VFR Flight Guide PREFLIGHT

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This planning section of the VFR Flight Guide has been designed to bring together the necessary information from the various documents in one place to enable the pilot in command to safely plan a flight. Some of the information has been reproduced from other sections to enhance usability of the document. Where the information has been significantly restructured from the Regulation or Orders the appropriate reference has been given. PRE-FLIGHT INFORMATION (AIP GEN 3.3-4) The Preflight Briefing Service is primarily an automated service. Pilots are encouraged to obtain Preflight briefing, either via the self-help electronic systems or through the briefing offices. These services are listed in ERSA GEN. For pilots who require an elaborative briefing, contact numbers for ATS and Bureau of Meteorology (BoM) staff are available from the briefing offices. Pilots must obtain an appropriate Preflight briefing before departure from those places where suitable facilities exist. Where suitable facilities are not available, a briefing may be obtained from FLIGHTWATCH as soon as practicable after the flight commences. The information requested should be confined to data considered essential for the safe conduct of the flight to the first point of intended landing where additional information can be obtained. Note: Preflight briefing will not normally be provided on ATC communication channels. PLANNING OF FLIGHT BY PILOT IN COMMAND (CAR 239) • Before beginning a flight, the pilot in command shall study all available information appropriate to the intended operation, and, in the cases of flights away from the vicinity of an aerodrome and all I.F.R. flights, shall make a careful study of: A. current weather reports and forecasts for the route to be followed and at aerodromes to be used; B. the airways facilities available on the route to be followed and the condition of those facilities; C. the condition of aerodromes to be used and their suitability for the aircraft to be used; and D. the Air Traffic Control rules and procedures appertaining to the particular flight; and E. all Head Office and FIR NOTAM applicable to the en route phases of flight and location - specific NOTAM for aerodromes Note: Full details on the services provided by the briefing office(s) are available in ERSA GEN. the pilot shall plan the flight in relation to the information obtained. • When meteorological conditions at the aerodromes of intended landing are forecast to

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• 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 141 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 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. 142 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION • 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 143 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION 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 [refer note [refer note (10)] Dew data and recent (9)] Point weather (prefixed ‘RE’) INTER/TEMPO and (time 2) (time 3) Remarks which is any [refer note (11)] other significant comment not covered in the formal parts. Data from visionmeters and ceilometers when available are included here. 144 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION 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) 145 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION 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. 146 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION 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. 147 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL REPORTS SECTION 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. 148 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL ADVICES SECTION 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. 149 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL ADVICES SECTION 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 150 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL ADVICES SECTION 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 151 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 METEOROLOGICAL ADVICES SECTION 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. 152 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AIREP SECTION 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 153 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING ALTERNATE AERODROMES 09/2001 2 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. 154 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING ALTERNATE AERODROMES 09/2001 2 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. 155 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING ALTERNATE AERODROMES 09/2001 2 WEATHER CONDITIONS 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: 1 800 805 150 156 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING NOTICE TO AIRMEN 09/2001 2 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 C1525/99 157 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING NOTICE TO AIRMEN 09/2001 2 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 158 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING NOTICE TO AIRMEN 09/2001 2 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 . 159 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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: 160 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION GENERAL 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. 162 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION NOTE CONTENTS APPENDIX 1 163 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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 814 931 165 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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/ 166 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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 167 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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. 168 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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. 169 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION 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). 170 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION NOTE CONTENTS 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 171 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION NOTE CONTENTS 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. 172 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHT NOTIFICATION 09/2001 2 SECTION NOTE CONTENTS 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. 173 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING AIRCRAFT SAFETY 09/2001 2 VFR SECTION 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. 174 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING SAFETY PRECAUTIONS 09/2001 2 PRE-FLIGHT SECTION 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. 175 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING SAFETY PRECAUTIONS 09/2001 2 PRE-FLIGHT SECTION 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. 176 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING SAFETY PRECAUTIONS 09/2001 2 PRE-FLIGHT SECTION 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. 177 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING SAFETY PRECAUTIONS 09/2001 2 DAILY INSPECTION SECTION (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. 178 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING SAFETY PRECAUTIONS 09/2001 2 DAILY INSPECTION SECTION 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 179 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHTS OVER WATER 09/2001 2 PRE-FLIGHT SECTION 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. 180 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHTS OVER WATER 09/2001 2 SAFETY EQUIPMENT SECTION 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. 181 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING FLIGHTS OVER WATER 09/2001 2 SAFETY EQUIPMENT SECTION 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 182 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING DESIGNATED REMOTE AREAS 09/2001 2 SECTION 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 183 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING DESIGNATED REMOTE AREAS 09/2001 2 SECTION MAPS 184 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING DESIGNATED REMOTE AREAS 09/2001 2 SECTION 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 185 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING GENERAL 09/2001 2 SECTION ELT 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. 186 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING GENERAL 09/2001 2 SECTION ELT

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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. 139 12 11 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 10 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. 140 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 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

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ORIGINATION TIME The origination time of a TAF is expressed in a six figure group, followed by the abbreviation “Z” VALIDITY TIME(S) The time of an aerodrome weather report is expressed in a four figure group followed by the abbreviation “Z”. The period of validity of an aerodrome forecast is expressed as a four figure hour group. UTC to hour UTC. WIND INFORMATION Wind direction is given in three figures relating to True North. When the wind is calm, it is encoded as “00000KT”. Wind speeds from 1 to 9KT, inclusive, are given in two figures; eg. 5KT is given as 05KT. Variable wind direction is given as “VRB” and is used when the reporting of a mean wind direction is not possible, such as: • In light windy conditions (3KT or less), or • The wind is veering or backing by 180 o or more (eg, passage of a thunderstorm, or localised wind effect) Maximum wind speed is given only when it is 10KT or more greater than the mean wind speed and the mean wind speed is greater than or equal to 15KT. The term “MAX” is not included, the letter “G” followed by the maximum wind speed is used; eg 280° mean speed 20KT, maximum speed 35KT, is given as 28020G35KT. USE OF THE TERM "CAVOK" "CAVOK" is included in the report or forecast when the following conditions are observed, or forecast to occur simultaneously: • visibility 10KM or more • no cloud below 5,000FT or below the highest minimum sector altitude, whichever is the greater, and no cumulonimbus; and • no precipitation, thunderstorm, shallow fog, low drifting snow or dust devils. Whenever a total of BKN (ie more than 4/8) low or middle cloud cover is present at or above 5000FT, and CAVOK has been used, cloud amount and base are given. VISIBILITY In METAR/SPECI or TAF, the minimum visibility observed OR forecast is always given. In METAR/SPECI, if the minimum visibility covers more than half the aerodrome, or when visibility is fluctuating rapidly and significant directional variations cannot be given, the minimum visibility is the only visibility information reported. METAR/SPECI visibility will have a directional variation indicated when the minimum 137 5 6 7 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 4 3 visibility is less than 5,000M and the visibility in another direction, covering more than half the aerodrome, is at least 50% greater. Under these conditions, the minimum visibility will be given first, with the direction indicated by one of the eight points of the compass, followed by the higher visibility, without a compass point. 1000N 9999 WEATHER Weather is given using the codes listed on page134. One or more of the codes may be grouped eg TS or TSGR, SH or SHRA. There is an option to describe the intensity of the weather which is only used with the precipitation codes DZ, RA, SN, SH , or TS. In these cases, the weather group is prefixed by (-) for light, and (+) for heavy. Moderate intensity has no prefix. METAR/SPECI may provide an indication of weather in the vicinity. If this is included, one or more of the weather groups on page 134 may be used, preceded by the abbreviation “VC”. CLOUD Cloud height is always given as a three figure group in hundreds of feet, with the last two digits omitted; eg: cloud at 700 feet is shown as 007. Cloud information is reported from the lowest to the highest layer or mass in accordance with the following: • the lowest layer or mass, regardless of amount, as FEW, SCT, BKN or OVC as appropriate • the next layer or mass, covering more than 2/8, as SCT, BKN or OVC as appropriate • the next higher layer or mass, covering more than 4/8, as BKN or OVC as appropriate; and • cumulonimbus and/or towering cumulus clouds, whenever observed, and not reported in the above. The cloud type will be identified only for cumulonimbus and towering cumulus when observed at or near the aerodrome. These will be given as “CB” and “TCU” respectively. When an individual layer (mass) or cloud is composed of cumulonimbus and towering cumulus with a common cloud base, the type of cloud is reported as cumulonimbus only. Cloud details will be written as one word for each layer being reported; eg 8/8ths of stratus at 500FT will be given as “OVC005” and not “OVC 005” Whenever cumulonimbus cloud is forecast, the degree of associated thunderstorm activity or probability of occurrence is included. Cloud information is not included if there is no cloud. When the sky is obscured, the group is omitted in a report and included in a forecast only if cloud is forecast. Vertical visibility is never included. 138 9 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 8 SIGNIFICANT VARIATIONS Aerodrome forecasts may include an indicator of significant variation if changes in one, or more of the elements of wind, visibility, weather or cloud, which would satisfy the amendments criteria, are expected. These relate to improvements as well as deteriorations. The terms TEMPO and INTER are used to indicate significant variations of a temporary or intermittent nature. The term FM Is used to indicate changes which are more lasting in nature. The indicator is the beginning of a self-contained forecast or trend.

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The location is indicated by either the ICAO location indicator, the place name, or the approved abbreviation. VARIATION FROM MEAN CONDITIONS PROBABILITY OF POOR VISIBILITY THESE GROUPS ARE ADDED AS REQUIRED IF GROUPS ARE USED, THE PART IN DOTTED LINED MAY OR MAY NOT BE INCLUDED TAF or TAF AMD ORIGINATION TIME COMMENCE TIME CESSATION TIME COMMENCE TIME CESSATION TIME INTER OR TEMPO PROB % PLACE VALIDITY WIND CAVOK VIS WX FM TIME PROB % WIND WIND CLOUD VIS WX CLOUD CAVOK VIS VIS FOG, MIST OR DUST FORECAST OF TURBULENCE FM BLW...FT MOD OR SEV TURB WX CLOUD CHANGE INDICATOR TO A NEW SET OF MEAN CONDITIONS ALL THESE ELEMENTS INCLUDED ANY OF THESE ELEMENTS INCLUDED

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FM is used in forecasts to indicate changes which are significantly different to preceding information in one or more of the elements, wind direction and/or speed, visibility, weather or cloud. The changes relate to improvements as well as deteriorations. The forecast conditions commencing with the code “FM” will continue until the end of the TAF validity period, or until replaced by another significant change. CLOUD HEIGHT DATUM In aerodrome and trend forecasts, cloud heights are given above aerodrome elevations. In other forecasts, heights are expressed: • as a flight level; or • with reference to mean sea level FORECAST AMENDMENTS Amendments to forecasts are issued as necessary when changes are expected during the period of validity of a given forecast. FM TAF START TAF FINISH TAF START INTER START TAF FINISH 30 MINS 30 MINS TEMPO START 60 MINS 60 MINS TAF START TAF FINISH 135 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION TAF - AERODROME FORECAST AERODROME WEATHER AND FORECAST DECODE COMPOSITION IDENTIFIER The identifier METAR is used to identify all aerodrome weather reports made routinely either on the hour or half hour UTC which do not meet SPECI criteria. SPECI is used to identify all other observations and is also used to identify observations recorded 10 minutes following an improvement above SPECI conditions. The identifier TTF METAR or TTF SPECI is used to identify METAR and SPECI to which a three hour trend is appended. The use of this identifier is restricted to those locations for which Trend-Type Forecasts are issued. The identifier TAF or TAF AMD is used to identify an aerodrome forecast or an amended aerodrome forecast. If the forecast is provisional, the abbreviation PROV becomes the first element of the identifier. LOCATION

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In the case of CB cloud, the amount will be indicated as follows: ISOL ISOLATED for individual CBs OCNL OCCASIONAL for well-separated CBs FREQ FREQUENT for CBs with little or no separation GOOD is used in the visibility section of low level area forcasts to indicate a visibility greater than 10KM over the entire area. When weather elements are forecast to reduce the visibility below 10KM, GOOD is replaced by those elements and their associated visibilities. Note that the visibility remains greater than 10KM in parts of the area unaffected by those elements. WEATHER CODE AND TRANSLATION CODE TRANSLATION BC Patches (or Patches of) BL Blowing DR Drifting FZ Freezing MI Shallow SH Showers (or showers of) TS Thunderstorms (or Thunderstorms with) BR Mist DU Dust DS Dust storm DZ Drizzle FC Funnel Clouds FG Fog FU Smoke GR Hail GS Small hail pellets HZ Haze IC Ice Crystals (very small ice crystals in suspension, also known as diamond dust) PL Ice Pellets PO Dust Devils RA Rain SA Sand SG Snow Grains SN Snow SQ Squalls SS Sand Storm VA Volcanic Ash Note 1: There is an option for intensity to be described when used with the abbreviations DZ, RA, SN, SH or TS. In these cases, the weather group is prefixed by (-) for light, or (+) for heavy. Moderate intensity has no prefix. Note 2: METAR/SPECI may provide an indication of weather in the vicinity. If this is included, one or more of the weather groups above may be used, preceded by the abbreviation “VC” 134 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION TEMPO AND INTER TEMPO and INTER are used to indicate significant variations of a temporary or intermittent nature in aerodrome and landing forecasts: TEMPO is used to indicate changes to conditions which are expected to last for less than 60 minutes but more than 30 minutes in each instance and where the aggregate of the changes is expected to be less than half the total period indicated INTER is used to indicate changes expected to occur frequently and more or less continuously throughout for periods of less than 30 minutes in each instance and where the aggregate of the changes is expected to be less than half the total period indicated.

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Sydney 1 Tamworth 2 Tarcoola 3 Taree 2 Telfer 3 Temora 3 Tennant Creek 2 Thangool 3 Thargomindah 3 The Granites 3 Tibooburra 3 Timber Creek 3 Tindal 1 Toowoomba 2 Townsville 1 Troughton Island 3 Tumby Bay 3 Victoria River Downs 3 Wagga Wagga 2 Walgett 3 Wangaratta 3 Warburton Range 3 Warrnambool 3 Wave Hill 3 Weipa 2 Welshpool 3 West Wyalong 3 Whyalla 2 Wilcannia 3 Williamson (MIL) 3 Williamtown (RAAF) 2 132 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION 133 Wiluna 3 Windorah 3 Winton 3 Wollongong 3 Woomera 2 Wudinna 3 Wyndham 2 Wynyard 2 Yorke Island 3 Young 3 Yuendumu 3 Civil Aviation Safety Authority Australia PRE-FLIGHT PLANNING METEOROLOGY 09/2001 2 AVIATION FORECASTS SECTION SIGNIFICANT FORECAST ABBREVIATIONS In reports, terminal forecasts and low level area forecasts, the amount of cloud will be indicated by the following abbreviations: SKC Sky Clear No cloud or, if appropriate , CAVOK FEW Few 1 to 2 OKTAS SCT Scattered 3 to 4 OKTAS BKN Broken 5 to 7 OKTAS OVC Overcast 8 OKTAS The only cloud type that are included in aeronautical code format are towering cumulus (TCU) and cumulonimbus (CB). Forecasts in narrative form, such as low level area forecasts, will continue to include cloud types other than CB and TCU when appropriate.

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Naracoorte 3 Narrandera 3 Newman 2 Ngukurr 3 Nhill 3 Norfolk Island 3 Normanton 3 Norseman 3 North Rankin 3 Nowra 3 Nyngan 3 Oakey 2 Olympic Dam 3 Onslow 3 Oodnadatta 3 Orange 2 Paraburdoo 3 Parafield 2 Parkes 2 Pearce (RAAF) 2 Perth 1 Philip Island 3 Pickataramor 3 Point Cook (RAAF) 2 Port Augusta 3 Port Hedland 1 Port Keats 3 Port Lincoln 2 Port Macquarie 2 Portland 3 Proserpine 3 Quilpie 3 Renmark 3 Richmond (QLD) 3 Richmond (RAAF) 2 Rockhampton 2 Roma 2 Rottnest Island 2 Sale 2 Samuel Hill (RAAF) 3 Scone 3 Shepparton 3 Shute Harbour 3 Smith Point 3 Smithton 3 Snake Bay 3 Southern Cross 3 St George 3 St Helens 3 Strahan 3 Swan Hill 3

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SECTION Kalgoorlie 1 Karratha 2 Kidston 3 King Island 2 Kingaroy 3 Kingscote 2 Kintore 3 Kowanyama 3 Kununurra 2 Latrobe Valley 3 Launceston 2 Laura 3 Laverton (WA) 3 Learmonth 1 Leigh Creek 3 Leinster 3 Leonora 3 Lismore 3 Lockhart River 3 Longreach 2 Lord Howe Island 3 Mackay 2 Macarthur River Mine 3 Maitland 2 Mallacoota 3 Mangalore 3 Maningrida 2 Mareeba 3 Maroochydore 2 Maryborough (QLD) 2 Meekatharra 2 Melbourne 1 Merimbula 3 Mildura 2 Milingimbi 3 Minlaton 3 Moomba 2 Moorabbin 2 Moranbah 3 Moree 3 Mornington Is 3 Morawa 3 Moruya 3 Mount Gambier 2 Mount Isa 2 Mount Magnet 3 Mudgee 3 Narrabri 3