issued with a taxi instruction limit of the holding point of a
runway intersecting the taxi route, or which has been issued with an instruction to
“HOLD SHORT” of that runway, must subsequently be issued with an instruction to
“CROSS RUNWAY (number)”.
Aircraft required to hold short of a runway must hold at the appropriate holding point
for that runway, or the runway strip edge at the intersection of a crossing runway.
When separate frequencies for aerodrome control and surface movement control are in
use, the pilot in command, on landing, must change from the aerodrome control
frequency to the SMC frequency on vacating the runway strip, and then transmit the
aircraft callsign and, if applicable, parking bay number. A pilot in command may
“REQUEST DETAILED TAXI INSTRUCTIONS TO (location)”.
Aircraft taxiing on the manoeuvring area will be regulated by ATC to avoid possible
conflict, and will be provided with a traffic information and alerting service. The pilot
must maintain separation while complying with the clearances and instructions. A taxi
clearance will govern entry to and movement on the taxiways but will not relate to
movement on the apron areas. However, available essential information referring to
other aircraft entering or leaving the same apron area will be provided. Radio watch
must be maintained on the SMC or tower frequency (where no SMC frequency is
provided) until parked.
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OPERATIONS IN CLASS E AIRSPACE
ATC TRAFFIC SERVICES
In Class E airspace, the following traffic services are provided by ATC:
• separation between IFR flights;
• traffic information to IFR flights about known VFR flights as far as practicable; and
• traffic information to radar- identified VFR flights which are in receipt of a radar
information service about other observed traffic.
Traffic information services provided by ATC do not relieve pilots of their responsibilities
for continued vigilance to see-and -avoid other aircraft.
In Class E airspace, the following also apply:
• Hazard Alerts will be directed to pilots of IFR flights, and to pilots of known VFR
flights.
VFR Flights in Class E Airspace
VFR flights entering Class E airspace do not require a clearance.
VFR flights entering and operating in Class E airspace should:
• avoid published IFR routes, where possible
• unless receiving a RIS, monitor the Class G area frequency; and
• take appropriate action to avoid potential conflict.
Additional ATC Services - Class E Airspace
Radar Services unless impracticable to do so, ATC will provide some additional
radar services in Class E airspace
Note: Many factors, such as the limitations of radar, volume of traffic, controller
workload and communications frequency congestion could prevent ATC from
providing a radar service. The controller’s reason against providing or continuing
to provide the service in a particular case is not subject to question, nor need it
be communicated to the pilot.
Within radar coverage, a radar-derived traffic information, navigation or position
information service may be provided to VFR flights. Pilots wishing to use radar services
must be in direct VHF communications with ATC and be equipped with
a serviceable transponder. Flights using the service will not be allocated a specific
transponder code except when the ATC intends to provide an ongoing service.
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CLASS E AIRSPACE
Pilots of VFR flights receiving a Radar Information Service (RIS) in Class E airspace will
be provided with information about radar observed traffic. However, due to the nature
and type of radar coverage, not all aircraft will be observed on radar. Consequently,
traffic information provided by ATC may be incomplete.
Pilots must comply with the see-and-avoid requirements of CAR163A.
On initial contact, pilots must advise position, level and intentions and advise the radar
service required. ATC will respond by identifying the aircraft, and notifying the pilot
that the aircraft has been “IDENTIFIED” prior to the commencement of traffic
information, position information, or navigational assistance. ATC may also assign a
specific transponder code prior to, or during the provision of, radar services. ATC must
be advised of any attention to change track or level.
When ATC is unable to provide radar services, the pilot will be advised
“RADAR SERVICE NOT AVAILABLE”. Requests for emergency assistance should be
prefixed by “MAYDAY” (three times) or “PAN PAN” (three times), and will receive
priority.
Radar services may be terminated at any time by the controller or by pilot request.
When services are terminated, ATC will advise "RADAR SERVICES TERMINATED”
(see Note 2 below). If a specific transponder code has not been allocated, ATC will
advise "SQUAWK CODE 1200”.
Note 1:Navigational guidance is advisory in nature and the responsibility
for the safe operation of the aircraft remains with the pilot.
Terrain clearance, aircraft-to-aircraft separation, and obtaining
clearances into controlled airspace remain pilot responsibilities.
Note 2:When radar services to VFR flights are terminated, pilots should
monitor an ATS frequency appropriate to their area of operation.
LOOK OUT
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CLASS E AIRSPACE
ATC Service to VFR Flights in Class E Airspace and RAS Areas in
Class G Airspace.
In designated RAS areas, Flight information and SAR Alerting Services are provided by
ATC.
Additionally, a limited on-request service is available to VFR flights, subject to higher
priority duties and other factors, including equipment limitations, volume if traffic,
frequency congestion and workload. The service available to VFR flights are:
• Traffic Information Service. Pilots requesting this service should use the phrase
“REQUEST TRAFFIC ADVISORY”. Information is based on observed traffic at the time
of the request. On-going traffic information will not be provided, unless so advised
by the controller.
• Position Information Service. Pilots requesting this service should use the phrase
“REQUEST POSITION ADVISORY.”
• Navigation Assistance Service. Pilots requesting this service should use the phrase
“REQUEST NAVIGATION ADVISORY”. Responsibility for aircraft and terrain avoidance
remains with the pilot in command.
On completion of these services, the controller will advise
“RADAR SERVICE TERMINATED”.
Plan your flight
Navigate accurately
Inform others
Lodge a flight plan turn on your transponder
contact ATC immediately if in doubt
Get the latest charts and documents
request NOTAMs and met information
Check constantly using a sound navigation cycle
Get the Latest information
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CLASS E AIRSPACE
AIRSPACE RESERVATION, PROHIBITED, RESTRICTED AND
DANGER AREAS
AIRSPACE RESERVATION
A designated airspace or portion thereof under the control of another authority may
be reserved to allow the following:
• flights of special military significance requiring the use of controlled airspace, which
would be subject to unacceptable restrictions if normal operations applied;
• civil flights requiring passage through military airspace when weather conditions
or other factors make flight on the normal air route inadvisable,
or impossible, and when other routes are unavailable, or the use of such routes
would impose severe economic penalties on the operation of the aircraft.
There are two types of airspace reservations; fixed defined areas and “mobile”
(Eg, aerial refuelling, en route formation flights, etc). Such reservations are normally
only applied during limited periods. A designated airspace or portion thereof under the
control of a military ATC authority may also be reserved to confine particular activities.
In such airspace, RAAF ATC shall be responsible for the provision of separation for
transiting civil or military aircraft from the areas reserved or restricted for current air
defence operation.
GENERAL
Airspace in which a potential hazard to aircraft operations may exist, and all areas over
which the operation of civil aircraft may be restricted are promulgated as follows:
• Prohibited Area
Airspace within which the flight of aircraft is prohibited.
• Restricted Area
Airspace within which the flight of aircraft is restricted in accordance with specified
conditions.
• Danger Area
Airspace within which activities dangerous to the flight of aircraft may exist at
specified times.
These areas are promulgated in the DAH and are shown on MAP charts by boundaries
outlined in red and containing the identification of the area as a letter and a number.
The letters allocated are
P= Prohibited Area
R= Restricted Area
D= Danger area
The number identifies the area.
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PRD
When used internationally, the identification of these areas are preceded by a FIR
identifier as follows;
Brisbane = YB
Melbourne = YM
Details are shown in ERSA or NOTAM
Unless otherwise specified, vertical limits are promulgated as AMSL when at or below
the transition altitude, or as a flight level when above the transition altitude.
The abbreviation “SFC” means the surface of the ground or water. “NOTAM” indicates
that the vertical limits or hours of activation will be notified by NOTAM.
The promulgated vertical limits of prohibited and restricted areas include all the buffers
necessary for the protection of aircraft operating outside these areas. Therefore, the
promulgated levels may be used by aircraft avoiding the areas, except where the
vertical limit abuts controlled airspace, in which case, a clearance is required.
FLIGHT WITHIN PRD AREAS
Flight within a prohibited area is not permitted in any circumstances.
Approval for an aircraft to fly within an active restricted area or airspace depends on
the location of the airspace and the type of activity being conducted in that area or
airspace, at the time. Pilots desiring access to a restricted area or airspace should
request clearance from ATC in the same manner that clearance to enter controlled
airspace is requested. Clearances are generally only witheld when activities hazardous
to the aircraft are taking place, or when military activities require absolute priority.
When clearance is granted, the flight must be conducted in accordance with the
conditions and instructions specified by the ATC unit.
Civil aircraft operating in military Restricted areas or airspace in which an ATC service is
provided will receive a service equivalent to that of Class C airspace unless specified
otherwise by ERSA FAC.
When compliance with an air traffic clearance requires flight:
• from controlled airspace into an adjoining active restricted area or airspace; or
• through an active restricted area or airspace into adjoining controlled airspace; or
• through an active restricted area or airspace within controlled airspace;
the pilot in command may assume that ATC has obtained approval for the flight. The
flight path must comply with prescribed controlled airspace procedures.
When flight within an active restricted area or airspace is required in
circumstances other than those specified in this section, operators must
submit a request to ATS for specific approval to enter.
Approval for flight within a danger area outside controlled airspace is
not required.
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PRD
LANES OF ENTRY
Lanes of entry are established to permit passage to and from a GAAP CTR without
entering an adjacent civil or military CTR. The vertical limits provide separation from
overlying control or restricted areas.
When using these lanes, pilots must:
• operate under VFR
• conform with the general flight rules regarding terrain clearance, flight over
populous areas, and low level restricted areas;
• operate not higher than the altitude specified as the upper limit in the section being
flown; and
• keep to the right.
LOOK OUT
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PRD
CRUISING LEVELS
SELECTION OF LEVELS
All flights must be planned at levels in accordance with the table of Cruising Levels.
VFR flights in Class E or Class G airspace must be operated at levels selected in
accordance with the table of cruising levels above when operating at or above 5,000FT
AMSL, and must be operated at such levels when below 5,000FT AMSL whenever
practicable (CAR 173).
Notwithstanding the above, ATC may be requested to approve flight within controlled
airspace at a level that does not accord with the above and may approve such flight.
2500
4500
6500
8500
3500
5500
7500
9500
1500
EVEN1000s+
500
ODD1000s+
500
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CRUISING LEVELS
BLOCK LEVELS
On request from the pilot, a flight may be cleared to operate within controlled airspace
within a Block Level provided that other aircraft are not denied the use of that airspace
contained within that Block.
A glider or balloon cleared to operate in controlled airspace will be assigned block
levels.
The pilot shall have complete freedom to change levels within the block, provided that
the upper and lower levels are not exceeded. However, a clearance to operate within a
Block Level shall be cancelled or amended if another aircraft requests the use of a level
within the block.
When cancelling or amending a Block Level clearance, the aircraft operating in a Block
Level shall be instructed to climb or descend to an appropriate level or block level in
order to provide vertical separation from the other aircraft requesting one of the levels.
Aircraft at standard flight levels will be afforded priority over aircraft using nonstandard flight levels.
AIR TRAFFIC SERVICES AIRSPACE
Whenever flight rules are changed during the flight (ie. VFR to IFR or IFR to VFR), the
pilot must report to ATS at the time the change takes place.
Pilots of aircraft engaged in parachute operations must make an all stations broadcast
advising their intentions, on the appropriate area VHF, and/or MBZ frequency/CTAF
two (2) minutes prior to parachutists exiting the aircraft. In addition, when operations
are conducted in controlled airspace, a clearance to drop is required. Notification of
clearance request must be made at least five (5) minutes before the proposed exit.
Aircraft may maintain a listening watch on other than the area VHF for operations
below 5,000FT OCTA such as parachuting, gliding, agricultural operations and circuit
training or local flights at non-controlled aerodromes outside a MBZ or CTAF area.
Gliders are encouraged, but not required, to monitor the Area VHF when operating
above 5,000FT OCTA.
LIMITED RADIO AND NO RADIO PROCEDURES
Authorisation may be given to Australian registered aircraft to vary the requirements
for the carriage of radio equipment as specified in Radio Communication and
Navigation Requirements. Authorisations are given by the relevant District Office of the
CASA.
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CRUISING LEVELS
A no-radio aircraft operating OCTA may, due to stress of weather, operate above
5,000FT to the minimum extent necessary for the safe conduct of the flight, provided;
• the aircraft cruises at a VFR level;
• the cruise is conducted in VMC; and
• as soon as is practicable, the aircraft descends in VMC to below 5,000 FT to
continue flight in VMC. A pilot not able to comply with these requirements must
proceed to the nearest suitable aerodrome and land.
A no-radio aircraft other than a glider may operate above 5,000FT within the confines
of a published Danger Area. Gliders may be authorised to operate above FL200 and
monitor an approved frequency other than the area VHF frequency. The area of
operation will be advised by NOTAM.
If total or partial failure of mandatory radio communications equipment occurs before
flight commences and repair facilities are available, repairs must be made before the
flight proceeds. Where repair facilities are not available, and flight to the nearest
appropriate repair facility entails flight in controlled airspace or an MBZ, the flight may
proceed provided that:
• for flight in controlled airspace ATS is advised of the radio failure and a clearance for
the flight is obtained from ATC; or
• for flight in an MBZ, the pilot arranges to have a radio broadcast made, at the time
the no-radio flight takes place, giving details of the flight.
FLIGHTS UNDER THE VFR
The following apply in respect of flight under the VFR:
• The pilot in command must navigate the aircraft by visual reference to the ground or
water, or by using any of the methods specified on page 265, 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.
• 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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NAVIGATION REQUIREMENTS
• 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 on page 240.
• VFR flight on top of more than 4/8 cloud is available provided that:
A. VMC can be maintained during the entire flight, including climb, cruise
and descent.
B. For VFR flight on top, the visual position fixing requirements of page 266
or the IFR navigational requirements must be met.
C. Prior to conducting a VFR flight on top of more than 4/8 loud, 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.
D. 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).
• 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 on
page 266.
• 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 F200 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.
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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NAVIGATION REQUIREMENTS
FLIGHT UNDER THE VFR
An aircraft operating under the VFR can also be navigated by:
• a full time licensed flight navigator, or
• an approved self-contained navigation system, or approved long range radio
navigation system;or
• use of a radio navigation system or systems on routes where, after making
allowance for possible tracking errors of ± 9. from the last positive fix, the aircraft
will come within the rated coverage of a radio aid which can be used to fix the
position of the aircraft. The maximum time interval between positive fixes must not
exceed two (2) hours.
Note: self-contained or long range navigation systems may only be used as the sole
means of navigation if the system installed in the aircraft has been approved by
the CASA and the pilot in command operates the system in accordance with the
terms of this approval.
TRACK KEEPING
Tolerances are applied to tracks to assess containment area 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 navigational 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.
When using radio navigational aids as the primary means of navigation:
• the aircraft must be navigated by reference to the aid which provides the most
precise track guidance with which the aircraft is equipped and the pilot is qualified
to use; and
• only those aids which specifically define the relevant track must be used for track
keeping.
The order of precision is Localizer, VOR, then NDB/ Locator.
When track guidance is provided by radio navigation aids, but navigation is by an
approved self-contained navigation system or long range navigation system, the pilot
must maintain track as defined by the most accurate radio navigation aid available.
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VFR
SECTION
NAVIGATION REQUIREMENTS
POSITION FIXING
A positive radio fix is one that is determined by the passage of the aircraft over:
• a NDB; or
• a VOR station; or
• a DME; or
• is one determined by the intersection of two or more position lines which intersect
with angles of not less than 45° and which are obtained from NDBs, VORs,
Localizers or DMEs in any combination.
For the purpose of this section, a position line must be within the rated coverage of
the aid with the exception that if a fix is determined entirely by position lines from
NDBs, the position lines must be within a range of 30NM from each of the NDBs.
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VFR
SECTION
NAVIGATION REQUIREMENTS
GENERAL
Pilots should take extra care when operating at an aerodrome where gliding operations
are in progress, Gliding operations are indicated by the “gliding operations in
progress” ground signal displayed next to the primary winch direction indicator.
Pilots should also establish whether the gliders are being launched by winch or
aerotow, or both.
Where aerotowing is in progress, pilots should remain well clear of gliders under tow.
If wire launching is used, pilots should establish the locations of either the winch or
tow car and the cable, and remain well clear. Over- flying the active runway below
2,000FT AGL is not advised, nor is landing without first ascertaining that the cable
if on the ground and not across the landing path. Aerotow and winch launching are
possible up to 4,000FT AGL, but launches to 1,500FT or 2,000FT AGL are normal.
Except for operations in controlled airspace, gliding operations may be conducted noradio, or may be on frequencies 122.5MHZ, 122.7MHZ or 122.9MHZ, which have
been allocated for use by gliders. Unless otherwise authorised, gliding operations in
controlled airspace must be conducted using the appropriate air traffic control
frequency. Radio equipped gliders at non-controlled aerodromes will use the MBZ
frequency or CTAF. Whenever possible, when operating above 5,000FT AMSL outside
a MBZ or CTAF area, glider pilots are expected to listen out on the area VHF and
announce if in potential conflict.
GLIDING
OPERATIONS
IN PROGRESS
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GLIDING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
OPERATIONS AT LICENSED AERODROMES
Gliding operations may be conducted from:
• a glider runway strip within the runway strip (single runway), using a common
circuit direction;
• a glider runway strip adjacent to the existing runway strip (dual runways), using a
common circuit direction; or
• a separate glider runway strip parallel to and spaced away from the existing runway
strip (parallel runways), using contra-circuit procedures.
Details of the gliding operation are published in the ERSA entry for the aerodrome.
When procedures are changed for intensive short-term activity, a NOTAM will be
issued.
Where dual or parallel runways are established, the glider runway strip will conform
to normal movement area standards, but will be marked by conspicuous markers of a
colour other than white. Glider runway strips must not be used except by gliders, tug
aircraft and other authorised aircraft.
Where a single runway is established and gliders operate within the runway strip, the
runway strip markers may be moved outwards to incorporate the glider runway strip.
Glider movement and parking areas are established outside of the runway strips.
When the glider runway strip is occupied by a tug aircraft or glider, the runway is
deemed to be occupied. Aircraft using the runway may, however, commence their
take-off run from a position ahead of a stationary glider or tug aircraft.
Except for gliders approaching to land, powered aircraft have priority in the use of
runways, taxiways and aprons where a single runway or dual runway operation is
established.
At the locations where parallel runways exist and contra-circuit procedures apply,
operations on the two parallel runways by aircraft below 5,700KG MTOW may be
conducted independently in VMC by day. Aircraft must not operate within the
opposing circuit area below 1,500FT AGL, but should join their circuit upwind over the
runway at 1,500FT or downwind at 1000FT. Aircraft should ascertain the runway
direction in use as early as possible and conform to that pattern.
A crossing runway should only be used when operationally necessary, and traffic using
the crossing runway should avoid conflicting with the established circuit;
eg, by remaining below it, or using a long final, or not turning after take-off until well
clear.
At aerodromes other than for which contra-circuits are prescribed, gliders are generally
required to conform to the established circuit direction. However, unforeseen
circumstances may occasionally compel a glider to execute a non-standard pattern,
including use of the opposite circuit direction in extreme cases.
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GLIDING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
At licensed aerodromes a VHF listening watch on the MBZ frequency or CTAF is
maintained during aerotow launching by the tug pilot, and during wire launching by
the winch or tow-vehicle driver. The tug pilot or winch/car driver may be able to advise
glider traffic information to inbound or taxiing aircraft.
Where wire launching is used launching will cease and the wire will be retracted or
moved off the strip when another aircraft joins the circuit or taxis, or a radio call is
received indicating this. A white strobe light is displayed by a winch, or a yellow
rotating beacon by a tow-car associated vehicle, whenever the cable is deployed.
Gliders are not permitted to perform aerobatics, including spin training, within 2NM of
a licensed aerodrome below 2,000FT AGL. Gliders are not permitted to perform
continuous 360 degree turns nor to use thermal lift on the live side of a common
circuit area (including the circuit area being used by known traffic on a crossing
runway) unless they monitor the MBZ frequency or CTAF and give way to maintain
adequate separation from other traffic in the circuit area.
PARACHUTING OPERATIONS
GENERAL
Parachutists must not be dropped if descent will result in their entry into cloud.
A broadcast advising the intention to drop parachutists must be made from the drop
aircraft not less than two (2) minutes prior to parachutists exiting the aircraft.
This requirement applies to both relevant frequencies when the landing area is located
in a CTAF or MBZ, or when parachutists descend from controlled airspace into
underlying Class G airspace.
Parachuting Operations in Classes C and D airspace.
Parachutists must not be permitted to exit the aircraft until the pilot has received
a clearance from ATC authorising the descent. This will be phrased as
“ CLEAR TO DROP”.
Where parachutists will leave classes C or D airspace on descent, the pilot of the
aircraft must broadcast the intention to drop, at least two (2) minutes prior to exit,
on the relevant CTAF, Area VHF or MBZ frequency. Notwithstanding that a drop
clearance may have been issued, the drop must not proceed if replies to this broadcast
(or visual observation) indicate that there is conflicting traffic beneath the CTA. The
drop must not proceed until the conflicting traffic is clear.
PARACHUTING OPERATIONS IN CLASS E AIRSPACE
Pilots of PJE aircraft operating in Class E airspace are required to establish contact
with ATC notifying the intent to commence operations before the drop
commences. ATC will broadcast on the appropriate frequency before the drop as
an alert to pilots of IFR flights operating in the airspace.
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PARACHUTING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
Pilots of PJE aircraft must broadcast in accordance with the above paragraphs to alert
pilots of VFR flights in Class E airspace, and IFR and VFR flights in underlying Class G
airspace.
Pilots of PJE aircraft are responsible for notifying ATC when the jump has been
completed.
PARACHUTE OPERATIONS IN MBZ
Aircraft supporting parachute descents within an MBZ must be equipped with two
VHF radio transceivers in order to monitor traffic within the MBZ and in the
surrounding airspace. Further, in addition to the two (2) minutes prior broadcast on
the MBZ frequency, the pilot must advise the intention to drop parachutists, on both
the MBZ frequency and all surrounding frequencies, not less than four (4) minutes
prior to the planned exit.
Parachutists must not be dropped within 15 minutes prior to the estimated time of
arrival of an RPT aircraft, unless the two aircraft are in direct communication and the
exit can be completed such that all parachutists have landed prior to the arrival of the
RPT aircraft in the circling area. Once the RPT aircraft has landed and taxied clear of
the runway, the exit of parachutists may proceed provided there is no other conflicting
traffic.
When a departing RPT aircraft has broadcast taxiing for departure, parachutists must
not be permitted to commence a descent until the RPT aircraft is clear of the circling
area.
PARACHUTE DESCENTS AT LICENSED AERODROMES
Parachutists must not be dropped onto a licensed aerodrome without the approval
of the relevant District Office of CASA unless:
• the aerodrome operator has approved parachute descents onto the aerodrome, and
other regular or locally-based users of the aerodrome airspace have been advised of
the intended parachuting operations; and
• the target for parachutists is located clear of movement areas by the distance
prescribed as the minimum drop zone radius for the qualifications of the
parachutists using it.
Parachutists must not be dropped so as to conflict with any traffic:
• in the live side of any circuit known to be in use, or reasonably expected to be used
by known traffic in the prevailing conditions; or
• using any runway, taxiway or apron.
Parachutists must not be dropped if another aircraft is conducting an instrument
approach, or is expected to commence an instrument approach within (5) minutes
after the planned drop.
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PARACHUTING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
BALLOON OPERATIONS
TYPES OF OPERATION
Balloons are permitted to operate in private, aerial work and charter operations. Aerial
work and charter operations are flown under an Air Operator Certificate (AOC) - the
pilot in command holds a commercial pilot (balloon) licence and is responsible to a
chief pilot in accordance with CAO 82.7. Private operations are conducted by pilots
who hold a pilot licence issued by the Australian Ballooning Federation Inc.
Unless authorised by CASA, pilots of balloons engaged in private operations must not
operate:
a. in controlled airspace; or
b. below 2,000FT above aerodrome level within 3NM of a licensed aerodrome, or
c. below 1,000FT above ground level over a populous area.
Permission to fly in these areas, either for a specified event or for suitably qualified
pilots, may be sought from CASA District Offices. When permissions are issued, they
usually contain directions to operate in the same manner as balloons in aerial work or
charter operations.
Pilots of balloons engaged in aerial work or charter operations may:
a. operate within controlled airspace subject to an ATC clearance;
b. operate from licensed aerodromes; and
c. take off from, and land at, adequate open spaces within populous areas. When
doing this, they must ensure that the balloon reaches the minimum overflight of
1,000FT AGL within a reasonable time following take-off, and minimise the time spent
flying at low level whilst approaching to land in or within 300 metres of a populous
area.
Balloon pilots are not required to observe a minimum height whilst flying over other
than non populous areas. However, this does not absolve pilots from any responsibility
in respect of landholders, stock or property. The Australian Ballooning Federation Inc
maintains a register of sensitive areas where landholders have requested that pilots not
land, or observe a minimum overflight height.
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BALLOONING
SECTION
AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
Carriage and Use of Radio
Pilots of balloons engaged in aerial work or charter operations are required to carry
and use VHF radio for communication, as necessary, with other aircraft and with ATS.
However, the operators are authorised to maintain their own SARWATCH, and no
flight notification is required for flights outside controlled airspace.
Pilots of balloons who have been permitted to operated in the airspace a and b above
are required to carry and use radio as described in the above paragraph. Where a
number of balloons are permitted to operate together in the vicinity of an uncontrolled
licensed aerodrome, one balloon in each group may maintain radio communication for
the group.
Pilots of balloons engaged in private operations are required to carry radio and use it
in accordance with the procedures described in ENR Section 19. Whilst they are
operating:
a. within a MBZ or a CTAF area;
b. at or above 5,000FT above mean sea level;
c. within 10NM of an aerodrome with a published instrument approach procedure; or
d. at night.
The holder of a private pilot certificate issued by the Australian Ballooning Federation
Inc may have that certificate endorsed to permit radio communication of VHF
frequencies only, without being the holder of a flight radiotelephone operator licence.
Operations in the Vicinity of Aerodromes
Within 3 NM of an aerodrome, the pilot-in-command of a balloon is required to give
way to other traffic operating in the traffic pattern of the aerodrome which is applicable
to the runway in use at the time.
The pilot-in-command of a balloon who intends to overfly an aerodrome within 3NM
should do so at a height greater than 1,500FT above the aerodrome. In the case of a
private balloon flight which is not specifically authorised by CASA, overflight must be
conducted more than 2,000FT above the aerodrome.
The pilot of a balloon which is taking off within 3NM of an aerodrome must give way
to aircraft which are landing or on final approach to land, by delaying their take-off or,
if airborne, by climbing or descending to remain clear of the other aircraft’s flight path.
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BALLOONING
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AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
Meteorological Conditions for balloons.
PG 194 prescribes VMC for balloons. Operations in other than prescribed VMC are not
permitted.
Night Balloon Operations
Aerial work and charter operations by pilots who hold a NVFR (balloon) rating, and
private operations with specific permission from CASA, may be conducted at night. In
the case of aerial work and charter operations, these are restricted to the period of (1)
hour prior to first light.
Operations in Controlled Airspace
Prior to a proposed flight in controlled airspace, a balloon operator or pilot-incommand must liaise with ATS as follows:
a. contact ATC by telephone or radio prior to inflating the balloon to advise the
planned launch site and likely direction or area of flight, and ascertain the availability
of an ATC clearance; and
b. call to obtain a clearance before becoming airborne.
The pilot must maintain a continuous listening watch on the appropriate frequency
during flight within controlled airspace, and report flight progress as required by ATC.
The pilot must report changes in the direction of drift, which will cause the balloon to
diverge from its nominated track or area of operations, as soon as possible, and, in any
case, before the track error exceeds one (1) nautical mile.
For operations in an area controlled airspace within radar coverage, a serviceable
transponder must be carried unless ATC has advised that a transponder is not required
for that flight.
In the event of a radio failure or other emergency, the relevant procedures as listed in
Section 4 must be followed. Particular attention should be given to notifying the
termination of a flight where radio contact is not able to confirm this.
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BALLOONING
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AERIAL SPORTING AND
RECREATIONAL ACTIVITIES
INTERCEPTION OF CIVIL AIRCRAFT
PROCEDURES FOR AIRCRAFT OPERATING IN AN AIR DEFENCE
IDENTIFICATION ZONE
GENERAL
1. The following general rules and procedures apply to enable identification of air
traffic entering any designated Air Defence Identification Zone (ADIZ) under the
control of Australia.
2. An ADIZ is airspace of defined dimensions within which identification of all aircraft
is required.
3. When a flight is intended to operate within an ADIZ, the pilot, unless exempted in
accordance with para 4, must;
• lodge a flight notification covering flight within the ADIZ with the appropriate ATS
unit at least 60 minutes before entry into the ADIZ;
• report position to ATS when passing each position reporting point within the ADIZ;
• report position to ATS at ADIZ boundary with a geographical reference (eg 15NM
east of..) or, if the departure point is within 100NM of the ADIZ boundary, report
departure;
• report departure if departing from a point in the ADIZ;
• maintain a continuous listening watch on the communications frequency of the
appropriate ATS unit or on another frequency as directed until the flight is through
the ADIZ;
• not deliberately deviate from tracks and altitudes filed in the flight plan unless prior
ATC clearance is obtained, or, outside controlled airspace, notification is given to the
appropriate ATS unit; and
• activate the aircraft transponder when within 100NM of the ADIZ and when
operating within the ADIZ.
4. The following flights over Australia and its territorial waters are exempted from
compliance with the requirements of para 3;
• a flight originating within an ADIZ which maintains a steady outbound track;
• a flight which remains within 10NM of the point of departure;
• aircraft performing published approach, holding or recovery procedures; and
• a flight conducted in accordance with special procedures arranged with the Area Air
Defence Commander.
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GENERAL
SECTION
AIR DEFENCE IDENTIFICATION
ZONE
5. Flight plans lodged in accordance with para 3 must include details of:
• tracks and altitudes to be flown while operating in the ADIZ;
• estimated elapsed times for each route segment in the ADIZ, including the segment
in which the ADIZ boundary is crossed;
• position reporting points, departure and landing points; and
• estimated time at the commencing point of the first route segment for which details
are required in accordance with para 3.
6. Reporting points published in aeronautical charts must be used plus those required
by the Area Air Defence Commander.
7. Pilots must immediately notify ATS of any deviation from flight plan beyond the
following tolerances:
• estimated time of commencing the ADIZ route segments - ± 5 minutes;
• over land area - ±10NM from track;
• over oceanic areas - ± 20NM from track.
Note: The 5 minutes expressed in deviation above will be used in considering
interception action (see below), but pilots must report predicted deviations of
greater than two minutes.
8. In the event of failure of two-way radio communication, the pilot must proceed in
accordance with the normal radio failure procedures.
SPECIAL REQUIREMENTS
Special Requirements may be published relative to a particular ADIZ. Flights exempted
in accordance with para 4 will not be exempted from the special requirements unless
so specified.
NON-COMPLIANCE
Significant deviations from the requirements for flight in an ADIZ must be reported
immediately to ATS and details and reasons for the deviation must be reported at the
first point of landing, for transmission to the Area Air Defence Commander.
INTERCEPTION
Aircraft not exempted in accordance with para 4, and which cannot be satisfactorily
identified, may be intercepted by fighter aircraft.
If any doubt arises as to the friendly intention of an aircraft, closer identification may
be necessary, in which case the identifying aircraft will maintain visual observation of
the intercepted aircraft, and:
• approach at the same level from astern on a parallel course to the left of the aircraft
to be identified, with a minimum lateral displacement of 1,000M;
• if strictly necessary for identification, move closer while maintaining a generally
parallel course, but never closer than 200M;
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GENERAL
SECTION
AIR DEFENCE IDENTIFICATION
ZONE
• if identified as friendly, make the appropriate signal to proceed from a position
slightly ahead, by a climbing turn of 90 degrees to port away from the intercepted
aircraft, if permissible, considering other air traffic.
Aircraft identified by intercept as;
• “Friendly”- should then proceed according to flight plan and/or ATC instructions;
• “Unknown” - should be prepared to be shadowed, diverted or instructed
to land at a suitable airfield;
• “Hostile”- aircraft positively identified as “Hostile” may be engaged and destroyed.
ACTION BY INTERCEPTED AIRCRAFT
An aircraft which is intercepted by another aircraft must immediately:
• follow the instructions given by the intercepting aircraft, interpreting and responding
to visual signals in accordance with the table over page.
Visual Signals for Use in the Event of Interception;
• notify, if possible, the appropriate ATS unit;
• attempt to establish radio communication with the intercepting aircraft, or with the
appropriate intercept control unit, by making a general call on the emergency VHF
frequency 121.5MHZ and repeating this call on the emergency UHF frequency
243.0MHZ, if practicable, giving the identity and position of the aircraft and nature
of the flight;
• if equipped with SSR transponder, select code 7700, unless otherwise instructed by
the appropriate ATS unit.
If any instructions by radio from any sources conflict with those given by the
intercepting aircraft by visual or radio signals, the intercepted aircraft must request
immediate clarification while continuing to comply with instructions given by the
intercepting aircraft.
DIVERSION OF AIRCRAFT FOR DEFENCE OPERATIONS
The Area Air Defence Commander may, through ATS, direct the flight of aircraft in the
interests of national security. Messages initiating such requirements will be prefaced by
MILITARY OPERATIONS REQUIRE…
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GENERAL
SECTION
AIR DEFENCE IDENTIFICATION
ZONE
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VISUAL SIGNALS
SECTION
ADIZ
SERIAL INTERCEPTING AIRCRAFT SIGNALS MEANING INTERCEPTED AIRCRAFT RESPONSE MEANING
1. DAY - Rocking wings from a position slightly above You have AEROPLANES: DAY - Rocking wings and following. Understood,
and ahead of, and normally to the left of been will comply.
intercepted aircraft and, after acknowledgement, intercepted.
a slow level turn, normally to the left, on to the Follow me.
desired heading.
NIGHT - Same as above and, in addition, flashing NIGHT - Same and, in addition, flashing navigational
navigational lights at irregular intervals. lights at irregular intervals and following.
Notes: Helicopters: DAY or NIGHT - Rocking aircraft,
1. Meteorological conditions or terrain may require flashing navigational lights at irregular intervals and
the intercepting aircraft to take up a position following.
slightly above and ahead of, and to the right of the
intercepted aircraft, and to make the subsequent
turn to the right.
2. If the intercepted aircraft is not able to keep
pace with the intercepting aircraft, the latter is
expected to fly a series of race-track patterns and
to rock its wings each time it passes the
intercepted aircraft.
2. DAY or NIGHT - An abrupt break-away You may AEROPLANES: DAY or NIGHT - Rocking Wings. Understood,
manoeuvre from the intercepted aircraft consisting proceed HELICOPTERS: DAY or NIGHT - Rocking aircraft. will comply.
of a climbing turn of 90° or more without crossing
the line of flight of the intercepted aircraft.
3. DAY - Circling aerodrome, lowering landing gear Land at this AEROPLANES: Understood,
and overflying runway in direction of landing or, aerodrome DAY - Lowering landing gear, following the will comply.
if the intercepted aircraft is a helicopter, overflying intercepting aircraft and, if after overflying the
the helicopter landing area. runway, a landing is considered safe, proceeding to
land.
NIGHT - Same as above and, in addition, showing NIGHT - Same as above and, in addition, showing
steady landing lights. steady landing lights (if carried).
HELICOPTERS: DAY or NIGHT - Following the
intercepting aircraft and proceeding to land, showing
a steady landing light (if carried).
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION - INITIATED BY INTERCEPTING AIRCRAFT
278
SERIAL INTERCEPTED AIRCRAFT SIGNALS MEANING INTERCEPTING AIRCRAFT RESPONSE MEANING
4. AEROPLANES: DAY - Aerodrome DAY or NIGHT - If requirement is that the intercepted Understood,
Raising landing gear while passing over landing you have aircraft follow the intercepting aircraft to an alternate follow me
runway at a height exceeding 300M (1,000FT) but designated aerodrome, the intercepting aircraft raises its landing
not exceeding 600M (2,000FT) above the is gear and uses the Serial 1 signals prescribed for
aerodrome level, and continuing to circle the inadequate intercepting aircraft.
aerodrome.
AEROPLANES: NIGHT - If decision is to release the intercepted aircraft, the Understood.
Flashing landing lights while passing over landing intercepting aircraft uses the Serial 2 signals you may
runway at a height exceeding 300M (1,000FT) prescribed for intercepting aircraft. proceed.
but not exceeding 600M (2,000FT) above the
aerodrome level, and continuing to circle the
aerodrome. If unable to flash landing lights flash
any other lights available.
5. AEROPLANES: DAY or NIGHT - Cannot DAY or NIGHT - Use Serial 2 signals prescribed for Understood.
Regular switching on and off of all available lights, comply intercepting aircraft.
but in such a manner as to be distinct from flashing
lights.
6. AEROPLANES: DAY or NIGHT - In distress DAY or NIGHT - Use Serial 2 signals prescribed for Understood.
Irregular flashing of all available lights. intercepting aircraft.
HELICOPTERS: DAY or NIGHT - In distress
Irregular flashing of all available lights.
NOTES:
1. These signals are applicable both within or outside an ADIZ.
2. If radio communication is established during interception, but communication in a common language is not possible, attempts
must be made to convey instructions, acknowledge instructions and essential information by using the following phrases and
transmitting each phrase twice.
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION - INITIATED BY INTERCEPTING AIRCRAFT
Civil Aviation Safety Authority Australia
OPERATIONS
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VISUAL SIGNALS
SECTION
ADIZ
279
1 2 3 4
PHRASE MEANING PHRASE MEANING
CALLSIGN What is your callsign? CALL SIGN My call sign is (call sign)
(call sign)
(Note 3)
FOLLOW Follow me WILCO Understood. Will comply
DESCEND Descend for landing CAN NOT Unable to comply
YOU LAND Land at this aerodrome REPEAT Repeat your instruction
PROCEED You may proceed AM LOST Position unknown
MAY DAY I am in distress
HIJACK I have been hijacked
LAND I request to land
DESCEND I require descent
NOTES:
1. Circumstances may not always permit, nor make desirable, the use of the phrase "HIJACK".
2. The callsign required to be given is that used in radiotelephony communications with ATS units and corresponding
to the aircraft identification in the flight notification.
3. The callsign required is that used with ATS and corresponding to the aircraft identification in the flight notification.
RADIO COMMUNICATIONS DURING INTERCEPTION
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VISUAL SIGNALS
SECTION
ADIZ
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CHECKLIST
SECTION
NIGHT VFR
1 Flight of at least 1Hr at night in 12 months 1
YES
1 take-off & landing in 6 months 2
YES
Carrying passengers Go to 5
AIP GEN 3.3 - 13
AIP ENR 1.10 - 1
3
YES
NO
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283
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284
NO
NO
NO
NO
Get One! NO
YES
YES
3 take-offs & landings at night
in preceeding 90 days
Or do 3 T/O & L at
night Solo or Dual
Or do
1hr dual
Or do
1T/O & L dual
– 15¡ NOAID
– 10.3¡ NAVAID
– 5NM BUFFER
– 10NM
EITHER SIDE
OF TRACK
4
YES
NO
LSALT: determined by TAC / ERC / WAC 5
YES
Weather Forecast with NOTAMS 6
YES
Not advisable due to
inability to remain in VMC
Cloud: More than 4/8ths below the
LSALT plus 1000ft on the ARFOR
7
NO
Plan for an alternate
INTER: 30 mins holding
TEMPO: 60 mins holding
FEW = 1 to 2 OKTAS
SCT = 3 to 4 OKTAS
BKN = 5 to 7 OKTAS
OVC = 8 OKTAS
FEW + FEW = SCT
FEW + SCT = BKN
SCT + SCT = BKN
TAF’s AIP ENR 1.1 - 76
CLOUD: More than4/8ths below 1500FT or;
VIZ: Less than 8KM or;
X/Wind: Greater than maximum for the Aircraft
or a percentage probability of any of above
8
NO
NAVAIDS ENR 1.1 - 79
Aerodrome served by a NAVAID + Aircraft equipped with the NAVAID
9
YES
Go to 10
Plan for an alternate within
1HR and have NAVAID
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286
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283
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CHECKLIST
SECTION
NIGHT VFR
LIGHTING ENR 1.1 - 80 10
PAL with STBY No Resp Person
PAL with STBY + Resp Person
PAL with NO STBY + No Resp Person
PAL with NO STBY + Resp Person
Portable with Resp Person
Portable with No Resp Person
Permanent + Resp Person
* Alternates with PAL do not need a responsible person if dual VHF Equipped
or 1X VHF + HF + 30mins holding
Plan for an Alternate * YES
Plan for an Alternate * YES
Plan for an Alternate * YES
Go to 11 YES
Go to 11 YES
Plan for an Alternate * YES
Go to 11 YES
Aircraft Instruments CAO 20.18 Appendix IV 11
Does your aircraft have:
Airspeed indicator, Altimeter, Compass, Clock, Turn & Slip, OAT, Artificial
Horizon, Suction Gauge, D.G, and anything required by the Flight Manual?
YES
Go to 13
YES
Go to 12
Aircraft Lighting CAO 20.18 Appendix V 12
Does your aircraft have:
Instrument lights with variable illumination, Pilot compartment lights, Passenger
compartment lights, 1X landing light, Navigation lights, 1 shock proof electric torch
for each crew member.
YES
Go to 14
YES
ENJOY YOUR FLIGHT
SUBMIT ONE
Aircraft Radio Equipment GEN 1.5 - 1 - 1.5 - 5 13
Is your aricraft equipped with:
1X VHF radio
1X Navaid NDB or VOR
SSR Transponder if operating in CTA/RADAR
SARTIME AIP ENR 1.10 - 7 14
If travelling over 120NM at night submit a SARTIME or FLIGHT NOTE
(Left with a responsible person)?
PAGE
299
PAGE
296
PAGE
293
PAGE
284
PAGE
301
NO
NO
NO
NO
QUALIFICATIONS FOR NIGHT FLYING UNDER VFR (CAR 174C)
• Subject to this regulation, a person other than:
A. in the case of agricultural operations—the holder of a licence on which a
night V.F.R. agricultural rating has been endorsed; or
B. in the case of any other flight—the holder of a licence on which a night
V.F.R. rating has been endorsed; or
C. a student pilot, or holder of a private pilot licence, a commercial pilot
licence or an air transport pilot licence, permitted under Part 5 to fly an
aircraft in a traffic pattern at night under the V.F.R.;
shall not fly an aircraft at night under the V.F.R.
• A pilot who holds a licence on which an instrument rating for a category of aircraft
has been endorsed may fly an aircraft of the same category at night under the V.F.R.:
A. using the types of navigation aids endorsed in the pilot’s log book for use
with that rating; and
B. subject to compliance with any conditions that CASA issues in Civil
Aviation Orders in relation to aeronautical experience and recent
experience.
In this regulation, a reference to flying an aircraft includes a reference to conducting a
flight as pilot in command.
V.F.R. FLIGHTS AT NIGHT (CAR 174B)
• Except with the permission of CASA, an aircraft shall not, except when necessary for
take-off or landing, be flown at night under the V.F.R. at a height less than 1,000
feet above the highest obstacle located within 10 miles of the aircraft in flight.
• A single engine aircraft must not be flown at night under the V.F.R. except in the
following operations:
A. private operations;
B. aerial work operations;
C. charter operations that do not involve the carrying of passengers for hire
or reward;
D. charter operations that involve the carrying of passengers for hire or
reward, if:
- the operator is approved in writing by CASA to conduct the
operations; and
- the operations are conducted in a turbine powered aeroplane
approved in writing by CASA for those operations.
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GENERAL
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NIGHT VFR
CHTR, AWK and PVT operations under the VFR at night must not be conducted unless
the forecast indicates that the flight can be conducted in VMC at not less than 1000FT
above the highest obstacle within 10NM either side of the track.
CIRCUIT TRAINING OPERATIONS AT NIGHT
Aircraft engaged in training operations at night in the circuit area must not,
when below 1,500FT AGL, carry out any manoeuvres which involve:
• the simulation of failure of an engine; or
• flight in a simulated one-engine inoperative condition; or
• the intentional shutdown of a serviceable engine.
PRIVATE (AEROPLANE) PILOT: RECENT EXPERIENCE
REQUIREMENTS (CAO 40.2.2)
A night V.F.R. rating does not authorise the holder of the rating to fly as pilot in
command of an aircraft by night unless:
• within the period of 1 year immediately before the day of the proposed flight, he or
she has undertaken:
i. in the case of a balloon grade of night V.F.R. rating — at least 1 flight of at
least 30 minutes duration while flying a balloon at night as pilot in
command, as pilot acting in command under supervision or in dual flying;
and
ii. in any other case — at least 1 flight of at least 1 hour duration while
flying an aircraft at night as pilot in command, as pilot acting in command
under supervision or in dual flying; and
• in the case of an aeroplane grade of night V.F.R. rating — within the period of 6
months immediately before the day of the proposed flight, he or she has:
i. carried out at least 1 take-off and 1 landing at night while flying an
aeroplane as pilot in command, as pilot acting in command under
supervision, or in dual flying; or
ii. satisfactorily completed an aeroplane flight review or an aeroplane
proficiency check that was conducted at least in part at night; or
iii. passed a flight test that was conducted at night for the purpose of the
issue, or renewal, of an aeroplane pilot rating; and
• in the case of a helicopter grade of night V.F.R. rating — within the period of 6
months immediately before the day of the proposed flight, he or she has:
i. carried out at least 1 take-off, 1 circuit and 1 landing at night while flying
a helicopter as pilot in command, as pilot acting in command under
supervision, or in dual flying; or
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GENERAL
SECTION
NIGHT VFR
Note: A person carries out a circuit while flying a helicopter if the person:
• takes off in the helicopter from an aerodrome; and
• flies the helicopter around the aerodrome in accordance with the traffic pattern for
the aerodrome; and
• lands the helicopter at the aerodrome.
ii. satisfactorily completed a helicopter proficiency check that was conducted at night;
or
iii. passed a flight test that was conducted at night for the purpose of the issue of a
helicopter pilot licence, or the issue, or renewal, of a helicopter pilot rating; and
• in the case of a balloon grade of night V.F.R. rating — within the period of 1 year
immediately before the day of the proposed flight, he or she has:
i. carried out at least 1 flight at night as pilot in command, as pilot acting in
command under supervision or in dual flying while flying a balloon; or
ii. satisfactorily completed a balloon proficiency check that was conducted at
night; or
iii. passed a flight test that was conducted at night for the purpose of the
issue of a balloon pilot licence, or the issue, or renewal, of a balloon pilot
rating.
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 takeoffs
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.
RADIO COMMUNICATION SYSTEMS
CLASS AIRSPACE COM RQMTS REMARKS
NVFR CTA & VHF Capable of communication
OCTA on all VHF Frequencies.
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GENERAL
SECTION
NIGHT VFR
RADIO NAVIGATION SYSTEMS
OPERATION AIDS REMARKS
NO TYPE
CHTR/AWK 2 ADF, VOR Applicable to operations in
5700KG or less DME,GPS controlled airspace – any
MTOW, and PVT combination which includes
at least 1 ADF or VOR.
NGT VFR 1 ADF or VOR
RATED COVERAGE
The following ranges are quoted for planning purposes. Actual ranges obtained may
sometimes be less than these due to facility and site variations (see ERSA). The localizer
ranges are for those installations that have been nominated for position fixing at
ranges beyond 25NM:
A. NDB (published in ERSA);
B. VOR and DME:
Aircraft Altitude (FT) Range (NM)
Below 5,000 60
5,000 to below 10,000 90
10,000 to below 15,000 120
15,000 to below 20,000 150
20,000 and above 180
C. Localizer:
Aircraft Altitude (FT) Range (NM)
Above 2,000 AGL within
±10. of course line 25
Below 5,000 30
5,000 and above 50
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GENERAL
SECTION
NIGHT VFR
LOWEST SAFE ALTITUDE
1. The LSALT specified for a route segment is that for IFR procedures. Where an NDB
or VOR mark the segment, the tolerances applicable to the NDB are used.
Unreported obstacles up to 360FT may exist in navigation tolerance areas.
Therefore, LSALT is calculated by adding:
• 1,000FT to the highest obstacle, where the highest obstacle is more than 360FT
above the height determined for terrain, or
• 1,360FT to the height determined for terrain where the highest charted obstacle is
less than 360FT above the height determined for terrain.
The minimum LSALT published is 1,500FT due to lack of data concerning terrain near
sea level
LSALT details for RNAV routes are shown in each grid square formed by the parallels
and meridians. On the ERCs-H, the grid is at 4° intervals, and at 1° intervals on the
ERC-L and TACs (See also AIP GEN 3.3 para 3.2).
Lowest safe altitudes for IFR flights are published in MAP, NOTAM or AIP Supplement.
Grid LSALTs have been determined for ERC and TAC. On each ERC-H the grid for each
LSALT is a square with the dimensions of four degrees of latitude by four degrees of
longitude. On ERC-L and TAC, the grid squares comprise one degree of latitude by one
degree of longitude. The Grid LSALT is normally displayed in the centre of the grid
square.
A pilot using Grid LSALT for obstacle clearance is responsible for determining the
allowance for navigation error that should be applied, considering the limitations of
the navigation aids or method of navigation being used for position fixing. This
navigation error allowance must be applied to the proposed track. The highest Grid
LSALT falling within the area covered by the determined navigation error must be used.
If the navigation of the aircraft is inaccurate, or the aircraft is deliberately flown off
track, or whenever there is failure of any radio navigation aid normally available, the
pilot in command must ensure that the aircraft is flown not lower than 1,000 FT above
the highest terrain or obstacle within a circle, centred on the DR position, with a radius
of 5NM plus 20% of the air distance flown from the last positive fix.
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RADIO NAV SYSTEMS
SECTION
NIGHT VFR
2. For routes and route segments not shown in MAP, the lowest safe altitude shall be
not less than 1,000FT above the highest terrain or obstacle within an area of 5NM
surrounding and including the area described on the following paragraphs 3 and 4,
except that where the highest terrain or obstacle in the tolerance area is not above
500FT, the lowest safe altitude shall be not less than 1,500FT. To ensure compliance
with the foregoing requirement, LSALT must be calculated using the following
methodology (which takes into account the obstacle reporting requirements of
CAR 89Y).
After assessing obstacles and terrain in the relevant area, either:
• where the highest obstacle is more than 360FT above the height determined for
terrain, add 1,000FT to the highest obstacle: or
• where the highest charted obstacle is less than 360FT above the height determined
for terrain, or there is no charted obstacle, add 1,360FT to the height determined for
terrain.
PLANNED TRACK
AIR DISTANCE + 20% + 5NM
TRACK MADE GOOD
DR POSITION
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LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
LSALT 2360FT
1260FT
1000FT
ASSUMING AN OBSTACLE IS
360FT BESIDE MARKED OBSTACLE
260FT
360FT
Marked Obstacle
1000FT
360FT + 1000FT = 1360FT + 1000FT = LSALT 2360FT
LSALT 2460FT
1460FT
1000FT
460FT
1000FT
460FT + 1000FT = 1460FT + 1000FT = LSALT 2460FT
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Civil Aviation Safety Authority Australia
OPERATIONS
09/2001
3
LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
FOR ROUTES DEFINED BY RADIO NAVIGATION AIDS OR TO BE
NAVIGATED BY DR
3. Lines drawn from the departure point or en route radio aid, 10.3° each side of the
nominated track (where the track guidance is provided by a radio navigation aid),
or 15° each side of the nominal track (where no track guidance is provided) to a limit of
50NM each side of the track, thence paralleling track to abeam the destination and then
converging by a semicircle of 50NM radius centred on the destination. On shorter routes,
where these lines are displaced by less than 50NM abeam the destination, they shall
converge by a radius based on the lesser distance. Where the lines thus drawn come at
any time within the coverage of an en route or destination radio aid the aircraft is
equipped to use, they will converge by straight lines to that aid. The minimum angle
of convergence which must be used in this case is 10.3° each side of track.
AID AID
10.3°
10.3°
5NM
5NM
50NM
50NM
5NM
5NM
RATED COVERAGE
LONG LEG
>10.3°
>10.3°
LONG LEG - NAVAID TO NAVAID
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LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
NOAID AID
15°
15°
5NM
5NM
50NM
50NM
5NM
5NM
RATED COVERAGE
LONG LEG
>10.3°
>10.3°
LONG LEG - NOAID TO NAVAID
AID AID
10.3°
10.3°
5NM
5NM
5NM
5NM
RATED COVERAGE
SHORT LEG
>10.3°
>10.3°
SHORT LEG - NAVAID TO NAVAID
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3
LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
NO AID NO AID
15°
15°
5NM
5NM
50NM 50NM
50NM
5NM
5NM LONG LEG
LONG LEG - NOAID TO NOAID
NO AID AID
>10.3¡
15¡
5NM
15¡
5NM
5NM
>10.3¡
5NM
RATED COVERAGE
SHORT LEG
SHORT LEG - NOAID TO NAVAID
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Civil Aviation Safety Authority Australia
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3
LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
4. An aircraft must not be flown at night under the VFR at a height less than 1,000FT
above the highest terrain or obstacle located within 10NM of that aircraft in flight.
However, an aircraft which has positively determined by visual fix that a critical
obstruction has been passed may nevertheless descend immediately to a lower
altitude, provided that the required obstacle clearance above significant obstructions
ahead of the aircraft is maintained.
Notwithstanding the above, an aircraft which is being flown under the VFR by night
and which is appropriately equipped with a radio navigation system, may elect to
provide for terrain clearance as specified in para 2.
The obstacle clearance which is determined in accordance with the above paragraph
must be maintained by an aircraft which is flown under the VFR by night except:
• during take-off and climb in the vicinity of the departure aerodrome;
• when the destination aerodrome is in sight and descent can be made within the
prescribed circling area of 3NM radius of the destination;
• or when being radar vectored.
NO AID
15°
5NM
15°
5NM
5NM
5NM SHORT LEG
NO AID
SHORT LEG - NOAID TO NOAID
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LOWEST SAFE ALTITUDE
SECTION
NIGHT VFR
EQUIPMENT OF AIRCRAFT FOR VFR FLIGHT (CAR 174A)
• CASA may issue instructions specifying:
A. the radio communication systems; or
B. the radio navigation systems; or
C. the secondary surveillance radar transponder equipment, that must be
carried on, or installed in, an aircraft before it undertakes a V.F.R. flight.
• Subject to paragraph 5, an aircraft must not be flown under the V.F.R. unless it is
equipped with:
A. suitable flight instruments as directed by CASA; and
B. the equipment specified in instructions issued under paragraph 1 in
relation to the aircraft.
• Subject to the following paragraph, 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. a landing light;
B. 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;
C. lights in all passenger compartments;
D. an electric torch for each crew member; and
E. such other equipment as CASA directs in the interests of safety.
• In respect of an aircraft that is not equipped as referred to in paragraph 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.
• In respect of an aircraft that is not equipped as referred to in paragraph 2,
CASA may give permission, subject to such conditions (if any) as are specified in the
permission, for the aircraft to be flown at night under the V.F.R.
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EQUIPMENT
SECTION
NIGHT VFR
AEROPLANES IN FLIGHT OR ON THE MANOEUVRING AREA OF
LAND AERODROMES (CAR 196)
• Unless CASA otherwise directs, an aeroplane in flight or operating on the
manoeuvring area of a land aerodrome shall display the following navigation lights:
A. an unobstructed red light projected above and below the horizontal plane
through an angle from dead ahead to 110° port;
B. an unobstructed green light projected above and below the horizontal
plane through an angle from dead ahead to 110° starboard; and
C. an unobstructed white light projecting above and below the horizontal
plane rearward through an angle of 140°, equally distributed on the port
and starboard sides.
• Unless CASA otherwise directs, navigation lights shall be steady lights.
• Unless CASA otherwise directs, an aeroplane in flight or operating on the
manoeuvring area of a land aerodrome shall display, in addition to the navigation
lights, an anti-collision light consisting of a flashing red light visible in all directions
within 30 degrees above and 30 degrees below the horizontal plane of the
aeroplane.
• Where the lights are flashing lights, the aircraft:
A. shall display an additional flashing white light visible in all directions; and
B. may display an additional flashing red rear light;
in accordance with such requirements as CASA, having regard to Annex 8 of the
Convention, specifies in Civil Aviation Orders.
• The colour specifications and minimum and maximum intensities of the navigation
lights and the anti-collision light shall be such as CASA, having regard to Annex 8 of
the Convention, specifies in Civil Aviation Orders.
• Unless CASA otherwise directs, wing-tip clearance lights comprising steady lights of
the appropriate colours must be displayed if the distance of the navigation lights
from the wing-tip is more than 2 metres.
At an aerodrome used or available for use in night flying operations, an aircraft parked
on or adjacent to the movement area shall be clearly illuminated or lighted, unless the
area that it occupies is marked by obstruction lights.
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EQUIPMENT
SECTION
NIGHT VFR
110° 110°
140°
RED LIGHT GREEN LIGHT
WHITE LIGHT
ROTATING
RED LIGHT
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OPERATIONS
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3
LIGHTS
SECTION
NIGHT VFR
SERVICEABILITY
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
Director, 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 IV to be fitted to the aircraft.
Where flight is conducted with unserviceable instruments or equipment under the
provisions of paragraph 10.1 of this Section, 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.
An operator of regular public transport aircraft shall have for each particular aircraft
type a permissible unserviceability schedule which shall be incorporated in the
operator’s operations and maintenance manuals.
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 IV
INSTRUMENTS REQUIRED FOR AEROPLANES ENGAGED IN:
• AERIAL WORK AND PRIVATE OPERATIONS UNDER THE INSTRUMENT FLIGHT
RULES (INCLUDING NIGHT VMC);
• CHARTER OPERATIONS UNDER NIGHT VMC; AND
• INSTRUMENT FLIGHT RULES FREIGHT ONLY CHARTER OPERATIONS IN
AEROPLANES WITH MAXIMUM TAKE-OFF WEIGHT NOT GREATER THAN 5700
KG.
The flight and navigational instruments required are:
• *an airspeed indicating system;
• *a sensitive pressure altimeter;
• A. a direct reading magnetic compass; or
B. a remote indicating compass and a standby direct reading magnetic
compass;
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INSTRUMENTS
SECTION
NIGHT VFR
• an accurate timepiece indicating the time in hours, minutes and seconds, except that
this may be omitted if it is carried on the person of the pilot or navigator;
• *a rate of climb and descent indicator (vertical speed indicator) for other than night
VMC flights;
• an outside air temperature indicator;
• ** an attitude indicator (artificial horizon);
• ** a heading indicator (directional gyroscope);
• ** a turn and slip indicator except that only a slip indicator is required when a second
attitude indicator usable through flight attitudes of 360 degrees of pitch and roll is
installed;
• means of indicating whether the power supply to the gyroscopic instruments is
working satisfactorily; and
• * except for aeroplanes engaged in night VMC flights, means of preventing
malfunctioning due to either condensation or icing of at least one airspeed indicating
system.
The instruments specified by an asterix(*) shall be capable of being connected to either a
normal or an alternate static source but not both sources simultaneously. Alternatively,
they may be connected to a balanced pair of flush static ports.
Except for aeroplanes engaged in night VMC private and aerial work operations the
instruments specified by a pair of asterixes (**) shall have duplicated sources of power
supply unless the turn and slip indicator or the second attitude indicator specified above
has a source of power independent of the power operating other gyroscopic
instruments..
A gyro-magnetic type of remote indicating compass installed to meet the requirements of
subparagraph above may be considered also to meet the requirement for a heading
indicator specified above of this Appendix, provided that such installation complies with
the power supply requirements of the previous paragraph.
APPENDIX V TO CAO 20.18
ELECTRIC LIGHTING EQUIPMENT FLIGHT UNDER THE INSTRUMENT FLIGHT RULES
AT NIGHT (INCLUDING NIGHT VMC)
The electric lighting equipment required is:
• Instrument illumination
Illumination for all instruments and equipment, used by the flight crew, that are
essential for the safe operation of the aircraft. The illumination shall be such that:
A. all illuminated items are easily readable or discernible, as applicable;
B. its direct or reflected rays are shielded from the pilot’s eyes;
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INSTRUMENTS
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NIGHT VFR
298
C. its power supply is so arranged that in the event of the failure of the
normal source of power, an alternative source is immediately available;
and
D. it emanates from fixed installations.
• Intensity control
means of controlling the intensity of the illumination of instrument lights, unless it
can be demonstrated that non-dimmed instrument lights are satisfactory under all
conditions of flight likely to be encountered.
• Landing lights
Two landing lights except that, in accordance with the provisions of Air Navigation
Regulation 329A, aircraft engaged in private and aerial work operations and charter
operations not carrying passengers for hire and reward are exempted from this
requirement provided that one landing light is fitted.
Note: A single lamp having two separately energised filaments may be approved as
meeting the requirement for two landing lights.
• Passenger compartment lights
- Lights in all passenger compartments.
• Pilots’ compartment lights
means of lighting the pilots’ compartment to provide illumination adequate for the
study of maps and the reading of flight documents.
• Position and anti-collision lights
Equipment for displaying the lights prescribed in CAR 196.
Note: In accordance of the provision of CAR 196, position and anti-collision lights
shall be displayed at night and in conditions of poor visibility.
• Emergency lighting
Emergency lighting as specified in Air Navigation Orders Part 105 AD/General/4B and
a shock-proof electric torch for each crew member at the crew member station.
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INSTRUMENTS
SECTION
NIGHT VFR
299
GENERAL
A pilot in command must make provision for flight to an alternate aerodrome, when
required, in accordance with the following paragraphs.
When a flight is required to provide for an alternate aerodrome, any aerodrome may be
so nominated for that flight provided that:
• it is suitable as a destination for that flight; and
• it is not an aerodrome for which that flight would be required to provide for an
alternate aerodrome.
RADIO NAVIGATION AIDS
A flight permitted to operate under the VFR at night (see page 187) must provide for an
alternate aerodrome within one (1) hour’s flight time of the destination unless the
destination is served by a radio navigation aid (NDB/VOR) and the aircraft is fitted with
the appropriate radio navigation system capable of using the aid.
The alternate aerodrome must be served by a radio navigation aid (NDB/VOR) which
the aircraft is equipped to use.
RUNWAY LIGHTING
1. Portable Lighting
When a flight is planned to land at night at an aerodrome where the runway lighting is
portable, provision must be made for a flight to an alternate aerodrome unless
arrangements are made for a responsible person to be in attendance during the periods
specified in paragraph 5, to ensure that the runway lights are available during that
period.
2. Standby Power
When a flight is planned to land at night at an aerodrome with electric runway lighting,
whether pilot activated or otherwise, but without standby power, provision must be
made for flight to an alternate aerodrome unless portable runway lights are available
and arrangements have been made for a responsible person to be in attendance during
the periods specified in paragraph 5, to display the portable lights in the event of a
failure of the primary lighting.
3. PAL
When a flight is planned to land at night at an aerodrome with PAL and standby power,
provision must be made for a flight to an alternate aerodrome equipped with runway
lighting unless a responsible person is in attendance to manually switch on the
aerodrome lighting.
Civil Aviation Safety Authority Australia
OPERATIONS
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ALTERNATE AERODROMES
SECTION
NIGHT VFR
4. Alternate Aerodromes - PAL
An aerodrome may be nominated as an alternate aerodrome provided that, when an
aircraft is an RPT aircraft (excluding aircraft engaged in cargo-only operations or an
aircraft below 3,500KG MTOW), or is an aircraft fitted with single VHF
communication, the alternate aerodrome must be one which is:
• served by a lighting system which is not pilot activated; or
• served by PAL and there is a responsible person in attendance to manually switch
on the aerodrome lighting.
In the case of a non-RPT aircraft, RPT aircraft engaged in cargo only operations, and
RPT aircraft below 3500KG MTOW, where the alternate aerodrome is served by PAL,
there is no requirement for a responsible person on the ground to be in attendance,
but the aircraft must be equipped with;
• dual VHF; or
• single VHF and HF communications and carries 30 minutes holding fuel to allow for
the alerting of ground staff in the event of a failure of the aircraft’s VHF
communication.
The alternate requirements of paragraphs 1 to 3 inclusive need not be applied if the
aircraft carries holding fuel for first light plus 10 minutes at the destination.
An alternate aerodrome nominated in accordance with the requirements in paragraphs
2 and 3 need not have standby power or standby portable runway lighting.
A responsible person under paragraph 2 is one who has been instructed in, and is
competent to display, the standard runway lighting with portable lights.
5. Aerodrome Lighting
When aerodrome lighting is required and PAL is not being used, the pilot in command
or operator must ensure that arrangements have been made for the lighting to be
operating during the following periods:
• Departure: from at least 10 minutes before ETD to at least 30 minutes after takeoff
• Arrival: from at least 30 minutes before ETA to the time landing and taxiing has
been completed.
The above shall apply to runway, obstacle and taxiway lighting.
Note 1 : An operator planning a flight by an aircraft with tyre pressures and/or weight
in excess of that permitted by AGA must ensure that a pavement concession
is obtained.
Note 2: Emergency Landings. When safety is involved, the nearest aerodrome which
will permit a landing without danger to the aircraft may be used, irrespective
of the damage that may be caused to the pavement.
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ALTERNATE AERODROMES
SECTION
NIGHT VFR
Note 3: Mercy Flights. Decisions should be made in accordance with the degree of
urgency involved. Severe overloading of pavements is acceptable if the safety of
patients, crew and aircraft is not thereby jeopardised.
Note 4: Aerodrome lighting at an aerodrome where a control tower is operating will be
activated by ATC as necessary. Pilots requiring aerodrome lighting outside the
control tower’s published hours should use PAL, if available, or make appropriate
arrangements with ATC. If ATC has already ceased duty, requests should be
directed to the local aerodrome operator. Confirmation should be obtained that
requests for lighting will be satisfied.
Note 5: A pilot having made arrangements with ATC for night lighting must notify any
change in requirements.
Note 6: Aerodrome lighting at non-controlled aerodromes should be arranged direct with
the aerodrome operator, or by using PAL facilities, if available.
Note 7: ERSA identifies locations where selected runway lighting is routinely left switched
on during the hours of darkness.
FLIGHT NOTIFICATION
Flight Class Of Type of Summary of Flight
Category Operation Operation Notification Options
IFR All classes All Operations FULL FLIGHT DETAILS
VFR RPT and CHTR All Operations SARTIME or FLIGHTNOTE
VFR AWK and PVT Over-water flights SARTIME or FLIGHT NOTE
In designated Remote Areas SARTIME or FLIGHT NOTE
At night proceeding beyond SARTIME or FLIGHT NOTE
120NM from the aerodrome
of departure
VFR AWK and PVT All other operations SARTIME, FLIGHT NOTE
or NO NOTIFICATION
Submission of flight details at least 30 minutes before ETD is recommended.
301
Civil Aviation Safety Authority Australia
OPERATIONS
09/2001
3
ALTERNATE AERODROMES
SECTION
NIGHT VFR
Civil Aviation Safety Authority Australia
OPERATIONS
09/2001
3
SECTION
NOTES
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