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帅哥 发表于 2008-12-30 04:20:14

When reduced visibility due to fog, mist or dust is forecast, but the probability is
assessed at between 30% and 40%, the term PROB (percent) is used. The term may
also be attached to TEMPO and INTER conditions.
The terms WX NIL,NO SIG WX and SKC may be included following a significant
variation indicator, to indicate significant improvements expected.
If a TAF or TTF includes a forecast or turbulence, its commencement will be indicated
by the word “FM”, and its cessation within the forecast coverage will be indicated by
the word “TILL”
TEMPERATURE
Aerodrome weather reports contain both temperature and dewpoint.
Forecasts of air temperature are given at three-hourly intervals for a maximum of nine
hours, from the time of commencement of validity of the forecast. The temperature
groups are prefixed by the letter “T”.
QNH
QNH is given as a whole number of hectopascals, with observed intermediate values
being rounded-off downward. QNH is always given using four figures, prefixed by the
letter “Q”, eg: Q0997
SUPPLEMENTARY INFORMATION
In METAR/SPECI, supplementary information is used to provide reported wind shear
information on a take-off or landing runway. Additionally, weather observed since the
time of the last report, but not at the time of the observation, is reported using one or
more of the groups on page 134.
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TREND TYPE FORECAST (TTF)
TTFs are prepared for the following locations:
Adelaide, Amberley, Brisbane, Darwin, Cairns, Canberra, East Sale, Launceston,
Melbourne, Nowra, Oakey, Pearce, Perth, Rockhampton, Sydney, Townsville and
Williamtown.
Note: The provision of TTF at some aerodromes is limited to routine flights only.
METAR/SPECI is normally available outside these hours.
TTF is defined as an aerodrome weather report (METAR/SPECI) to which a statement
of trend is appended. The TTF relates to weather conditions expected to affect the
aerodrome of origin for three hours following the time of the report.
The TTF supersedes the TAF for its validity period of three hours commencing at the
time of the observation and is the current forecast for pilots of aircraft whose arrival
time falls within the three-hour period. For aerodromes where the TTF service is not 24
hour service, or the meteorological watch ceases, the TAF will supersede the remaining
portion of the TTF validity for which a meteorological watch is not available. The time
at which the TAF supersedes the TTF will be included in the remarks section of the TTF.
Note: For pilots whose arrival time falls outside the three-hour period, the TAF is the
current forecast.
Where applicable, TTF replaces TAF and present weather in VOLMET broadcasts.
AUTOMATIC WEATHER STATIONS WITH CEILING AND VISIBILITY
INFORMATION
Automated cloud and visibility elements of an AWS will not be included in the body
of METAR and SPECI, but will be included in the remarks section of the report.
Cloud will be reported as SCT, BKN or OVC for amount, whilst visibility is a measure
of the average visibility for a small area. Pilots should regard automated cloud and
visibility information as guidance material.
AUTOMATED WEATHER STATIONS REPORTING OF RAINFALL
The remarks section of the report may include figures to indicate rainfall recorded
by an automatic rain gauge.
The information is in the form RF00.0/000.0 where the first three digits after the
letters RF will indicate the rainfall recorded in the ten minutes prior to the observation
time, and the next four digits indicate the total rainfall recorded since 0900 local
mean time of the observation time. Both amounts are expressed in millimetres to the
nearest 0.2mm.
Note: In situations of fine droplet precipitation, such as very light drizzle or fine mist
situations, there may not be sufficient precipitation recorded to indicate any
rainfall in the last ten minutes. Pilots should, therefore, regard automated reports
of rainfall as guidance material only.
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ELEMENTS OF REPORT NOT AVAILABLE
In cases where some elements of a report are not available; eg, visibility or cloud in an
automatic weather station report, the indicator “IIII” will be used.
TERMINAL AERODROME FORECASTS
EXAMPLES
• TAF YCOM 070635Z 0820 18015KT 9999 FEW005 BKN020 TEMPO 1014 2000
-SHSN BKN005 SCT020 T 03 00 M02 M04 Q1008 1007 1006 1006

帅哥 发表于 2008-12-30 04:20:34

• TAF YSSY 010435Z 0606 31005KT CAVOK FM14 16015KT 8000 SHRA BKN008
SCT030 FM23 23010KT 9999 NO SIG WX SCT030 T 25 21 18 15 Q 1012 1013
1014 1014
• TAF YSCB 270648Z 0820 33015G28KT 3000 +RA BKN010 OVC100
FM14 16015KT 8000 SHRA FEW010 SCT040 SCT100 INTER 1015 1000 +TSRA
BKN005 SCT040CB FM08 MOD TURB BLW 5000FT TIL 15 T 14 13 13 11 Q 1016
1015 1013 1016
• TAF YMHB 100645Z 0820 14001KT 3500 DZ OVC005 FM12 14001KT 0300 FG
T 12 11 10 10 Q 1018 1019 1020 1019
PROVISIONAL FORECASTS
Forecasts may be prefixed PROV (to denote provisional) when considered likely to be
deficient in accuracy because origination was by a forecasting office issuing
information for a location or area not under its authority.
Note: The Director of Meteorology may, however, authorise the issue of provisional TAF
in additional circumstances
Provisional aerodrome forecasts will be confirmed or amended as soon as possible.
TAF
START
2000 0400 0800
TAF
FINISH
30
MINS
30
MINS
TAF YMAY 021830Z 2008 35010KT CAVOK
FM 04 30015KT OVC100
INTER 0408 30020G40KT 3000 +TSRA BKN010 SCT040CB
T 23 24 28 33 Q 1012 1013 1014 1009
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WIND SHEAR FORECAST SERVICES
Aircraft encounters during climb and descent are the primary means of detecting wind
shear. The MET forecasting office provides advice, when possible, on the likely duration
of the event and forecast low level wind.
Wind shear events are not readily detectable using current meteorological
instrumentation; however, where a risk of wind shear is assessed from a consideration
of the meteorological situation, then a forecast of PROBABLE VERTICAL WIND SHEAR
is issued. These forecasts are normally valid for up to two hours from their time of
issue, and are reviewed every half hour and reissued as necessary. This service is
provided at Adelaide, Alice Springs, Brisbane, Cairns, Canberra, Darwin, Launceston,
Melbourne, Perth, Port Headland, Rockhampton, Sydney and Townsville during duty
hours of the MET forecasting office.
When wind shear is forecast or reported by pilots at an intensity greater than “light”,
this information, together with a forecast low level wind, will be included on the ATIS
at any of the above aerodromes.
METEOROLOGICAL REPORTS
Aerodrome Weather Reports are observations of meteorological conditions at
aerodromes. The reports are made by approved observers, and/or electronic recording
devices called Automatic Weather Stations (AWS). The different types of reports are
detailed below.
ROUTINE REPORTS (METAR) are issued at fixed times, hourly or half hourly, and are
made available at preflight briefing or on request to aircraft (METAR composition is
detailed on page 136.
SPECIAL REPORTS (SPECI)
Aerodrome weather reports issued whenever weather conditions meet or are below
specified criteria.
SPECI reports are issued whenever there is more than 4/8ths cloud (ie BKN or OVC) at
or below the alternate minimum cloud base, or whenever the horizontal visibility is at
or below the alternate minimum visibility*. Additional SPECI may be issued when
weather conditions deteriorate further.
*Note: Where no descent procedure is established, the alternate ceiling and visibility
minima are 1,500FT and 8KM respectively
SPECI will also be issued under the following conditions:
• Wind:
A. when mean direction changes by 30° or more, the mean speed before or
after the change being 20KT or more; or
B. when the mean speed changes by 10KT or more, the mean speed before
or after the change being 30KT or more; or
C. when the variation from the mean speed gusts has increased by 10KT or
more, the mean speed before or after the change being 15KT or more.
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• Other conditions
A. when any of the following begins, ends or changes in intensity -
thunderstorm, hailstorm, mixed snow and rain, freezing precipitation,
drifting snow, dust storm, sandstorm, squall, fog;
B. When severe turbulence, severe icing, or wind shear is reported by a pilot
to have begun or ended;
C. at the passage of a front;
D. at the incidence of any other phenomena likely to be significant to the
operation of an aircraft;
E. when the QNH altimeter setting changes by 2HPA or more;
F. when the temperature changes by 5° or more.
RAAF Special Reports (RAAF SPECI) At joint user aerodromes, Canberra, Darwin,
Newcastle/Williamtown and Townsville, aerodrome weather reports based on a circling
ceiling and visibility minima higher than those specified for civil operations are issued
for use by military pilots.
Aerodrome Weather Reports
• SPECI YMML 2000Z 22012KT 6000 DZ FEW002 SCT006 15/12 Q1020
• METAR YBRK 0100Z 03012KT 9999 FEW025 SCT035TCU 26/20 Q1003
• METAR YPPH 1130Z 28012KT 9999 FEW005 SCT035TCU 26/17 Q1007 RETS
• SPECI YBCS 1745Z 23014G29KT 1200NE 6000 TSRA FEW030CB BKN100 26/22
Q1003
• SPECI YSSY 1900Z 26001KT 3000 HZ VCFG FEW030 18/17 Q1018
Trend-type Forecasts
• TTF SPECI YPAD 2200Z 00000KT 9999 DZ OVC005 14/04 Q 1025
FM2200 00000KT 9999 NO SIG WX BKN008
FM2300 03005KT 9999 NO SIG WX SCT020
• TTF SPECI YMML 0200Z 05008KT 4000 DZ BKN005 OVC100 16/15 Q1017 NOSIG
• TTF METAR YPPH 0500Z 36015KT CAVOK 32/08 Q1014
FM0630 20825KT 9999 NO SIG WX BKN030
INTER 0530/0730 5000 SHRA BKN008
• TTF METAR YBTL 0730Z 35006KT 9999 FEW050TCU 31/21 Q1005
REMARKS DISTANT THUNDER NOSIG
• TTF SPECI YBTL 0800Z 03010KT 4000 TSRA BKN030CB SCT120 27/24 Q1008
FM0830 03005KT 9999 SHRA BKN035
INTER 0830/1100 4000 TSRA SCT010 SCT030CB
• TTF METAR YBAS 1400Z 02015KT 9999 SCT040 BKN120 22/08 Q1000 RMK
DISTANT LIGHTING TO NW
FM1630 34018G35KT 6000 SHRA BKN030 BKN120 INTER 1630/1700 3000 TSRA
SCT010 BKN030CB RMK USE TAF FOR ARRIVALS AFTER 1500Z
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ADVANCED AWS OUTPUT
• The following example represents a METAR which has not had cloud and visibility
observations provided by a human observer. The information provided from the
automated sensors is included in the remarks section of the message: METAR YSBK
1800Z 10015KT //// 14/06 Q1020 RMK CLD:SCT042 BKN110 VIS:9999
• The ceilometer will only detect cloud to 12,500FT. If there is no cloud detected
below this level, and the detected visibility is greater than 1,000M, the report of
cloud will be as follows:
CLD: CLR BLW 125
• If no cloud is detected and the detected visibility is less than, or equal to 1,000M,
the report will indicate:
CLD: SKY MAYBE OBSC
TTF - TREND-TYPE FORECASTS
(1) (2) (3) (4) (5)
TTF METAR Aero- Time of Surface Visibility Present Cloud
OR drome Report wind Weather
TTF SPECI Ident direction
and
speed/
max.
wind OR CAVOK
(6) (7) (8)
Temp- QNH Supplementary Trend
erature Information NOSIG or FM (time 1)
and which is windshear
Dew data and recent (9)]
Point weather (prefixed ‘RE’) INTER/TEMPO
and (time 2) (time 3)
Remarks which is any
other significant
comment not covered in
the formal parts. Data
from visionmeters and
ceilometers when
available are included
here.
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NOTES
1. Time of observation in hours and minutes UTC
2. Direction in three figures rounded off to the nearest 10° Aerodrome
(true); speed (KT) in two figures averaged over 10 minutes Weather
followed by maximum gusts (KT) in two figures when given. Report
VRB - wind direction METAR or
00000KT - calm SPECI
3. Visibility in metres. 9999 indicates a visibility of 10KM and
above.
4. Present weather reported in terms listed at page 134
5. Amount of cloud indicated by the following abbreviations:
• SKC or, if appropriate, CAVOK no cloud
• FEW 1 to 2 OKTAS
• SCT 3 to 4 OKTAS
• BKN 5 to 7 OKTAS
• OVC 8 OKTAS
• CB Cumulonimbus
• TCU Towering Cumulus
next 3 figures -height of the cloud-base above level of aerodrome
reference point given in hundreds of feet
(eg 200Ft - 002; 2,000FT - 020; 20,000FT - 200)
6. Dry Bulb and dew point temperature in whole degrees
Celsius. Negative values indicated by M before numeral.
Values between -9°C and + 9°C are given as M09 to 00 to 09
7. QNH reported in whole hectopascals
8. Plain language remarks may be added to describe significant
conditions in the vicinity of the aerodrome
9. NOSIG is used to indicate that no significant changes to The trend
METAR or SPECI conditions are expected to occur during
the three-hour validity period of the TTF
10. FM (time 1) indicates that significant mean conditions are Aerodrome
expected to commence at the time (time 1) and to persist Weather
until the end of the three (3) hour validity of the TTF or until Report
new mean conditions are specified. METAR or
SPECI
11. INTER (periods less than 30 minutes) and TEMPO (periods
less than 60 minutes) are given either as INTER/TEMPO
(time 2/time3) - in this case, intermittent or temporary
variations are expected to commence at (time 2) and to
end at (time 3)
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TAKE-OFF AND LANDING REPORTS
Are provided at aerodromes where a control tower is established. This service may
also be provided by UNICOM, details of which can be obtained in ERSA.
Take-off and landing reports are included on ATIS, where available, or passed to
aircraft reporting taxiing or inbound. Take-off and landing reports contain, as available,
the following:
• wind velocity, with direction in degrees magnetic
• altimeter setting
• air temperature (if appropriate to the type of aircraft)
• low cloud, if significant
• visibility, if significant - in metres up to and including 5,000M, above this value in
KM. A visibility greater than 10KM is given as “VISIBILITY GREATER THAN 10KM”
• additional items, ie extent of cloud below the main ceiling, disposition and intensity
of rain, reported turbulence area, etc;
• CAVOK- when the following conditions are observed to occur simultaneously:
visibility of 10KM or more;
no cloud below 5,000FT or below the highest minimum sector altitude, whichever
is the greater, and no cumulonimbus;
no precipitation, thunderstorm, shallow fog, low drifting snow or dust devils.
When the term, CAVOK is used, the elements low cloud, visibility and additional
items will not be advised.
The meteorological information provided by AIR Traffic Controllers may be obtained by
observation of the whole horizon or only the area that will contain the probable flight
path of an aircraft. Reports based on AWS data will be limited to wind direction and
velocity, QNH and temperature, except when a qualified observer at the aerodrome
provides visually observed information.
APPROVED OBSERVERS
“Approved Observers” are officers of the BoM, Air Traffic Controllers, and other
persons on the ground approved for the purpose by the BoM and/or CASA.
For the purpose of observing visibility for take-off and landing at an aerodrome,
the pilot in command shall be deemed an approved observer for that flight.
OBSERVING POINT
The location of the observing point for the aerodrome weather reports is such that the
meteorological conditions observed within visual range, or interpreted from
instruments at that point, are representative of conditions at the aerodrome.
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AIRCRAFT WEATHER REPORTS
The pilot in command of an aircraft is required to observe and report en route
meteorological conditions as prescribed in AIP GEN 3.5-15 and 3.5-21. For this
purpose, he/she is deemed an approved observer.
In addition to requirements for special AIREP reports concerning MET conditions likely
to affect the safety of other aircraft, pilots in command of flights, in areas where
ground meteorological reports are scanty, are encouraged to report observations of
MET conditions which they consider will assist in the provision of meteorological
services.
SIGMET
SIGMET information concerns the occurrence or expected occurrence, in an area over
which meteorological watch is being maintained, of one or more of the following:
• below FL450
- active thunderstorm area
- tropical revolving storm
- severe line squall
- heavy hail
- severe turbulence
- severe icing
- marked mountain waves
- widespread sandstorms or duststorms
- volcanic ash cloud
• above FL450
- moderate or severe turbulence
- cumulonimbus clouds
- hail
Note: Messages containing SIGMET information for aircraft in transonic and supersonic
flight are identified as SIGMET SST
Pilots in command of aircraft encountering any of the above phenomena, not notified
by SIGMET advices, must report details of the phenomena in an AIREP SPECIAL.
SIGMET information is issued by MET forecasters and addressed by ATS as a Hazard
Alert to aircraft operating on routes or in areas likely to be affected. This information
will normally relate the phenomena reported to designated reporting points, and
where possible, will indicate the area in which the phenomena exist.
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AIRMET
AIRMET information concerns the occurrence or expected occurrence affecting the
levels below FL120 in an area over which meteorological watch is being maintained, of
one or more of the following phenomena:
• hail
• moderate icing
• moderate turbulence, when this is expected to occur in an area, or at a time, where
or when it is not a normal seasonal feature
• the initial onset of phenomena producing extensive areas of visibility of less than
8KM, or of cloud coverage of more than 4/8ths below 1,500FT above ground level
• winds of 40Kt or more within 2,000FT above ground level
and also includes phenomena covered by SIGMET advices.
Note: When SIGMET phenomena only are concerned, a separate AIRMET advice is not
issued
AIRMET information, which concerns phenomena of a lesser degree of severity than
SIGMET information, is given to aircraft operating at or below 10,000FT.
AIRMET Information is issued by MET forecasters and addressed by ATS as a Hazard
Alert to aircraft operating on routes or in areas likely to be affected. It will indicate the
locality or area in which the phenomena exist or are expected to exist.
AIRMET information will not be issued on phenomena which are included in a current
area forecast. Pilots in command who encounter any of the above phenomena, which
have not been notified by a forecast or an AIRMET advice, should report the details by
SHORT AIREP.
Note: AIRMET information is additional to SIGMET information which is issued to all
aircraft types.
HAZARDOUS WEATHER
RESPONSIBILITY
Cooperative and concerted action is required by pilots, meteorologists and ATS to
ensure the most accurate information is promulgated to assist pilots in the avoidance
of hazardous weather, particularly those phenomena associated with thunderstorms -
icing, hail and turbulence.
Meteorologists are responsible for the observation of weather phenomena and
forecasting their occurrence, development and movement, in terms applicable to
aircraft operations. These forecasts need to be produced in sufficient time for avoiding
action to be taken.
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ATS is responsible for distributing reports of hazardous meteorological conditions to
pilots as a part of the Hazard Alert service. ATS also makes visual and limited radar
weather observations for the information of meteorologists and pilots and is
responsible for relaying pilot weather reports to the BoM. At some locations, ATS is
provided with METRAD or RAPIC which may supplement weather advice by the ATS.
Details are given in AIP GEN 3.3 Section 2.12
Whilst manoeuvring in hazardous weather situations, pilots are responsible for the
safety of their own aircraft using advices and clearances passed by ATS and
information obtained from their own visual or airborne radar observations.
They are also responsible for passing visual and airborne radar observations of
hazardous weather to ATS.
PILOT ACTION
Outside controlled airspace all hazardous weather avoidance action is the sole
responsibility of the pilot in command. However, in order to preserve the safety of the
aircraft and other air traffic, the pilot in command is requested to advise ATS of
intended actions.
The pilot in command, both inside and outside controlled airspace, must advise ATS
promptly of any hazardous weather encountered, or observed either visually or by
radar. Whenever practicable, those observations should include as much detail as
possible, including location and severity. Hazardous weather includes, in particular,
thunderstorms, severe turbulence, hail, icing and line squalls.
WIND SHEAR - PILOT REPORTING
Wind shear encountered by aircraft must be reported by pilots as follows:
• light- shear causing minor excursions from flight path and/or airspeed
• moderate - shear causing significant effect on control of the aircraft
• strong - shear causing difficulty in keeping the aircraft to desired flight path
and/or airspeed
• severe - shear causing hazardous effects to aircraft controllability
Pilots encountering wind shear of intensity “moderate”, “strong” or “severe” should
immediately report the degree, type of shear and the altitude at which the greatest
adverse effect was experienced. At non-controlled aerodromes, the report should also
be broadcast to all aircraft on the MBZ frequency or CTAF and should include the
name of the aerodrome.
The responsibility to continue an approach to land, or to take off following
notification of low level wind shear rests with the pilot in command.
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AUTOMATIC METEOROLOGICAL BROADCASTS
Routine broadcasts of selected operational meteorological information for use by
aircraft in flight are made from suitable locations using discrete ground-to-air
frequencies.
AUTOMATIC EN ROUTE INFORMATION SERVICES (AERIS)
The AERIS continuously broadcasts METAR from a network of VHF transmitters
installed around Australia. Details of transmitter sites, frequencies and locations for
which METAR are provided are at ERSA GEN.
VHF AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS) NETWORK
(COVERAGE AT 20,000 FT)
HOBART
ALICE SPRINGS
TELFER
LAUNCESTON
ESPERANCE
ALBANY
PERTH
GERALDTON
AYERS ROCK
CARNARVON
PARABURDOO
KARRATHA
LEARMONTH
TENNANT CREEK
GOVE
CAIRNS
TOWNSVILLE
ROCKHAMPTON
BRISBANE
SYDNEY
MELBOURNE Mt GAMBIER
DARWIN
KUNUNURRA
BROOME
MOUNT ISA
BELLENDEN KERR
Mt BLACKWOOD
GOOCHEGOOCHERA
Mt MOWBULLAN
Mt GININI
Mt WILLIAM
BROKEN HILL
CEDUNA
DERBY
KALGOORLIE
MEEKATHARRA
Mt CANOBOLAS
POINT LOOKOUT
DUBBO
CANBERRA
MILDURA
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VHF AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS) NETWORK
(COVERAGE AT 20,000 FT)
Mt. WILLIAM 119.75 Adelaide, Hobart, Launceston, Melbourne,
Perth, Mildura
Mt. GININI 119.95 Adelaide, Canberra, Hobart, Melbourne,
Wagga Wagga
Mt. CANOBOLAS 119.85 Adelaide, Alice Springs, Brisbane,
Melbourne, Perth, Sydney
POINT LOOKOUT 119.75 Brisbane, Canberra, Coolangatta,
Melbourne, Rockhampton, Sydney
Mt. MOWBULLAN 119.95 Brisbane, Coolangatta, Mackay,
Maroochydore, Rockhampton, Sydney
Mt. BLACKWOOD 119.85 Brisbane, Cairns, Hamilton Island, Mackay,
Kalgoorlie, Townsville
BELLENDEN KERR 119.75 Brisbane, Cairns, Hamilton Island, Mackay,
Rockhampton, Townsville
Mt. ISA 128.45 Alice Springs, Brisbane, Cairns, Mt. Isa,
Tindal, Townsville
GOOCHEGOOCHERA 128.45 Alice Springs, Cairns, Darwin,
Tennant Creek, Tindal, Townsville
DERBY 128.45 Broome, Darwin, Kununurra, Meekatharra,
Perth, Port Hedland
MEEKATHARRA 128.45 Broome, Kalgoorlie, Karratha,
Meekatharra, Perth, Port Hedland
CEDUNA 128.45 Adelaide, Alice Springs, Kalgoorlie,
Melbourne, Perth, Sydney
KALGOORLIE 128.25 Adelaide, Alice Springs, Ceduna,
Kalgoorlie, Laverton, Perth
BROKEN HILL 128.25 Adelaide, Alice Springs, Brisbane,
Darwin, Melbourne, Sydney
OUTLET VHF METAR MENU
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AIREP SPECIAL
A pilot in command should make a special report (see ERSA Flight Planning) when
requested, or as soon as practicable after encountering any SIGMET condition which
has not been notified, or any other MET condition which is likely to affect the safety or
markedly effect the efficiency of other aircraft.
The estimate of next position may be omitted from an AIREP SPECIAL report except
where the report is made at a planned position reporting point.
In the climb-out and approach phases, a pilot in command must report meteorological
conditions, not previously advised, which are likely to affect the safety of aircraft
operations. The preferred format of the report is detailed in ERSA Flight Planning.
SHORT AIREP
Short AIREP should be provided by pilots when requested.
ATS should be advised when a pilot encounters:
• Cloud-unexpected significant variations to amount, base or tops (by reference to
QNH);
• Visibility- reduced due to fog, mist, hail, rain, snow or dust, or improvement
observed;
• Wind- significant variation to forecast;
• Other phenomena - incidence of severe or moderate turbulence, thunderstorms,
moderate or severe icing, hail, line squalls, standing waves or winds of 40KT or more
within 2,000FT of ground level.
The report comprises:
• callsign of the ground station;
• callsign of the aircraft;
• Short AIREP;
• position and time;
• EN ROUTE (departure point ) TO (destination);
• weather report.
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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
• is not an aerodrome for which that flight would be required to provide for an
alternate aerodrome.
When an aerodrome forecast is “provisional”, the pilot in command must make
provision for a suitable alternate that has a firm forecast.
WEATHER CONDITIONS
Except when operating an aircraft under the VFR by day within 50NM of the point of
departure, the pilot in command must provide for a suitable alternate aerodrome when
arrival at the destination will be during the currency of, or up to 30 minutes prior to
the forecast commencement of, the following weather conditions:
• cloud- more than 4/8ths below the alternate minimum; or
For flight by aeroplanes under the VFR (day or night) and helicopters
operating under the VFR at night, the alternate minima are a ceiling of
1,500 FT and a visibility of 8KM.
Note: In determining requirements for alternate aerodromes, forecast amounts of cloud
below the alternate minima are cumulative. For determining requirements, the
cumulative cloud amount is interpreted as follows:
FEW plus FEW is equivalent to SCT (ie 4/8ths or less)
FEW plus SCT is equivalent to BKN (ie more than 4/8ths)
SCT plus SCT is equivalent to BKN or OVC (ie more than 4/8ths).
• visibility - less than the alternate minimum; or
• visibility - greater than the alternate minimum, but the forecast is endorsed with a
percentage probability of fog, mist, dust or any other phenomena restricting visibility
below the alternate minima; or
• wind - a crosswind or downwind component more than the maximum for the
aircraft.
Note: Wind gusts must be considered
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AERODROMES
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WEATHER CONDITIONS
SECTION
When operating a helicopter under the VFR, and the use of the helicopter VMC is
permissible at the destination, the pilot in command must provide for a suitable
alternate aerodrome when either of the following conditions is forecast at the
destination:
• cloud - more than 4/8ths below a ceiling of 1,000FT; or
• visibility - less than 3,000M
When weather conditions at the destination are forecast to be as specified as above,
but are expected to improve at a specific time, provision for an alternate aerodrome
need not be made if sufficient fuel is carried to allow the aircraft to hold until that
specified time plus 30 minutes.
When weather conditions at the destination are forecast to be above the values
specified above, but additionally, intermittent or temporary deteriorations in the
weather below those values are forecast, provision of an alternate need not be made if
sufficient additional fuel is carried to allow the aircraft to hold for:
• 30 minutes for intermittent deterioration (INTER); and
• 60 minutes for temporary deterioration (TEMPO).
When thunderstorms of their associated severe turbulence or their probability is forecast
at the destination, sufficient additional fuel must be carried to permit the aircraft to
proceed to a suitable alternate or to hold for:
• 30 minutes when the forecast is endorsed INTER; or
• 60 minutes when the forecast is endorsed TEMPO
When TAFs include a FM period, during which time an operational requirement will
either become effective or be removed, the timing for the change in operational
requirement is as follows:
• When the weather during the FM period is forecast to create an operational
requirement, that operational requirement will become effective 30 minutes before
the onset of the FM period.
• When the weather during the FM period is forecast to remove an operational
requirement, that operational requirement will remain effective until 30 minutes after
the onset of the FM period.
The additional fuel required by the above paragraphs must be carried when the ETA of
the aircraft at its destination or alternate falls within the period of 30 minutes before
the forecast commencement time to 30 minutes after the expected time of cessation of
these deteriorations.
Due to the continuous weather watch provided by TTF, the 30 minute buffers required
by the above paragraphs do not apply. Flights which will be completed within the time
of validity of the TTF may be planned wholly with reference to the destination TTF.
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AERODROMES
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WEATHER CONDITIONS
SECTION
TTF may have either one visibility or two visibilities included in the report. Operational
requirements will apply when:
• the sole visibility is less than the alternate minimum; or
• the higher visibility is less than the alternate minimum.
Flights which cannot use TTF will plan the fight on the current TAF until such time as
the destination ETA falls within the validity periods of a TTF.
For flight by aeroplanes under the VFR (day or night) and helicopters operating under
the VFR at night, the alternate minima are a ceiling of 1,500 FT and a visibility of 8KM.
For VFR helicopter operations by day, the alternate minima are the same as for night
(above) unless the additional conditions specified on page 154 are met. When these
additional conditions are met, the alternate requirements are as shown on page 154.
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.
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AERODROMES
09/2001
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SECTION
NOTAM
There are 3 types of NOTAM’s available to pilots in Australia. They are Head Office
NOTAM, FIR NOTAM, and Location NOTAM.
NOTAM provide information that is of direct operational significance which may
immediately affect aircraft operations. A NOTAM is issued in a format containing fields
(A) to (G) as follows:
A. Location identification, NOTAM number, subject reported, day/time of issue.
(For details of NOTAM numbering for both domestic and international Australian
NOTAM, refer to paragraphs below).
B. Time of commencement of information contained in Field E.
or
Time of publication where prior notification is required. In this case, Field E
commences with “WEF… (date/time)…”.
This date/time will then reflect the actual commencement time of the NOTAM
information.
C. Time of cessation of information.
D. Times of periods of activity.
E. Plain language text (ICAO codes are used in international NOTAMS).
F. Lower limit.
G. Upper limit.
In the domestic environment, NOTAM numbering is preceded by the letter “C”
followed by the year; eg BRISBANE (YBBN) C22/94
For each location, a separate series of numbers is issued; thus the NOTAM is identified
by both the location and the number, not the number alone.
In the international environment, Australia issues NOTAM against a series of register.
These registers are by individual FIRs, multiple FIRs, or Australian General. The series
identifiers are as follows:
Brisbane FIR N
Melbourne FIR S
Australia General FIR G
A Preflight information service is provided from offices located in Brisbane and
Melbourne. These offices provide a toll free NOTAM, meteorological and flight
notification service from the following number:
Telephone: 1 800 805 150
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09/2001
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NOTAM
SECTION
NOTAM EXAMPLES
HEAD OFFICE NOTAMS
HEAD OFFICE (YSHO)
DOC From: 08 040048 To: PERM C0104/98
RAAF AIP TERMINAL PACIFIC AND AUSTRALASIA VOL 1 AND 2 (AL44) ARE
WITHDRAWN WIE. CTC RAAF AIS BY FAX (03-92826695) FOR INFORMATION
IN IAP.
MET From: 04 200548 To: PERM C0036/99
WEF 9905210000 MELBOURNE DECTALK DECOMMISSIONED. AUSTRALIA
WIDE INFO IS AVBL FM BRISBANE DECTALK ON TEL 1800 077276
PROC From: 05 032303 To: PERM C0043/99 Review C0042/99
RPT VISUAL STRAIGHT-IN AT NON-CONTROLLED AD AMEND AIP ENR
1.1 - 61 PARA 59.4 BY DELETING EXISTING
TEXT AND INSERTING:
REGULAR PUBLIC TRANSPORT AIRCRAFT COMPLYING WITH THE FOLLOWING
CONDITIONS MAY MAKE STRAIGHT-IN VISUAL APPROACHES TO NON-
CONTROLLED AERODROMES WITH AN ASSOCIATED CTAF:
A. THE AIRCRAFT MUST BE CREWED BY TWO PILOTS.
B. THE AIRCRAFT MUST BE EQUIPPED WITH VHF RADIO AND BE ABLE TO
COMMUNICATE ON THE CTAF.
C. THE REQUIREMENTS OF SUB-PARA 59.5 C. MUST BE MET.
FIR NOTAM’S
SPA From: 07 130510 To: 10 130500 EST C1270/99
Review C0572/99
HJ Lower: SFC Upper: 10000FT AMSL
PJE WILL TAKE PLACE AT CHELMER
(.25NM S INDOOROOPILLY BRIDGE). WILL REMAIN CLR
ATS From: 07 190033 To: 10 200000 EST C1317/99 Review C0608/99
WILLIAMTOWN/TAREE AREA SSR LIMITED
LOSS OF RADAR COVERAGE MAY OCCUR BLW F200
DLA/RESTR MAY OCCUR IN CTA
RADAR INFORMATION SERVICE LIMITED
TRANSPONDER REPLY LIGHT MAY NOT BE POSITIVE INDICATION
OF INTERROGATION BY CIVIL ATC SSR.
DOC From: 08 200345 To: PERM C1527/99 Review C1525/99
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NOTAM
SECTION
AMD AIP ERSA FAC C-55 DATED 17 JUN 1999 AND C-57 DATED 9 SEP 1999
AMD CABOOLTURE AIR TRAFFIC SERVICES FIS FLIGHTWATCH FREQ 128.15
TO READ 128.75
COM From: 08 300429 To: 10 010600 EST C1577/99 Review C1403/99
A/G FAC BRISBANE CENTRE 133.8 (SAINT GEORGE AREA) SUBJECT TO
INTERFERENCE
ALTN FREQ BRISBANE CENTRE 134.4 OR 118.95
LJR From: 09 100000 To: 09 170800 C1660/99 Review C1650/99
9909100000 TO 9909100700 9909122000 TO 9909130800 9909132000 TO
9909140800 9909142000 TO 9909150800 9909152000 TO 9909160800
9909162000 TO 9909170800
LJR S QUEENSLAND N NEW S WALES MIL F111 JET ACFT OPR BLW 3000FT AGL ON
THE FLW RTE DALBY (DESCENT) / DALBY 227042 / INGLEWOOD 010026
/INGLEWOOD 175023 / GOONDIWINDI 165030 / MOREE 040006 / MOREE 085012
/MOREE 115030 / INVERELL 160014 / ARMIDALE 360020 / ARMIDALE 355012 /POINT
LOOKOUT 360020 / NORTH SOLITARY ISLAND / YAMBA 100011 / R622
ABRUPT VER MANOEUVRES UP TO 7000FT AGL WI 5NM RAD MOREE 040006 UP TO
7000FT AGL WI 5NM RAD ARMIDALE 360020
ATS From: 09 041400 To: 09 181400
YMMM C1586/99
TO ASSIST TRANSITION TO THE AUSTRALIAN ADVANCED AIR TFC SYSTEM(TAAATS)
BTN SYDNEY AND ALICE SPRINGS (ATC FREQ 118.5, 133.5, 122.75 AND 128.2)
PILOTS ATTENTION IS DRAWN TO AIP ENR1.1 - 11, PARAGRAPH 8.4 TO GIVE ATS
NOTICE OF AN IMPENDING PSN REP BEFORE GOING AHEAD WITH THE PSN REP
LOCATION NOTAM
ARCHERFIELD (YBAF)
AD From: 09 100532 To: 09 122300 EST C0176/99
RWY 04L/22R, RWY 04R/22L AND ALL GRASS AREAS NOT AVBL DUE SOFT WET SFC
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NOTAM
SECTION
FLIGHT NOTIFICATION
Pilots of VFR flights nominating a SARTIME to ATS, and those intending to operate in
controlled airspace (except for VFR flights in Class E airspace and in GAAP CTRs) must
submit flight details to ATS.
The preferred methods for pilots to submit comprehensive flight notification are:
1. via pilot access to NAIPS
2. in writing
3. by telephone
4. by radio to ATS.
Pilots submitting SARTIME flight notifications by facsimile must confirm receipt of the
notification with the briefing office. Further, Airservices strongly recommends that
when any flight notification is submitted by facsimile, the pilot or operator telephones
the briefing office before departure to confirm that the facsimile has been received.
Abbreviated details for operations in controlled airspace may be advised by radio if the
flight is to operate locally, or operations will be for a brief duration. However, prior
contact with ATC may avoid delays. Pilots may submit details by radio to ATS when
associated with a clearance request, or to nominate a SARTIME.
When submitting flight notification by radio, pilots should be mindful of the need to
minimise frequency congestion and transmit only that information required by the ATS
for the current flight stage. Acceptance is subject to ATS workload and may be
delayed.
Submission of comprehensive travel flight notification by radio is not a preferred
method of notification and should not be used when submission by some other means
is available. Flight notification by radio for travel flights requiring the submission of
comprehensive details will not be acceptable at controlled aerodromes.
Pilots of VFR flights wishing to operate in other than classes C or D airspace and who
wish to nominate a SARTIME, may submit details in the NAIPS SARTIME flight
notification (pilot access) format. If submitting the flight notification by facsimile or via
telephone, the only form available is the Australian Domestic Flight Notification form.
VFR flights in the following categories are required to submit a SARTIME flight
notification to ATS, or, as an alterative, to leave a Flight Note with a responsible
person;
• RPT and CHTR flights;
• over-water flights;
• flights in Designated Remote Areas;
• flights at night proceeding beyond 120NM from the aerodrome of departure .
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GENERAL
VFR flights which are required to, or wish to , use a SARTIME may do so by providing
ATS with the following details:
• callsign
• aircraft type
• departure point
• route to be flown
• destination
• POB and
• SARTIME
Note: only one SARTIME may be current at any time. To prevent the existence of
multiple SARTIMEs for aircraft used by more than one pilot, SARTIMES should be
nominated immediately before the start of each flight
VFR flights may operate on reporting schedules in the following circumstances:
• mercy flights
• flood, fire or famine relief flights
• search and rescue flights, and
• military flights
When the pilot of a flight wishes to indicate a variation of SAR requirements, this must
be indicated in Item 8 - Flight Rules, amplified in Item 15 (Route) by the position at
which the change will occur, followed by the new Flight Rules.
Submission of flight details at least 30 minutes before ETD is recommended.
Where notification of flight details, or changes to details, are submitted less than 30
minutes before ETD, delays will be encountered when an ATC radar unit requires that
the data be programmed into the computerised SSR Code/Callsign Management
System.
Pilots may cancel a SARTIME via:
a. FLIGHTWATCH on a FIS VHF outlet as shown in ERSA, or on HF,
b. relay through another pilot,
b. telephone to CENSAR on 1800 814 931, or
d. Flight Service or ATC when telephone facilities are not available.
SARTIMEs are managed on a national basis by the central SARTIME management
database, CENSAR.
The following table identifies flight notification options for the various classes and
types of operations when flying IFR or VFR:
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161
The following table identifies flight notification options for the various classes and
types of operations when flying IFR or VFR:
Flight Category Class Of Type of Summary of
Operation Operation Flight
Notification
Options
IFR All classes All Operations FULL FLIGHT
DETAILS
VFR RPT and CHTR All Operations SARTIME or FLIGHT
NOTE
VFR AWK and PVT Over-water flights SARTIME or FLIGHT
NOTE
In designated SARTIME or FLIGHT
Remote Areas NOTE
At night proceeding SARTIME or FLIGHT
beyond 120NM NOTE
from the aerodrome
of departure
VFR AWK and PVT All other Operations SARTIME FLIGHT
NOTE or,
NO NOTIFICATION
Civil Aviation Safety Authority Australia
PRE-FLIGHT PLANNING
FLIGHT
NOTIFICATION
09/2001
2
SECTION
GENERAL
If advising ATS of a change of aircraft ident and/or registration, pilot of SARTIMRE
flights must also advise, prior to take-off, that the flight is subject to a SARTIME.
To assist in managing the airways system, pilots should always warn ATS of any flight
notification amendments by utilising appropriate alerting phraseologies: eg
“MELBOURNE CENTRE, DELTA MIKE GOLF, IFR FLIGHT PLAN AMENDMENT”
or
“FLIGHTWATCH, DELTA MIKE GOLF, SARTIME FLIGHT PLAN 䅍䕎䑍䕎吠
FLIGHT NOTIFICATION / NOTE CONTENTS
An example of the Australian Domestic Flight Notification form is at APPENDIX 1.
Instructions for completion of the Australian Domestic Flight notification form for both
IFR and VFR flights are contained on following page. In a number of cases, particularly in
Item 19, completion is recommended as good practice. If mandatory Items are left
incomplete, delays may occur.
Books of flight notification forms are available from the Airservices Publications Centre at
a charge.
The suggested format for a Flight Note is at APPENDIX 2. This form is available from the
Airservices website (www.airservices.gov.au) (Pilot Centre) or from the Australian
Maritime Safety Authority website (www.amsa.gov.au)
Within the Brisbane and Melbourne FIRs, reporting points along ATS routes nominated as
compulsory for the flight are required to be provided together with estimated elapsed
time to each point.
For flights not operating along an ATS route, estimated elapsed times should be provided
for locations approximately 30 minutes or 200NM apart.
If a common name is entered into NAIPS in lieu of aerodrome abbreviation or
navigational aid/waypoint, the flight notification output will assume that the aircraft is
tracking over a navigational aid/waypoint and not the aerodrome;
eg, the location HOLBROOK will translate to HBK, not YHBK.
Pilots entering details in terms of latitude and longitude or by the use of polar
coordinated must adhere to the correct format. Location abbreviations should
be authorised (ie published in AIP) abbreviations.
For flight notifications submitted in the ICAO format, reporting points in the Brisbane
and Melbourne FIRs, nominated as compulsory for the flight,
are required to be provided in Item 18, together with estimated elapse times
to each point.
In instances where NAVAID training is required, but diversion to an alternate aerodrome
for that training is likely, and when procedures at the alternative location require the
submission of flight notification, the pilot will be required to provide details of both
locations in Item 15 (Route), expanded in Item 18(a).
For example, for an aircraft requiring PILS at either Sydney, or alternatively Richmond:
DCT BK PEC MQD SY RIC BK DCT
Item 18(a) will show SY PILS or RIC PILS.
Pilots not formally required to submit flight notification, or leave a flight note as defined
in the preceding paragraph, are nevertheless encouraged to leave a flight note as defined
in AIP GEN.
Pilots of VFR flights must include POB when submitting flight notification or when
leaving a flight note and are encouraged to notify ATS of any subsequent changes.
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NOTE CONTENTS
APPENDIX 1
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FLIGHT PLAN
Z
C-172
YBAF
YBAF YBRK
ZFR
CENSAR
G. RANT
WHITE / RED
YBAF 230700
07 3511 7543 07 3217 5890 PRIVATE
07 40 355 555
2
2
0500
0500
DCT DBO MLY TNG DCT
DCT GLA MYB DBO DCT
0100
0330 0105 055
0105 045
02
11
05
0210
YBRK
F R
Briefing 1800 805 150 FAX 1800 805 150 PILOT PC ACCESS 0198 304 767 CENSAR 1800 814 931
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09/2001
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NOTE CONTENTS
APPENDIX 3
ATS FLIGHT NOTIFICATION - USER GUIDE
Item 7 - Aircraft Identification
Enter Aircraft registration/flight number. ZZZZ and TBA cannot be
accepted.
Requirements For VH registered aircraft, enter the three letters after the prefix only,
eg for VH-ZFR enter ZFR.
For flight numbers, and other approved callsigns, enter a mixture of
figured and letters that do not exceed seven characters; eg QF 611.
One callsign per flight notification.
Item 8 - Flight rules
Circle I for Instrument Flight Rules (IFR)
V for Visual Flight Rules (VFR)
Y for IFR then VFR
Z for VFR then IFR
Requirements If Y or Z is circled, an entry in Item 15 must specify where the
change of flight rules will occur; eg YBAF VFR.
Type of flight
Circle S for scheduled air service
N for non- scheduled air service
G for general aviation
M for military
Item 9 - Number of Aircraft
Enter Number of aircraft where there are more than one, otherwise leave
blank.
Type
Enter Aircraft type. Where more than one aircraft type is included in a
formation, enter the type of the lowest performance aircraft.
Additional details regarding the formation must be inserted at Item
18.
Requirements Use the two or four letter ICAO approved aircraft type
abbreviations.
For aircraft type abbreviations not approved by ICAO, enter ZZZZ
and specify the type of aircraft in Item 18 (b) preceded by TYP/
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NOTE CONTENTS
Wake Turbulence Category
Circle H for aircraft 136,000 KG or more
M for aircraft between 7,000 and 136,000KG
L for aircraft 7,000KG or less
Item 10 - Equipment
Circle the equipment carried by the aircraft that the pilot is qualified to use:
N for no COM/NAV/Approach Aid equipment for the route to be
flown or the equipment is unserviceable
S for standard COM/NAV/Approach Aid equipment of VHF/ADF/ILS/
VOR
D for DME
F for ADF
G for GNSS (reserved for future use)
H for HF
I for Inertial NAV
J for Data link
L for ILS
O for VOR
R for RNP type certification
T for TACAN
U for UHF
V for VHF
W for Reduced Vertical Separation Minimum (RVSM)
Z for other equipment
Note: G does NOT mean GPS. If an aircraft is fitted with an approved GPS receiver,
circle Z, and in Item 18(b) insert NAV/GPSRNAV.
Surveillance Equipment
Circle N for Nil
A for Transponder Mode A
C for Transponder Mode C
D for ADS equipped aircraft
Item 13 - Departure Aerodrome
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NOTE CONTENTS
Item 16 - Destination Aerodrome
Alternate Aerodrome
Enter Aerodrome abbreviation in four letters.
Requirements Use the four letter authorised abbreviation.
For aerodromes without an authorised abbreviation, enter ZZZZ. In
Item 18(a) write DEP/ (or as applicable “DEST/ ALTN/”) followed by
the latitude and longitude of the aerodrome or bearing and
distance from a location with an authorised abbreviation.
In item 18(a), enter the common name of the alternate location
after RMK/
Note:For bearing and distance, enter the designator of the location followed by three
figures in degrees magnetic followed by three figures in nautical miles,
eg BN270120 is a position 120NM, 270 degrees from Brisbane.
AFIL AFIL (Flight Notification Filed in the Air) can be used instead of the departure
aerodrome abbreviations when ATS services are only required for entry to, or
to cross controlled airspace. (Time of Departure become the estimate for the
point where the ATS service is to commence).
Time of Departure
Enter Estimated time of departure (ETD) in four figure UTC, or the
estimate for the point where the ATS service is to commence
(applicable for use with AFIL - as referred to above in the departure
aerodrome section).
Requirements Provide an ETD for every flight stage.
ETDs of more than 22 hours at the time of notification cannot be
accepted. A change of more than 30 minutes to a submitted ETD
should be advised to ATS.
Item 15 - Cruising Speed
Enter Enter TAS in knots or enter Mach number.
Requirements Circle N, then enter zero and three figures for knots; eg, 0180.
Circle M, then enter zero and two figures for mach number to the
nearest hundredth of a unit; eg, 082.
Level
Enter First planned cruising level.
“A” followed by three figures to indicate altitude in hundreds of
feet up to and including 10,000FT eg A085.
“F” followed by three figures to indicate flight levels above
10,000FT; eg. F350
Requirements Cruising levels must be entered in the required format.
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NOTE CONTENTS
Item 15- Route
Enter Details of the planned route, change of level, flight rules
and cruise climb.
Requirements for For an aerodrome, use the authorised abbreviation;
locations / waypoints eg YMBL for Marble Bar. For a navaid identifier, use
published two or three letter abbreviation; eg KSC for
Kingscote NDB.
For a latitude and longitude identification, use degrees and
minutes in an eleven character group; eg 2730S15327E.
For a waypoint use assigned designator; eg CANTY.
For bearing and distance, enter the designator of the
location followed by three figures in degrees magnetic
followed by three figures in nautical miles; eg BN270120 is
a position 120NM, 270 degrees from Brisbane.
Requirements for route For ATS route designator, enter published chart designator;
eg, B456, H62.
Route details must start with DCT (direct) to indicate the
flight is planned to track from the departure aerodrome
(YSCB for Canberra), to the first en route point, then from
the last en route point to the destination (YSSY for Sydney);
eg DCT CB SY DCT.
When planning to track direct from the departure
aerodrome to the destination aerodrome, ie without the
use of navigational aids, enter DCT only.
When operating outside a designated ATS route, enter DCT
followed by a significant point; eg DCT PH CKL BIU PH DCT
or DCT 1239S14325E 1300S14335E.
When operating in a designated ATS route, enter the name
of the location where the route is joined followed by the
route designator; eg on a flight departing Ceduna for
Griffith via the route designators J49 and B469 enter DCT
CD J149 WHA B469 in Item 15.
On survey work in a block or airspace, enter DCT followed
by significant points to the survey area, included the point
of commencement of survey, then the point of exit from
the survey area and the significant points to the
destination;
eg, DCT BN KCY GAY YGYM MC BN DCT.
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NOTE CONTENTS
When planning to conduct survey work, a map of the
survey area must be provided to ATS with the flight
notification.
When planning survey work, write in Item 18(b) the
expected delay (DLA) at the commencement of survey;
eg DLA/GAY 0130 indicates a delay at Gayndah for 90
minutes.
Note1: A designated route begins and ends at the navaid
except where the departure or destination is not serviced
by a navaid.
Note 2: Pilots should refer to ENR 3.1 para 2 “Route
Specifications” and ENR 1.1 para 17 “Navigation
Requirements” when planning a route.
Requirements for change Enter the significant point where the change will
of speed/level occur, followed by an oblique stroke, the cruise speed
and the level; eg, AY/N0130A080. Both cruise speed and
level must be entered even if only one has changed.
Requirements for change Enter details of a change to flight rules following the
of flight rules entry in Items 8 of Y or Z.
Enter the location where the change will occur followed
by a space and VFR or IFR; eg YBAF VFR.
Can accommodate change in level; eg ROM/N0180A090
IFR.
Requirements for cruise Enter the letter C followed by an oblique stroke,
climb/ block level the point at which the cruise climb or reservation is
reservation planned to start, an oblique stroke, the speed to be
maintained during the cruise climb or reservation, AND
the two levels defining the layer to be occupied during
the cruise climb or block reservation, OR one level and
the word PLUS; eg C/FERET/N0380F370F390,
orC/FERET/N0380F370PLUS
Total EET
Enter Total estimated elapsed time of the flight as four figures
in hours and minutes; eg 0340 and include any aerial
work delay noted as DLA in Item 18(a).
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Item 18 (a)
Enter Other information relevant to a stage of the flight and information
about navaid training, block surveys and other plain language
remarks of significance.
EET Use EET/ to indicate EETs for flights along designated ATS routes at
compulsory reporting points and for flights outside designated ATS
routes at points approximately 30 minutes flying time or 200NM
apart. Enter EET/ followed by the designator, the elapsed time in
hours and minutes from the departure point to the significant
point, including any DLA time associated with airwork from the
last route segment, a space, and other point/time groups with a
space in between each one ie; eg EET/BN0035 MLY0100
GAY0204 indicated an elapsed time to Brisbane of 35 minutes,
Maleny 60 minutes and Gayndah 124 minutes.
DEP DEP/ when ZZZZ has been entered in Item 13 followed by latitude
and longitude or bearing and distance from a location with an
authorised abbreviation; eg DEP/BN090120
DEST DEST/ when ZZZZ has been entered in Item 13 followed by latitude
and longitude or bearing and distance from a location with an
authorised abbreviation eg, DEST/2730S1527E
ALTN ALTN/ when ZZZZ has been entered in item 13 followed by
lattitude and longitude or bearing and distance from a location
with an approved abbreviation; eg ALTN/2700S15320E.
DLA DLA/ When aerial work will be conducted at a location followed
by the point where the aircraft will be operating, a space, the
estimated time in hours and minutes as a four figure group eg;
DLA/MDG 0030 RMK/MDG NDB indicated that the aircraft will be
delayed at Mudgee for 30 minutes training on the NDB.
RMK/FLT Insert if flight numbers are used either in RTF phraseologies or for
traffic sequencing, and are not entered in Item 7.
RMK/FORM Insert details of the aircraft taking part in a formation flight if more
than one aircraft type is included in the formation. The number,
type and wake turbulence category of the second and subsequent
types of aircraft are entered, separated by a plus sign; eg,
RMK/FORM 2PC9+4F18 M OPS in R577
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Item 18 (b)
Enter Other information relevant to ALL stages of the flight.
OPR OPR/ when name of operator is required.
TYP TYP/ when an approved aircraft type designator has not been
assigned and ZZZZ has been entered in Item 9; eg TYP/ Echo Mk1.
REG REG/VH enter full aircraft registration; eg REG/VHZFR
PER PER/ to indicate aircraft performance as described in AIP ENR 1.5
para 1.2; eg PER/B. IFR aircraft arriving at a controlled aerodrome
must insert their performance category.
STS STS/ for special aircraft handling; eg STS/MED 1, STS/MED 2.
COM COM/ when changes to communication equipment and ZZZZ has
already been entered in Item 10; eg. COM/HF3452.
NAV NAV/ when changes to navigation equipment and ZZZZ has
already been entered in Item 10; eg NAV/GPSRNAV.
DAT Datalink capability as follows:
DAT/S Satellite
DAT/H HF
DAT/V VHF
DAT/M SSR Mode S
CODE CODE/ (reserved for future use).
STS/SARTIME
Requirements Date/time as a six figure group.
Only one SARTIME to be entered as per flight notification; eg
080430.
If more than one SARTIME is desired, then TBA can be entered as
remark in Item 18(a) of each stage.
“For Arrival At” (or departure) aerodrome for cancellation of
SARTIME enter location as:
authorised aerodrome abbreviation, or
navaid identifier, or
latitude/longitude
ZZZZ cannot be accepted.
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Item 19 - Supplementary Information
Enter Additional information relevant to the flight for search and rescue
purposes (optional).
Requirements Fuel endurance to be entered for each stage of flight in hours and
minutes after E/; eg 0430 hours.
Under “dinghies”, enter number of dinghies carried, the total
capacity of ALL dinghies and colour. Persons on board to be
entered as the total number carried for each flight. Enter TBA if
the number is to be advised after time of filing flight notification.
Survival equipment to be circled as follows:
• P - First Aid
• D - Emergency Rations
• M - Water
• J - Jackets
“Remarks” is provided for any additional survival equipment
carried.
Pilot in command should include telephone, mobile and fax
number, and company name.
CAO 20.11 BRIEFING OF PASSENGERS
The operator of an aircraft shall ensure that all passengers are orally briefed before
each take-off on:
• smoking, including the prohibition of smoking in toilets;
• the use and adjustment of seat belts;
• the location of emergency exits;
• the use of oxygen where applicable;
• stowage of hand luggage; and
• the presence on board of special survival equipment where applicable.
A typical passenger briefing on a private flight could go something like this
“The law requires that you refrain from smoking on the tarmac and in the terminal
as well as during take-off, landing, and refuelling.
Your seatbelts are similar to your car’s and I would ask you to keep them fastened
comfortably during take-off, landing and any other time I feel it is necessary for
your safety.
The exits operate like this… and will only be opened on the ground.
Please stow your hand luggage under the seat or I can secure it in the baggage
compartment.
If you feel uncomfortable in any way, please let me know and I’ll do everything I can
to improve the situation.”
Passenger briefings such as this can instill confidence in your passengers and start the
flight off well.
The operator of an aircraft shall ensure that a handicapped person, and the person
assisting the handicapped person, if any, is given individual briefing appropriate to the
needs of that person in the procedures to be followed in the event of emergency
evacuation of the aircraft. The briefing should include which emergency exit to use and
when to move to the exit. The person giving the briefing should also enquire as to the
most appropriate manner of assisting the handicapped person so as to prevent pain or
injury to that person.
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CAO 20.2 AIR SERVICE OPERATIONS - SAFETY PRECAUTIONS
BEFORE FLIGHT
REMOVAL OF LOCKING AND SAFETY DEVICES
Prior to take-off, the pilot in command of an aircraft shall ensure that all control
surface locks, undercarriage pins and locks, and any other devices used for restricting
movement or preventing operation of any part of an aircraft or its equipment when
not in flight or taxi-ing are removed.
Where external control surface locks, undercarriage pins and locks, or other external
locking or restricting devices have been fitted, they shall, except where otherwise
approved by CASA, be removed prior to commencement of taxi-ing for the purpose of
taking off. They shall be removed only by the pilot in command or the co-pilot, or by
a person instructed in this function and authorised to perform it by the owner, hirer,
operator or pilot in command.
Where external control surface locks, undercarriage pins and locks, or other external
locking or restricting devices are removed by a person other than the pilot in command
or co-pilot:
• Removal shall only be effected as directed by the pilot in command.
• The locks, pins and other external devices shall be exhibited to the pilot in command
from a position which will enable him to readily determine that all pins, locks and
devices are being displayed.
• During the hours of darkness the owner, hirer, operator or pilot in command shall
ensure that adequate lighting is provided to enable the pilot in command to see the
articles displayed.
• When the pilot in command is satisfied that all locking devices have been removed
and displayed he or she shall give an agreed form of acknowledgement to the
person effecting removal.
When an aircraft has been parked, taxied or towed in winds exceeding 35 knots and
the control systems and surfaces have not been effectively restrained either by a
person in the cockpit or by approved control surface gust locks, the pilot in command
or an appropriately licensed maintenance engineer shall, before flight, inspect the
control systems and control surface attachments for damage.
Where external control surface locks or restricting devices have been removed as
prescribed by paragraphs 2.2 and 2.3 of this section, or where an aircraft is to be
flown for the first time following maintenance work involving the aircraft’s control
surfaces or control surface systems, the pilot in command shall, immediately before
taxi-ing for the purpose of taking off, test the flight controls to the full limit of their
travel and make such other tests as are necessary to ensure that those controls are
functioning correctly.
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Note: Civil Aviation Regulation 244 (1)(a) requires that immediately before taking-off
on any flight, the pilot in command of an aircraft shall test the flight controls on
the ground to the full limit of their travel and make such other tests as are
necessary to ensure that those controls are functioning correctly.
SECURITY OF DOORS AND HATCHES (CAO 20.2)
Immediately before taxi-ing for the purpose of taking off on any flight, the pilot in
command shall ensure that all doors, escape hatches and loading hatches are properly
secured.
PRECAUTIONS BEFORE SOLO FLIGHT IN AIRCRAFT FITTED WITH DUAL
CONTROLS (CAO 20.2)
The pilot in command of an aircraft fitted with dual controls, which is to be flown solo,
shall ensure that safety harness and any other articles or equipment which may foul
the controls are safely secured; if the second control column is readily detachable, it
shall be removed.
FUEL SYSTEM INSPECTION (CAO 20.2)
The operator and pilot in command shall ensure that the following inspections and
tests for the presence of water in the fuel system of the aircraft are made:
• either:
A. if
- the aircraft manufacturer’s data specifies the manner in which
inspections and tests for the presence of water in the aircraft’s
fuel system are to be made; and
- the data has been approved under regulation 42M as part of the
aircraft’s system of maintenance;
an inspection and test in accordance with the approved data; or
B. in any other case—before the start of each day’s flying, and after each
refuelling, with the aircraft standing on a reasonably level surface, drain a
small quantity of fuel from each fuel tank into a clear transparent
container and check by an approved method for the presence of water.
• On such aircraft types which may be specified by CASA, extend the foregoing
inspection to fuel system filters and collector boxes. It is recommended that all
aircraft fuel system filters and collector boxes be checked for water contamination at
frequent intervals.
Note: It is important that checks for water contamination of fuel drainage samples
be positive in nature and do not rely solely on sensory perceptions of colour
and smell, both of which can be highly deceptive.
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The following methods are acceptable:
1. Place a small quantity of fuel into the container before taking samples from tank or
filter drain points. The presence of water will then be revealed by a visible surface
of demarcation between the two fluids in the container.
2. Check the drainage samples by chemical means such as water detecting paper or
paste, where a change in colour of the detecting medium will give clear indication
of the presence of water.
3. In the case of turbine fuel samples, tests should also include inspection for
persistent cloudiness or other evidence of the presence of suspended water
droplets, which will not necessarily be detected by methods mentioned in notes 1
and 2. Should any doubt exist of the suitability of the fuel, the checks specified in
the aircraft Operators Maintenance Manual should be followed. It is advisable to
allow turbine fuel a reasonable period of stagnation before drawing test samples
from fuel drain points; this allows settling of suspended water which is a slower
process in turbine fuel than in aviation gasoline.
The paragraph above does not apply to helicopters that are being hot refuelled in
accordance with section 20.10.
If, at any time, a significant quantity of water is found to be present in an aircraft fuel
system, the operator and pilot in command shall ensure that all traces of it are
removed from the fuel system, including the fuel filters, before further flight.
Note: In eliminating water from an aircraft fuel system, it is important that
consideration be given to the possibility of water lying in portions of the tanks
or fuel lines where, because of the design of the system or the existing
attitude of the aircraft, it is not immediately accessible to a drain point.
The operator and pilot in command shall ensure that, before the commencement
of each day’s flying, all external fuel tank vents are inspected for freedom from
obstruction.
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Daily Inspection
An inspection (in this Part called a daily inspection) must be carried out on the aircraft
before the aircraft’s first flight on each day on which the aircraft is flown.
A daily inspection must consist of the making of such of the checks set out in the
table at the end of this Part as are applicable to the aircraft.
TABLE OF CHECKS INCLUDED IN A DAILY INSPECTION
(1) Check that the ignition switches are off, the mixture control is lean or cut
off, the throttle is closed and the fuel selector is on.
(2) Check that the propeller blades are free from cracks, bends and detrimental
nicks, that the propeller spinner is secure and free from cracks, that there is
no evidence of oil or grease leakage from the propeller hub or actuating
cylinder and that the propeller hub, where visible, has no evidence of any
defect which would prevent safe operation.
(3) Check that the induction system and all cooling air inlets are free from
obstruction.
(4) Check that the engine, where visible, has no fuel or oil leaks and that the
exhaust system is secure and free from cracks.
(5) Check that the oil quantity is within the limits specified by the manufacturer
for safe operation and that the oil filler cap, dipstick and inspection panels
are secure.
(6) Check that the engine cowlings and cowl flaps are secure.
(7) Check that the landing gear tyres are free from cuts or other damage, have
no plies exposed and, by visual inspection, are adequately inflated.
(8) Check that the landing gear oleo extensions are within normal static limits
and that the landing gear doors are secure.
(9) Check that the wing and fuselage surfaces are free from damage and that
the inspection panels, flight control surfaces and flight control devices are
secure.
(10) Check that the interplane and centre section struts are free from damage
and that the bracing wires are of the correct tension.
(11) Check that the pitot heads and static ports are free from obstruction and
that the pitot cover is removed or is free to operate.
(12) Check that the fuel tank filler caps, chains, vents and associated access
panels are secure and free from damage.
(13) Check that the empennage surfaces are free from damage and that the
control surfaces control cables and control rods, where visible, are secure.
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(14) Check that the canard surfaces are free from damage and that the control
surfaces, control cables and control rods, where visible, are secure.
(15) Check that the flight controls, the trim systems and the high lift devices
operable from the ground has full and free movement in the correct sense.
(16) Check that the radios and antennae are secure and that where visible, radio
units and interwiring are secure.
(17) Check that the drain holes are free from obstruction.
(18) Check that there is no snow, frost or ice on the wings, tail surfaces, canards,
propeller or windscreen.
(19) Check that each tank sump and fuel filter is free from water and foreign
matter by draining a suitable quantity of fuel into a clean transparent
container.
(20) Check that the windscreen is clean and free from damage.
(21) Check that the instruments are free from damage, legible and secure.
(22) Check that the seat belts, buckles and inertia reels are free from damage,
secure and functioning correctly.
ADDITIONAL ITEMS FOR AGRICULTURAL AEROPLANES
(1) Check that the agricultural equipment is secure.
(2) Check that the dump and fan brake mechanisms are free from obstructions
and operate correctly.
ADDITIONAL ITEMS FOR SEAPLANES
(1) Check that the hull and floats are free from damage, corrosion and water
accumulation.
(2) Check that the float attachment struts, bracing wires and attachment
fittings are secure and free from damage and corrosion.
(3) Check that the water rudder and its attachments are secure and free from
damage and corrosion and that the water rudder has full, free and correct
travel.
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FLIGHTS OVER WATER
FLIGHTS OVER WATER (CAR 258)
An aircraft shall not fly over water at a distance from land greater than the distance
from which the aircraft could reach land if the engine, or, in the case of a multiengined aircraft, the critical engine (being the engine the non-operation of which
when the other engines are in operation gives the highest minimum speed at which
the aircraft can be controlled) were inoperative, except:
• in accordance with directions issued by CASA; or
• in the course of departing from or landing at an aerodrome in accordance with a
normal navigational procedure for departing from or landing at that aerodrome.
FLIGHTS OVER THE WATER (AIP ENR 1.1-89)
Aircraft engaged in PVT, AWK or CHTR operations, and which are normally prohibited
by CAR 258 from over-water flights because of their inability to reach land in the event
of engine failure, may fly over water subject to compliance with the conditions in this
section. These conditions are additional to the requirements for flight over land.
There is no limitation for PVT, AWK or freight-only CHTR operations.
Each occupant of the aircraft must wear a life jacket during the flight over water unless
exempted from doing so under the terms of CAO 20.11.
A meteorological forecast must be obtained.
VFR flights are required to submit a SARTIME flight notification to ATS or leave a Flight
Note with a responsible person.
SAR ALERTING
• VFR flights may choose to operate on reporting schedules for the over-water stages
of a flight. Schedules may be arranged before commencing the over-water stage and
terminate on completion of the crossing.
• VFR aircraft not equipped with radio which will enable continuous communication,
or not radio equipped, must carry a survival beacon as prescribed in CAO 20.11,
for the over-water stages of the flight
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FLOTATION EQUIPMENT FOR OVERWATER FLIGHTS (CAO 20.11)
LIFE JACKETS
Aircraft shall be equipped with one life jacket that complies with the standards
specified in CAO 103.13 for each occupant when the aircraft is over water and at
a distance from land:
• in the case of a single engine aircraft – greater than that which would allow the
aircraft to reach land with the engine inoperative; and
• in the case of multi-engine aircraft – greater than 50 miles.
Note 1: For the purposes of this paragraph ‘land’ shall mean land suitable for an
emergency landing.
Note 2: Except as specified in 5.1.2 below, the provisions of this paragraph need not
apply to land aircraft departing from or landing at an aerodrome in accordance
with a normal navigational procedure for departing from or landing at that
aerodrome.
Where required by 5.1.1 or 5.1.2, a life jacket or individual flotation device shall be
stowed at or immediately adjacent to each seat. In addition, sufficient additional life
jackets or individual flotation devices shall be carried in easily accessible positions for
use by infants or children for whom a life jacket or individual flotation device is not
available at or adjacent to their seated position.
Life jackets shall be so stowed in the aircraft that one life jacket is readily accessible to
each occupant and, in the case of passengers, within easy reach of their seats.
Where life jackets are required to be carried in accordance with sub-paragraph 5.1.1(a)
each occupant shall wear a life jacket during flight over water. However, occupants of
aeroplanes need not wear life jackets during flight above 2000 feet above the water.
Where life jackets are required to be carried in accordance with paragraph 5.1.4 each
occupant of a single engine aircraft shall wear a life jacket during flight over water
when the aircraft is operated beyond gliding distance from land or water, as
appropriate, suitable for an emergency landing. However, occupants need not wear
life jackets when the aircraft is taking-off or landing at an aerodrome in accordance
with a normal navigational procedure for departing from or arriving at that aerodrome,
and occupants of aeroplanes need not wear life jackets during flight above 2000 feet
above the water.
LIFE RAFTS (CAO 20.11)
An aircraft that is flown over water at a distance from land greater than the permitted
distance, (a distance equal to 30 minutes at normal cruising speed, or 100 miles,
whichever is the less) must carry, as part of its emergency and lifesaving equipment,
sufficient life rafts to provide a place in a life raft for each person on board the aircraft.
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Life rafts shall be in addition to the life jackets that are required for the flight.
Life rafts carried in accordance with this section shall be stowed so as to be readily
accessible in the event of a ditching without appreciable time for preparatory
procedures. When life rafts are stowed in compartments or containers, such
compartments or containers shall be appropriately and conspicuously marked.
Life rafts shall comply with the standards specified in CAO 103.15.
CAO 20.11 SIGNALLING EQUIPMENT
Aircraft or flights where the carriage of life rafts is required by CAO 20.11, or on such
other overwater flights as the Authority specifies, shall carry approved types of the
following signalling equipment:
• one survival radio beacon when one life raft is carried and at least two beacons
when more than one raft is carried. The beacons shall operate on frequencies of
121.5 MHz and 243 MHz, shall meet the standards specified in CAO 103.40 and
shall be stowed so as to facilitate their ready use in an emergency; and
• a supply of pyrotechnic distress signals.
Single engine aircraft on flights over water, which are not equipped with radio
communication equipment or are not capable of continuous air – ground
communication and which are not required to carry a life raft, shall be required
to carry a survival radio beacon. The beacon shall operate on frequencies of 121.5
MHz and 243 MHz, shall meet the standards specified in CAO 103.40 and shall be
stowed so as to facilitate its ready use in an emergency.
CAO 20.11 SURVIVAL EQUIPMENT
An aircraft shall carry survival equipment for sustaining life appropriate to the area
being overflown on the following flights:
• where the carriage of life rafts are required; and
• during operations within or through the remote areas specified by the remote area
maps; and
• on such other flights as may be directed by the Authority.
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NOTE 1 - Flight through corridors shall be made within sight of the highway
concerned but in no case more than five miles therefrom.
NOTE 2 - Australian administered islands adjacent to the remote Area between
Talgarno and Cairns are part of the Designated Remote Area.
NOTE 3 - Mainland within 50NM of Darwin excluded from Designated Remote
Area.
CAIRNS
TOWNSVILLE
BRISBANE
SYDNEY
BOURKE
MELBOURNE
ADELAIDE
PERTH
MT ISA
ALICE SPRINGS
TENANT CREEK
KATHERINE
DALY WATERS
DARWIN
LEIGH CREEK
KALGOORLIE
WILUNA
LAVERTON
TALGARNO
DESIGNATED REMOTE AREAS
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MAPS
BENALLA
JAMIESON
ALBURY
MT FRANKLIN
CANBERRA
THARWA
BERRIDALE
DELEGATE
MT BAW BAW
LAUNCESTON
DEVONPORT
BLACK
BLUFF
MELBOURNE
KHANCOBAN
DESIGNATED REMOTE AREA
15NM
15NM
CAPE BRUNY
HOBART
WEST POINT
DESIGNATED REMOTE AREA
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MAPS
REMOTE AREAS (CAO 20.11)
Aircraft operating within or through the remote areas designated in the above maps
shall carry an approved type of one of the following signalling equipment:
• HF radio communication such that continuous communication can be maintained
throughout all phases of flight;
• A survival radio beacon stowed so as to facilitate its ready use in an emergency and
having its stowage position appropriately placarded. The beacon shall operate on a
frequency of 121.5 MHz and meet the standards in CAO part 103 section 103.40 or
section 103.41;
• a crash locator beacon which meets the standards set out in CAO 103.42;
• an emergency locator transmitter identified as complying with the requirements of
FAA TSO-C91 for Automatic Fixed (ELT(AF)) or Automatic Deployable (ELT(AD)) type
equipment and meeting additional requirements specified in CAO section 103.43.
AIRCRAFT SPEEDS
Unless for safety reasons, civil aircraft must not be operated at indicated airspeeds
greater than the following:
Airspace Classification Flight Rules Speed
Class C IFR N/A
VFR 250KT IAS below 10,000FT AMSL
Class D IFR & VFR 250KT IAS
Class E IFR & VFR 250KT IAS below 10,000FT AMSL
GAAP CTR IFR & VFR 250KT IAS
Class G IFR & VFR 250KT IAS below 10,000FT AMSL
Speed limitations shown for VFR flights in class C and for IFR and VFR flights in classes
D, E and G airspace are not applicable to military aircraft.
NAVIGATION AIDS
An Asterix next to a NAVAID indicates that it is subject to an operating limitation such
as reduced range, bearing fluctuations, terrain shielding, etc. Details of the limitation
will be listed in ERSA FAC.
An asterix will not be shown to indicate that an aid is pilot monitored.
REGULATION OF FLIGHT - ASSESSMENT OF PRIORITIES
ATC will regulate operations to minimise the possibility of conflict and, provided that
safety is in no way jeopardised, will apply priorities as outlined in AIP ENR 1.4 - 13
EMERGENCY LOCATOR TRANSMITTERS (CAR 252A)
1. On and after 31 July 1997, an Australian aircraft (except an exempt aircraft) must
not begin a flight unless:
A. it is fitted with an approved ELT:
and
- that is in working order; and
- whose switch is set to the position marked “armed”, if that
switch has a position so marked: or
B. it carries, in a place readily accessible to the operating crew, an approved
portable ELT that is in working order.
2. The above subregulation (1) does not apply in relation to a flight by an Australian
aircraft if:
A. the flight is to take place wholly within a radius of 50 miles from the
aerodrome reference point of the aerodrome from which the flight is to
begin; or
B. the flight is, or is incidental to, an agricultural operation; or
C. CASA has given permission for the flight under subregulation 134 (1); or
D. the aircraft is new and the flight is for a purpose associated with its
manufacture, preparation or delivery; or
E. the flight is for the purpose of moving the aircraft to a place to have an
approved ELT fitted to the aircraft, or to have an approved ELT that is
fitted to it repaired or overhauled.
3. Subregulation (1) does not apply in relation to a flight by an Australian aircraft if,
when the flight takes place:
A. an approved ELT fitted to the aircraft, or an approved portable ELT usually
carried in the aircraft, has been temporarily removed for inspection, repair,
modification or replacement; and
B. an entry has been made in the aircraft’s log book, or approved alternative
maintenance record, stating:
- the ELT’s make, model and serial number; and
- the date on which it was removed; and
- the reason for removing it; and
C. a placard stating “ELT not installed or carried” has been placed in the
aircraft in a position where it can be seen by the aircraft’s pilot; and
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D. not more than 90 days have passed since the ELT was removed.
4. For the purposes of this regulation, and subject to subregulation (6), an ELT is taken
to be an approved ELT in relation to an aircraft if, and only if it is automatically
activated on impact and meets any of the following requirements:
A. it is of a type that is authorised by the FAA in accordance with TSO C91a
or TSO C126; or
B. CASA is satisfied that it meets the requirements of TSO C91a or TSO
C126;
C. it was fitted to the aircraft before 5 December 1996 and meets either of
the following requirements:
- it is of a type that is authorised by the FAA in accordance with
TSO C91;
- CASA is satisfied that it meets the requirements of TSO C91.
5. For the purposes of this regulation, and subject to subregulation (6), an ELT
(whether or not automatically activated on impact) is taken to be an approved
portable ELT if, and only if:
A. it is a portable emergency position indicating radio beacon of a type that
meets the requirements of MS 241, MS 309, AS/NZS 4330:1995 or
AS/NZS 4280:1995; or
B. it is a portable ELT of a type that meets the requirements of TSO C91,
TSO C91a or TSO C126.
6. For the purposes of this regulation, an ELT is not taken to be an approved ELT or an
approved portable ELT if it is fitted with a lithium-sulphur dioxide battery that does
not meet the requirements of TSO C97.
Single seat aircraft means an aircraft that is equipped to carry only one person.
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