VFR Flight Guide PREFLIGHT

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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.

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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 106 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 TIME SECTION 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. 107 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 GRAPHS SECTION 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. 108 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 DAYLIGHT AND DARKNESS

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09/2001 2 FUEL PLANNING SECTION 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” 105 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 TIME SECTION 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,

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SERIOUS ICING - any power MODERATE ICING - cruise power; SERIOUS ICING - descent power SERIOUS ICING - descent power LIGHT ICING - cruise or descent power 101 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 ICING SECTION FUEL REQUIREMENTS (CAR 234) • The pilot in command of an aircraft must not commence a flight within Australian territory, or to or from Australian territory, unless he or she has taken reasonable steps to ensure that the aircraft carries sufficient fuel and oil to enable the proposed flight to be undertaken in safety. • An operator of an aircraft must take reasonable steps to ensure that an aircraft does not commence a flight as part of the operator’s operations unless the aircraft is carrying sufficient fuel and oil to enable the proposed flight to be undertaken in safety. • For the purposes of these Regulations, in determining whether fuel and oil carried on an aircraft in respect of a particular flight was sufficient within the meaning of subregulations (1) and (2), a court must, in addition to any other matters, take into account the following matters: A. the distance to be travelled by the aircraft on the flight to reach the proposed destination; B. the meteorological conditions in which the aircraft is, or may be required, to fly; C. the possibility of: I. a forced diversion to an alternative aerodrome; and II. a delay pending landing clearance; and III. air traffic control re-routing the flight after commencement of the flight; and IV. a loss of pressurisation in the aircraft; and V. where the aircraft is a multi-engined aircraft—an engine failure; D. any guidelines issued from time to time by CASA for the purposes of this regulation. GENERAL Guidance concerning fuel to be carried is contained in Civil Aviation Advisory Publication (CAAP) 234-1, available from Airservices publications Centre, PO Box 1986, Carlton South, Victoria, 3053. 102 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 FUEL REQUIREMENTS SECTION FUEL PLANNING PREFLIGHT PLANNING • Determine total fuel capacity and useable fuel (refer Aircraft Flight Manual) • Determine fuel consumption rates (refer Pilot’s Operating Handbook) • Familiarise yourself with the aircraft’s fuel systems • Check fuel availability enroute (note suppliers and operating hours) • Plan to arrive with all fuel reserves intact - never plan to use fixed or variable reserve fuel • Weight versus fuel. Keep in mind that you may not be able to carry full tanks • Check weather to determine holding and/or alternate fuel requirements PREFLIGHT INSPECTION • Try to refuel on level ground to avoid inaccurate fuel measurements and unwanted fuel transfer. • Dip each tank to check the amount of fuel. If a tank cannot be dipped, fill at least one tank (weight permitting) so there is a known fuel quantity. • Cross-check fuel amounts by at least two separate methods. Use the lowest figure if they vary by more than 3% (mandatory for aircraft with MTOW in excess of 5700kg) • Ensure drains and vents are working properly • If using Avgas, rock the aircraft to move trapped water over the drain point before carrying out a fuel drain (refer aircraft manufacturer’s recommendations) • Check for contaminants, particularly water; and correct fuel type • Ensure the fuel filler cap is secure and sealed IN FLIGHT • At regular intervals (at least 30 minutes and at turning points) compare fuel remaining from gauges with planned figures and monitor tank selection. Caution: Gauge readings as per aircraft’s fuel calibration card • Use planned power settings and correct mixture leaning technique (at all altitudes) POST FLIGHT • Compare usage figures with planned figures when next refuelling FUEL RESERVE RECOMMENDATION PISTON Private VFR not mandatory 45 minutes Charter VFR 15% 45 minutes TURBINE PVT & AWK VFR NIL 30 minutes CHTR VFR 10% 30 minutes TYPE CATEGORY VARIABLE RESERVE FLIGHT FIXED RESERVE 103 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 FUEL PLANNING SECTION 104 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION

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Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 DECLARED DENSITY CHART SECTION CAR 238 ICING CONDITIONS An aircraft shall not take-off for the purpose of making a flight during which the aircraft may fly into known or expected icing conditions unless the aircraft is adequately equipped with de-icing or anti-icing equipment of such type and in such quantities as CASA directs. TO USE THE CHART • obtain the wet and dry bulb temperatures • enter the chart with the wet and dry bulb temperatures • refer to the shading legend (above) appropriate to the intersection of the temperature lines • from the intersection of the temperature lines, obtain the relative humidity on the curved scale, and the humidity ratio from the above scale. EXAMPLE SHOWN ON THE CHART • wet bulb temperature 14°C • dry bulb temperature 18°C • from the intersection of the temperature lines the shading gives: MODERATE ICING: cruise power; SERIOUS ICING: descent power • relative humidity 65 per cent • humidity ratio 8.5gm water per kg air WET BULB TEMPERATURE C o HUMIDITY RATIO o DRY BULB TEMPERATURE C gm water kg air SATURATED AIR (WET BULB = DRY BULB) RELATIVE HUMIDITY CLOUD, FOG & MIST ABOVE THIS LINE 0 5 10 15 20 25 30 35 40

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Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 DECLARED DENSITY CHART SECTION INSTRUCTIONS FOR USE 1. Locate the position of the aerodrome by means of Latitude and Longitude. 2. To obtain the Seasonal Declared density Altitude, add the height above sea level of the aerodrome to the value read from this chart.

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maximum landing weight or, if a lesser weight determined in accordance with a direction under subregulation (2) is applicable to the landing, that lesser weight. 7. An aircraft shall not take off, or attempt to take off, unless any directions with respect to the loading of the aircraft given under this regulation have been complied with. 8. The pilot in command must ensure that the load of an aircraft throughout a flight shall be so distributed that the centre of gravity of the aircraft falls within the limitations specified in its certificate of airworthiness or its flight manual. NOTE: CAAP 235 reiterates the safety precautions that should be used to ensure compliance with this regulation. It includes directions on how to determine runway clearance factors. NATIONAL LOCAL CALL NUMBER 131 757 97 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 TAKE-OFF AND LANDING OF AIRCRAFT SECTION INSTRUCTIONS FOR USE 1. Locate the position of the aerodrome by means of Latitude and Longitude. 2. To obtain the Seasonal Declared density Altitude, add the height above sea level of the aerodrome to the value read from this chart. 115 110 115 120 125 130 135 140 145 150 155 120 125 130 135 140 145 150 10 15 20 25 30 40 45 0 5 0

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Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 TAKE-OFF AND LANDING OF AIRCRAFT SECTION 3. A manner of determining a maximum weight referred to in subregulation (2) shall be such as to take into account such of the following considerations as CASA considers appropriate: • the type of aircraft; • the kind of operations to be carried out during the flight; • the performance of the aircraft in configurations in which it is likely to be flown and with faults that are likely to occur; • the meteorological conditions at the aerodrome at which the aircraft is to take off or land; • the altitude of the aerodrome at which that aircraft is to take off or land; • the aerodrome dimensions in the direction in which the aircraft is to take off or land; • the material of which the surface of the aerodrome in the direction in which the aircraft is to take off or land is constituted and the condition and slope of that surface; • the presence of obstacles in the vicinity of the flight path along which the aircraft is to take off, approach or land; • the anticipated meteorological conditions over the intended route to be flown by the aircraft after take-off and over planned divergencies from that route; and • the altitude of the terrain along and on either side of the intended route to be flown by the aircraft after take-off and of planned divergencies from that route. 4. An aircraft shall not take off, or attempt to take off, if its gross weight exceeds its maximum take-off weight or, if a lesser weight determined in accordance with a direction under subregulation (2) is applicable to the take-off, that lesser weight. 5. An aircraft shall not take off, or attempt to take off, if its gross weight exceeds, by more than the weight of fuel that would normally be used in flying to its next landing place or planned alternative aerodrome, its maximum landing weight or, if a lesser weight determined in accordance with a direction under subregulation (2) is applicable to the landing at that place or aerodrome, that lesser weight. 96 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 TAKE-OFF AND LANDING OF AIRCRAFT SECTION 6. Except in an emergency, an aircraft shall not land if its gross weight exceeds its

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(2) in the case of a seaplane with a single seat-579KG; and (3) in the case of a seaplane with two seats 614KG and B. gliders; and C. balloons 5. Additionally, approved hand-held radios may be used by pilots of these aircraft when operating OCTA. Pilots are responsible for ensuring that the equipment is able to be operated without adversely affecting the safety of the aircraft. The location of the antenna must be such that airframe shielding does not prevent two-way communication with all aircraft operating within the MBZ/CTAF. Where the radio is not connected to the aircraft primary power supply, there must be ready access to back-up power. 94 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 RESPONSIBILITIES OF PILOT SECTION 6. Planning Chart Australia (AUS PCA) shows the areas in which an aircraft, flying at the altitudes indicated, could be expected to maintain continuous VHF communications with ATS when. 7. RPT, CHTR and AWK aircraft are exempt from the requirements to carry HF radio communication with ATS when: A. VHF radio contact can be maintained with an appropriately trained company representative able to communicate by telephone with ATS, and B. the requirements of ENR 1.1 para 53.1 are satisfied. 8. Private aircraft without radio may be admitted to the CTRs for maintenance subject to the approval of the appropriate ATC unit. Pilots must comply with any conditions contained in the approval TAKE-OFF AND LANDING OF AIRCRAFT ETC. (CAR 235) 1. CASA may, for the purposes of these Regulations, give directions setting out the method of estimating, with respect to an aircraft at anytime: • the weight of the aircraft, together with the weight of all persons and goods (including fuel) on board the aircraft, at that time; and • the centre of gravity of the aircraft at that time. 2. CASA may, for the purpose of ensuring the safety of air navigation, give directions setting out the manner of determining, with respect to a proposed flight of an aircraft: • a maximum weight, being a weight less than the maximum take-off weight of the aircraft; or • a maximum weight, being a weight less than the maximum landing weight of the aircraft; that the gross weight of the aircraft at take-off or landing, as the case may be, is not to exceed. • A person must not contravene a direction under sub-regulation (1) or (2). 95

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93 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING PREPARATION 09/2001 2 RESPONSIBILITIES OF PILOT SECTION CLASS AIRSPACE COM REMARKS RQMNTS NVFR CTA AND OCTA VHF See para 1 VFR CTA VHF See para 1 VFR OCTA-A050 VHF Except GLIDERS at and and above below FL200 See para 1 VFR OCTA-MBZ VHF See paras 1 & 4 VFR OCTA-below VHF in reduced VMC. A030 or 1000FT AGL see paras 7 & 4 VFR/IFR CTA and OCTA HF If no ELB/ELT carried Remote Area Gliders OCTA VHF Operations at aerodromes serviced by RPT. See para 1.4 1. VHF communications systems must be capable of communucation on all VHF frequencies required to meet the reporting and broadcast requirements of ENR 1.1 para 19.1 2. The communications systems must be fitted with frequencies appropriate to the area of operation as specified in the AIP ERSA. The frequencies appropriate fitted must be sufficient to enable continuous communication with ATS units for the planned duration of the flight or while operating within the specified area, taking into account the expected radio propagation conditions during the period of operation. 3. At least one item of the required radio equipment must be capable of maintaining continuous communication with ATS at all stages of the flight. The term “all stages of flight” includes ground operations at the aerodromes of depature and arrival, and cruising levels that could be required for any emergency and/or abnormal operation en route. 4. An Australian Communication Authority approved and licensed hand-held VHF radio may be used by pilots of: A. VFR PVT and AWK aeroplanes with a MTOW not exceeding: (1) in the case of an aeroplane other than a seaplane-544KG;