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TIME
Australia uses Coordinated Universal Time (UTC) for all operations.
The term “Zulu” is used when ATC procedures require a reference to UTC,
eg: 0920 UTC “ZERO NINE TWO ZERO ZULU”
0115 UTC “ZERO ONE ONE FIVE ZULU”
To convert from Standard Time to Coordinated Universal Time:
Eastern Standard Time Subtract 10 hours
Central Standard Time Subtract 9.5 hours
Western Standard Time Subtract 8 hours.
Note: Daylight Saving is not applied universally across Australia and is not published in
the AIP.
The 24-hour clock system is used in radiotelephone transmissions. The hour is indicated
by the first two figures and the minutes by the last two figures,
eg: 0001 “ZERO ZERO ZERO ONE”
1920“ONE NINE TWO ZERO”
Time may be stated in minutes only (two figures) in radiotelephone communications
when no misunderstanding is likely to occur. Current time in use at a station is stated
to the nearest minute in order that pilots may use this information for time checks.
Control towers will state time to the nearest half minute when issuing a taxi clearance
to a departing aircraft, eg:
0925:10 “TIME, TWO FIVE”
0932:20 “TIME, THREE TWO AND A HALF”
2145:50 “TIME, FOUR SIX”
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Date and time in civil aviation operations is indicated by a date-time group,
which is a combination of the date and time in a single 6-figure group, or
when used in the text of NOTAM and in pre-flight information bulletins,
in a 8-figure group, made up as follows -
1st two - month, 2nd two - date, last 4 - hour and minutes
Time used in these operations is Coordinated Universal Time (UTC), the day
beginning at 0000hrs and ending at 2400hrs.
Examples: Date-time group for 1630 UTC on 25 March, = 251630 March,
Eastern Standard Time (EST) UTC + 10 hours
Central Standard Time (CST) UTC + 9 1/2 hours
Western Standard Time (WST) UTC + 8 hours
EST
WST
CST
0000
COORDINATEDUNIVERSALTIME
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DAYLIGHT AND DARKNESS GRAPHS
“Night” is that period between the end of the evening civil twilight and the beginning
of the morning civil twilight.
To compute the beginning or end of daylight using the graphs contained in this
section:
• enter the top or bottom of the scale at the appropriate date;
• move vertically up or down to the curve for the latitude of the place concerned
(interpolating for intermediate latitudes if necessary);
• move horizontally to the left or to the right and read local mean time on the vertical
scale at the side;
• to convert to UTC, subtract (in E longitudes) from the LMT obtained, the time
increment corresponding to the longitude of the place concerned in the “Conversion
of Arc to Time” table.
• To convert to EST, add 10 hours to UTC;
• To convert to CST, add 9.5 hours to UTC;
• To convert to WST, add 8 hours to UTC.
Example: To determine the end of daylight at Echuca (S36 09.0 E144 46.0) on 20th
November. Using the graph, enter at 20th November at the top of the page
and follow downwards to latitude 36° (by interpolation), then horizontally
to the left and read off LMT = 1919. To convert to UTC, enter the
“Conversion of Arc to Time” table, at longitude 144° (9 hours 36 minutes).
Add the increment corresponding to 46’ in the right hand column
= 3’04’ + 0936 = 0939
Subtract this from the LMT found: 1919- 0939 = 0940UTC. To find EST
add 10 hours to UTC = 1940EST. Users of these graphs should note that the
parameters used in compiling the Daylight and Darkness Graphs do not
include the nature of the terrain surrounding a location, or the presence of
other than a cloudless sky and unlimited visibility at that location.
Consequently, the presence of cloud cover, poor visibility or high terrain
to the west of an aerodrome will cause daylight to end at a time earlier than
that extracted from the appropriate graph. Allowance should be made for
these factors when planning a flight having an ETA near the end of
daylight.
NAIPS automatically computes first light and last light. This information can be
provided through pilot access, as part of a telephone briefing, or from FLIGHTWATCH.
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LOCAL TIME
Local Time in Australia falls into three separate zones:
• EST is used in the States of New South Wales (except the Broken Hill Area),
Queensland, Victoria, Tasmania and the Australian Capital Territory.
• CST is used in the State of South Australia, the Northern Territory and the Broken
Hill area; and
• WST is used in the Sate of Western Australia.
However, certain States introduce local Summer Time each year between October of
that year and March of the succeeding year, which adds an additional hour to the local
time applicable in that State.
NOTAM or AIP Supplements will be issued detailing revised hours of operation for
those aeronautical facilities affected by local time changes during periods of States
Summer Time and which do not have such hours promulgated in AIP.
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DAYLIGHT AND DARKNESS
WORKED EXAMPLE - BEGINNING OF DAYLIGHT
1. Enter at 15 August and follow downward until reaching latitude 41 32.7.
(41 will do) then straight across to read the Local Mean Time (LMT) = 06 29
Technically 15 06 29 (date added).
2. On the Arc to Time chart find Longitude 147 = 9 hours 48 minutes.
Add the increment corresponding to 13’ (rounding up) = 0’ 52’ = 09 48 + 01 00
(rounding up) = 09 49.
3. Subtract the Arc to Time from the LMT to give the Beginning of Daylight in UTC. =
06 29 - 09 49 = 20 40 on the 14th.
The following aeronautical charts are produced:
• Planing Chart Australia (PCA)
• World Aeronautical Chart (WAC)
• Visual Terminal Chart (VTC)
• Visual Navigational Chart (VNC)
• En Route chart - Low (ERC-L)
• En Route chart - High (ERC-H)
• Terminal Area Chart (TAC)
• Aerodrome (AD) Chart
• Apron Chart
• Standard Instrument Departure (SID) chart
• Standard Arrival Route Chart
• DME and GPS Arrival chart
• Instrument Approach and Landing (IAL) chart
• Obstruction chart (Type A) (available from aerodrome operator).
PLANNING CHART AUSTRALIA
PCA depicts the following information:
• ARFOR boundaries,
• WAC coverage and chart titles;
• location names and abbreviations;
• estimated FIS VHF coverage at 5,000FT and 10,000FT and
• HF network boundaries.
VISUAL CHARTS
WACs (scale 1:1,000,000) are designed for Preflight planning and pilotage. They are
constructed on Lambert’s Conformal Conic Projection. Australian coverage is shown
on the back of each chart.
VNC’s (scale 1:500,000) are designed for operations under the VFR. They contain an
aeronautical overlay of controlled airspace over a topographical base, and contain
some radio communication and other navigational data appropriate for visual
navigation. Map coverage is shown on the front of each map.
VTCs (scale 1:250,000) are designed for visual operations near terminal areas.
They contain some topographical detail and appropriate airspace, radio communication
and navigation aid information. These charts are intended for use up to and including
FL200.
AIRSERVICES
PUBLICATION CENTRE
715 Swanston Street
Carlton VIC 3053
T. 1300 306 630
F. 03 9347 4407
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Note: When planning visual navigation outside the coverage of VTCs, pilots will need
to refer to the appropriate VNC (if available) or IFR chart ERC-L for depiction of
controlled airspace and Prohibited, Restricted and Danger areas.
EN-ROUTE CHARTS AND TERMINAL AREA CHARTS
ERCs-L, ERCs-H and TACs are presented at various scales and depict airspace,
air routes and radio navigation facilities.
ERCs-L are intended for use primarily up to and including FL200.
ERCs-L show an outline of the areas covered by TACs and VTCs.
These areas impact on the ERC-L presentation as follows:
• Within the areas covered by TACs, full details of air routes may not be shown due
to lack of space.
• Air route information within these areas will usually only include the route line and
bearing. Where space permits, the route designator, distance and LSALT may also be
shown.
• Within the areas covered by TACS and VTCs, full details of airspace may not be
shown. Information may only indicate lateral boundaries. Restricted and Danger area
numbers and sport aviation symbols may not be shown.
For complete details of aeronautical data in these areas refer to the appropriate TACs
or VTCs.
ERCs-H are intended to be used for operations above FL200.
TAC’s show details applicable to both high and low level operations in terminal areas.
Aerodrome charts, Apron charts, Noise Abatement Procedures, SID charts, STAR charts,
DME and GPS Arrival charts and IAL charts are published in DAP East and DAP west.
DEPICTION OF RESTRICTED AND DANGER AREA
Restricted ad Danger areas are depicted as follows:
• On all charts, Restricted areas are shown with a red verge.
• On the ERCs and TACs, Danger areas are shown with a solid red line.
• On the VTCs, Danger areas are shown with a solid red line with a red dot verge
along the inside of its boundary.
• On all charts where a Restricted and Danger area have a common lateral boundary,
only the Restricted area verge is shown. The Danger area boundary is indicated by
labels.
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AIRSPACE BOUNDARY INFORMATION
Distances associated with airspace boundaries indicate the datum on which the
airspace is based, and is shown as follows:
• “NM” indicates a distance from the aerodrome reference point.
• “DME” or “TAC” indicated a distance based on that navigation aid.
• Some control zones have boundaries based on a runway threshold; eg.“7NM FM
THR RWY 33” indicates a distance based on the threshold of Runway 33 at the
associated aerodrome.
FREQUENCY INFORMATION
Flight Information Area (FIA) boundaries and frequencies are depicted in green.
ATC frequencies and the associated boundaries, for use in Class E airspace, are
depicted in brown.
The prefix to a frequency indicates the provider of the service.
Where a single area is divided vertically between different frequencies, the vertical
limits applicable to each frequency will be indicated.
DEPICTION OF COMMON TRAFFIC ADVISORY FREQUENCY
(CTAF)
At locations where a CTAF is established, an entry “CTAF” followed by the appropriate
frequency appears in a box associated with the location. If a CTAF has non-standard
vertical or lateral limits, the entry is followed by a “#” symbol which indicates that
ERSA should be consulted for details.
The boundaries of CTAF areas which have non-standard lateral dimensions are shown
on the TACs and VTCs. In some instances, and where scale permits, CTAF areas
outside the coverage of these charts have their lateral boundaries depicted on the
appropriate ERC-Ls; eg, Bungle Bungles National Park.
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PROHIBITED, RESTRICTED AND DANGER AREAS
• An aircraft shall not:
A. fly over a prohibited area; or
B. fly over a restricted area except in accordance with the conditions
specified in the notice declaring the area to be a restricted area.
• If the pilot in command of an aircraft finds that the aircraft is over a prohibited area
or a restricted area in contravention of the above, the pilot shall:
A. immediately have the aircraft flown to a position where it is not over the
area;
B. as soon as possible report the circumstances to the nearest Air Traffic
Control unit; and
C. land at such aerodrome as is designated by the Air Traffic Control unit
and, for that purpose, obey any instructions given by the Air Traffic
Control unit as to the movement of the aircraft.
FLIGHT INFORMATION SERVICE
PILOT RESPONSIBILITY
Pilots are responsible for requesting information necessary to make operational
decisions.
OPERATIONAL INFORMATION
Information about the operational aspects of the following subjects is normally
available from ATS:
• meteorological conditions;
• air routes and aerodromes, other than ALAs;
• navigational aids;
• communications facilities;
• ATS Procedures;
• airspace status;
• hazard alerts;
• search and rescue services;
• maps and charts; and
• regulations concerning entry, transit and departure for international flights.
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IN-FLIGHT INFORMATION
The in-flight information services are structured to support the responsibility of pilots
to obtain information in-flight on which to base operational decisions relating to the
continuation or diversion of a flight. The service consists of three elements:
• Automatic Broadcast Services.
• On Request Service, and
• Hazard Alert Service.
AUTOMATIC BROADCAST SERVICES
The automatic broadcast services consist of:
• Automatic Terminal Information Service (ATIS) and Computerised Automatic Terminal
Information Service (CATIS),
• Automatic En Route Information service (AERIS),
• Automatic Weather Information Broadcast (AWIB), and
• Meteorological Information for Aircraft in Flight (VOLMET).
ATIS/CATIS
At aerodromes specified in ERSA the normal operational information required by
aircraft prior to take-off or landing is broadcast automatically and continuously either
on a discrete frequency or on the voice channel of one or more radio navigation aids.
The broadcast may be pre-recorded (ATIS) or computerised (CATIS).
When control zones are deactivated the ATIS may be used to broadcast operational
information of an unchanging nature. This information may include MBZ frequency,
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 reports.
The following information is transmitted:
(aerodrome) TERMINAL INFORMATION… (code letter, eg “ALFA”,“BRAVO”, etc).
One runway in use:
RUNWAY (number), ,[(WET], (if applicable)
or
More than one runway in use:
RUNWAY/S (number/s) AND (number/s) FOR ARRIVALS,
RUNWAY/S (number/s) AND (numbers/s) FOR DEPARTURES
(if applicable)
(when being used) LAND AND HOLD SHORT OPERATIONS IN PROGRESS
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WIND.../...
WIND DIRECTION quoted as either:
a. SINGLE MEAN DIRECTION
b. TWO VALUES representing variation in wind direction will be given whenever;
(i) the extremes in wind direction vary by 60° or more, or
(ii) the variation is considered to be operationally significant (eg, the variation
is less than 60°, but the variation from the mean results is either a
downwind and/or significant cross-wind component on a nominated
runway)
a. VARIABLE will be used when the reporting of a mean wind direction is not possible,
such as:
(i) in light wind conditions (3KT or less) or
(ii) the wind is veering or backing by 180° or more (eg, passage of
thunderstorms, or localised wind effect).
WIND SPEED quoted as either:
a. CALM (less than 1KT, eg "WIND CALM")
b. SINGLE MAXIMUM VALUE whenever the extremes between minimum and
maximum are 10KT or less (eg, "WIND 250 DEGREES MAXIMUM 25 KNOTS")
c. TWO VALUES REPRESENTING MINIMUM AND MAXIMUM VALUES whenever the
extremes in wind vary by more than 10KT (eg,"WIND 250 DEGREES MINIMUM 15
KNOTS, MAXIMUM 28 KNOTS")
Note: When quoting a wind with variations in speed and direction, the above criteria
may be varied in order to indicate the true cross-wind and/or downwind.
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Where threshold wind analysers are installed and the wind at the threshold of a duty
runway varies from that of the central wind analyser or the threshold wind on the
other duty runway by 10° or 5KT or more and the variation is anticipated to continue
for more than 15MIN , threshold winds may be broadcast on the ATIS; eg.
THRESHOLD WIND RUNWAY…
(number),…/…, RUNWAY…(number),…/…
QNH…
TEMPERATURE
CLOUD…
VISIBILITY…
When visibility is less than 2,000M, RVR will be reported when available.
PRESENT WEATHER… (as applicable; eg, showers in area)
or
CAVOK
EXPECT (type of instrument approach) (if applicable).
*ON FIRST CONTACT WITH… (eg GROUND, TOWER, APPROACH) NOTIFY RECEIPT OF
… (code letter of the ATIS/CATIS broadcast).
*This conclusion may not be transmitted when space is limiting.
At locations where CATIS is installed, a time check should be included in the
broadcast.
At locations where runway threshold wind analysers are installed, a tower controller
must provide a departing aircraft with the wind at the upwind area of the runway if it
varies from the ATIS broadcast by 10° or 5KT or more, and the variation is anticipated
to continue for more than 15MIN. Such information shall be passed by use of the
phrase “WIND AT UPWIND END…/…”
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WIND SHEAR
When moderate, strong or severe wind sheer has been reported on the approach or
take-off paths, or has been forecast, the information will be included on the ATIS in
the following format, eg:
• WIND SHEAR WARNING - CESSNA 210 [(wake turbulence category) CATEGORY
AIRCRAFT (if military CATIS)] REPORTED MODERATE WIND SHEAR ON APPROACH
RUNWAY 34 AT THE TIME OF 0920, (plus, if available, wind shear advice issued by
MET, eg: FORECAST WIND AT 300 FEET ABOVE GROUND LEVEL 360 DEGREES 45
KNOTS); or
• PROBABLE VERTICAL WIND SHEAR FROM 0415 TO 0430- FORECAST WIND AT 200
FEET ABOVE GROUND LEVEL 110 DEGREES 50 KNOTS.
AERIS
The Automatic En Route Information Service continuously broadcasts routine
meteorological reports (METAR) from a network of VHF transmitters installed around
Australia.
The information broadcast on the individual transmitters caters primarily for the needs
of aircraft operating in control areas within VHF range of the facility.
The network frequencies and the operational information menus are contained in
ERSA GEN.
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AERODROME WEATHER INFORMATION BROADCASTS (AWIB)
Broadcasts of actual weather conditions may be made on navigation aids from AWS
sites which use BoM AWS equipment or specific AWS that have met BoM standards
for acceptance into the BoM network.
Basic AWS's provide wind direction and speed, temperature, humidity, pressure setting
and rainfall. Advanced AWS's provide automated cloud and visibility elements which
will be appended to the meteorological report as remarks, for guidance
only.Information provided in AWIB broadcasts is in similar format to that of an ATIS
broadcast and will contain some of the following additional information:
• test transmissions are identified as “TEST”
• station identifier as a plain language station name
• identifier “AWS AERODROME WEATHER”
• wind direction in degrees Magnetic and speed in Knots
• altimeter setting (QNH)
• temperature in whole degrees Celsius
• low cloud below 12,500FT (*)
• visibility (*)
• dew point in whole degrees Celsius (**)
• percentage relative humidity (**) and
• rainfall over the previous ten minutes (**)
(*) Provided from advanced AWS as guidance material (See page 132 for information
on cloud and visibility output)
(**) Provided as supplementary information
Information broadcast from the AWS specified above is is considered to be “real time”
data. When information is not available about a particular item, either because of
invalid data or an inoperative sensor, the element of the broadcast will be identified as
“CURRENTLY NOT AVAILABLE”; eg, “TEMPERATURE CURRENTLY NOT AVAILABLE”.
The integrity of the barometric system in BoM accepted AWS is such that they are
an approved source of QNH. Therefore, QNH from these AWS's may be used in
accordance with ENR 1.5 para 5.4 to reduce the published minima for DME arrival
procedures, and the published landing, circling and alternate minima. Information
derived from other sensors within the AWS, eg wind and temperature, does not have
the same degree of integrity and should be used at pilot discretion.
When AWIB information is available after the hours of control tower staff and the
aerodrome is uncontrolled, reference will be made to its availability in ATIS ZULU.
The availability of AWIB is contained in ERSA FAC information for appropriate
locations.
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ON REQUEST SERVICE - FLIGHTWATCH
FLIGHTWATCH is the generic radio callsign on the On-request Service to respond to
in-flight requests for operational information from pilots operating in all classes of
airspace.
FLIGHTWATCH is provided on FIS frequencies; however, aircraft operating in CTA
outside the range of a FIS VHF outlet may request operational information on the ATC
frequency in use. Due to workload considerations, ATC may require that pilots request
the information on an HF FIS frequency.
When requesting information, pilots must include the frequency on which they
are calling; eg ‘FLIGHTWATCH, PAPA GOLF KILO, ONE TWO THREE DECIMAL ONE,
REQUEST ACTUAL WEATHER SYDNEY”
FLIGHTWATCH will respond with information in an abbreviated form, paraphrased into
brief statements of significance. The full text of messages will be provided on request.
FLIGHTWATCH frequencies and their distribution are shown at ERSA GEN.
HAZARD ALERT SERVICE
Hazard Alerts contain information, assessed by ATS to be of an unexpected and critical
nature, that could assist pilots to avoid hazardous situations. Hazard Alerts will be:
• broadcast on the appropriate ATS frequencies in the hour following the observed or
notified onset of the conditions and, as necessary,
• directed to those aircraft maintaining continuous communications with ATS (at the
time the hazard is assessed) that are within one hour flight time of the hazardous
condition.
Hazard Alerts include:
• SIGMET,
• AIRMET,
• observations, pilot reports, or amended forecasts indicating that weather conditions
at the destination have unexpectedly deteriorated below the IFR or VFR alternate
minima, and any additional information that could possibly assist the pilot in the
avoidance of hazardous situations.
Hazard Alert Information, or its availability, will be directed or broadcast on the
appropriate ATS frequencies; eg
“ALL STATIONS HAZARD ALERT MELBOURNE. WEATHER OBSERVATION NOTIFIES
UNEXPECTED DETERIORATION BELOW THE IFR ALTERNATE MINIMA”.
“ALL STATIONS HAZARD ALERT DUBBO. Pilot reports unexpected deterioration below
the VFR alternate minima”.
Note: Broadcasts will normally be made on receipt, H+15, and H+45.
When appropriate, ATC towers may provide advice about Hazard Alert Information on
the ATIS.
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WEATHER RADAR
Weather radar data derived from BoM radar sites is displayed at various ATS working
positions by means of a PC-based system known within Airservices as METRAD and
within the military as RAPIC.
METRAD/RAPIC images are not ‘real time’ but are the results of a ten minute update
cycle. The most effective range of the radars is up to 75NM.
Weather radar sites, which may be utilised by ATS, are shown in ERSA MET. Weather
radar information within 75NM of radar sites is available to pilots, subject to ATS
workload, on request.
When providing METRAD/RAPIC information to pilots, ATS will use the prefix “MET
RADAR DISPLAY INDICATES..”
INFORMATION BY PILOTS
A pilot in command becoming aware of any irregularity of operation of any
navigational or communications facility or service or other hazard to navigation must
report the details as soon as practicable. Reports must be made to the appropriate ATS
unit, except that defects, or hazards on a landing area must be reported to the person
or authority granting use of the area.
When a landing is made on a water-affected runway, the pilot is requested to advise
ATS of the extent of water on the runway and the braking characteristics experienced.
The following terms should be used to describe water on a runway:
DAMP - The surface shows a change of colour due to moisture.
WET - The surface is soaked but there is no standing water.
WATER PATCHES - Patches of standing water are visible.
FLOODED - Extensive standing water is visible.
The following terms should be used to describe braking characteristics experienced:
GOOD - Pilots should not expect to find the conditions as good as when operating on
a dry runway, but should not experience any directional control or braking
difficulties because of runway conditions.
MEDIUM - Braking action may be such that the achievement of a satisfactory landing
or accelerate- stop performance, taking into account the prevailing
circumstances, depends on precise handling technique.
POOR -There may be a significant deterioration both in braking performance and
directional control.
During the bush fire danger period, pilots in command of an aircraft should notify the
nearest ATS unit promptly of any evidence of bush fires observed which they believe
have not been reported previously.
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METEOROLOGICAL BRIEFING
A limited elaborative briefing service is available from Regional Forecasting Centres
(RFCs) on the following telephone numbers:
Adelaide 08 8366 2617
Cairns 07 4035 9777
Brisbane 07 3229 1854
Darwin 08 8982 2824
Hobart 03 6221 2000
Melbourne 03 9669 4850
Perth 08 9263 2255
Sydney 02 9296 1527
Townsville 07 4779 5999
AVAILABILITY OF METEOROLOGICAL DOCUMENTATION
Available documents include the following:
• mean sea level analysis and prognosis charts
• upper level analysis and prognosis charts
• satellite imagery
• grid point winds and temperatures
• route sector winds and temperatures and
• significant weather charts
• Domestic TAF: Domestic Area Forecasts (ARFOR); AREA QNH
• International TAF Bulletins according to major route corridors
• Selected route forecast for high density route
• SIGMET, AIRMET and VOLCANIC ASH DEVICES
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PREFLIGHT INFORMATION AND FLIGHT NOTIFICATION
GENERAL
Preflight information and flight notification and distribution service is provided from
the National Aeronautical Information Processing System (NAIPs) for PC users, or can
be accessed on a continuous leased line basis to company operation. The service is also
provided twenty four hours from the Brisbane and Melbourne briefing offices. This
service is based on telephone and facsimile communication. A self help electronic
briefing service is also available to the aviation industry. A face to face service is not
provided.
A limited in-flight briefing and flight notification service is provided on appropriate
frequencies to those pilots unable to utilise the preflight information and flight
notification service.
PRE-FLIGHT INFORMATION SERVICES
The pre-flight information service offers a range of services which are supported by a
computerised system and a database of NOTAM and meteorological information. The
service options are:
NAIPS
NAIPS software is available from the Airservices website or Airservices Publications
Centre.
PRE-FLIGHT INFORMATION
Pre-flight information and flight notification services provided by NAIPS include the
following:
• The use of stored personal flight files, AD HOC briefings, or using Airservices’ stored
routes for tailored, standard briefings;
• Update of preflight briefings;
• Display of original briefings;
• Location, area or route briefings;
• General forecasts;
• The use of GRIB data for high level operations;
• First and last light calculations;
• GPS RAIM (Receiver Autonomous Integrity Monitoring)
Flight Notification using:
• the data generated from the preflight briefing; or
• stored flight files; or
• Airservices’ stored routes
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CONTACTS
NAIPS Pilot Access is available via 019 830 4767 (computer dial access only).
Pilot Briefing 1800 805 150
National Help Desk 1800 801 960
Telstra Phone Away
Customer Service 1800 616 606
Telephone/Fax has moved towards a ”user pays” system to recover communications
costs.
Phone Away cards which enable pilots to utilise the system are available through the
Airservices Publication Centre on 1300 306 630 or most pilot shops, also:
www.airservices.gov.au/publications/briefing
INTERNET
MET and NOTAM briefings are available via the Internet, similar to AVFAX, for areas
and locations. This service is available via the Airservices’ home page:
http://www.airservices.gov.au
or;
directly to the briefing page: http://www.airservices.gov.au/apps/briefing
When prompted, apply for a user name and password which will be issued
immediately.
Information available via the Internet includes:
• Location specific NOTAM;
• FIR and sub-FIR NOTAM;
• Head Office NOTAM;
• Area forecasts, Area QNH, METAR/SPECI, TAF, SIGMET, AIRMET and ATIS.
FLIGHT INFORMATION OFFICES
Briefing staff provide a flight notification acceptance service and NOTAM,
meteorological and other briefing information by telephone and facsimile in response
to requests for specific information.
Telephone: 1800 805 150
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