VFR Flight Guide GENERAL

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1 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 SECTION VFR FLIGHT GUIDE The VFR Flight Guide has been designed as a complete guide for the VFR pilot. It aims to present information in a clear and concise manner. The Guide is broken down in a logical order into a number of major sections each with subsections pertaining to a particular part of the operation intended. The document is able to be read from start to finish, or to have particular sections accessed if necessary. The Guide is strictly for VFR use, and includes a section for helicopter pilots which explains the differences between fixed wing and rotary wing operations. A Night Visual Flight Rules (NVFR) section is also included for ease of use of appropriately rated pilots. Please be aware that many sections of text from the CAO’s, CAR’s, AIP’s, and the ERSA have been restructured to increase understanding of the procedures involved. Where this has been done the relevant reference to the corresponding document has been included. The VFR Flight Guide maybe taken into PPL examinations, however the document must not be taken into CPL or ATPL examinations as professional pilots need access to some source documents. IN AUSTRALIAN AIRSPACE PLEASE ENSURE YOUR TRANSPONDER IS ON “ALT” T S E T T L A N O Y B T S F F O IDENT 1 2 0 0 TRANSPONDER CODE This section covers the legal requirements to complete any flight. It is broken up into the medical requirements and the operational requirements. MEDICAL CERTIFICATE FLIGHT CREW LICENCE (CAR 5.04) • Except with the permission of CASA, the holder of a flight crew licence must not perform a duty authorised by the licence unless the person holds a current medical certificate that is appropriate to the licence. CHANGES IN MEDICAL CONDITION (CAR 6.16) • If the holder of a medical certificate becomes aware of any change in his or her medical condition: A. in the case of the holder of a medical certificate issued under regulation 6.06 (Issue and Refusal of Certificate)—that indicates that he or she no longer meets the relevant medical standard; or B. in the case of the holder of a medical certificate issued under regulation 6.10 (Special Medical Certificate Issue) — that indicates that the holding of the certificate by the holder could adversely affect the safety of air navigation; he or she: C. must, as soon as practicable after becoming aware of the change, advise CASA or a designated aviation medical examiner of the change; and D. must not carry out any function authorised by the flight crew licence, special pilot licence, flight service officer licence or air traffic controller licence to which the medical certificate relates until he or she has advised CASA, or a designated aviation medical examiner, of the change. IMPAIRED EFFICIENCY DUE TO ILLNESS (CAR 6.16) • The holder of a medical certificate must not do an act authorised by the flight crew licence or special pilot licence, while his or her ability to do the act efficiently is, or is likely to be, impaired to any extent by an illness or injury, no matter how minor. • If an impairment to which the paragraph above applies lasts for: A. in the case of a person who holds a flight radiotelephone operator licence, a student pilot licence or a private pilot licence - at least 30 days; and B. in any other case - at least 7 days; the holder must not do the act until a designated aviation medical examiner certifies that the impairment no longer exists. 2 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 MEDICAL CERTIFICATE SECTION LICENSING DURATION OF LICENCE A flight crew licence remains in force until it is suspended or cancelled. LICENCE REQUIREMENTS WHAT DOES A STUDENT PILOT LICENCE AUTHORISE A PERSON TO DO? (CAR 5.66) • Subject to the following paragraphs, a student pilot licence authorises the holder of the licence: A. to fly a flying training aircraft as pilot in command; and B. to operate the aircraft’s radio communication system for the purposes of the flight. • A student pilot must not fly an aircraft as pilot in command unless: A. an authorised flight instructor gives the student permission to conduct the flight as pilot in command; and B. the student conducts the flight in accordance with that permission and any conditions subject to which the permission is given. • A student pilot must not fly an Australian aircraft as pilot in command outside Australian territory except with the permission of CASA. WHERE MAY AN INSTRUCTOR PERMIT A STUDENT TO FLY AS PILOT IN COMMAND? (CAR 5.69) An authorised flight instructor must not permit a student pilot to fly an aircraft as pilot in command except: • in a traffic pattern (circuit); or • if the student has flown 2 hours of flight time in a traffic pattern as pilot in command of an aircraft of the category (Aeroplane, Helicopter, or Balloon) used for the flight—within the student pilot area limit; or • if the aircraft is being flown for the purposes of cross country training—along a route specified by the instructor. HOW MANY CONSECUTIVE HOURS MAY AN INSTRUCTOR PERMIT A STUDENT TO FLY AS PILOT IN COMMAND? (CAR 5.70) An authorised flight instructor must not permit a student pilot to fly as pilot in command of an aircraft: • if the student has not passed a general flying progress flight test for the category of aircraft that the student proposes to fly - for more than 3 consecutive hours of flight time in aircraft of that category; or 3 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 STUDENT PILOT LICENCE SECTION LICENSING 4 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 STUDENT PILOT LICENCE SECTION LICENSING • if the student has passed a general flying progress flight test - then 15 consecutive hours of flight time in aircraft of that category; unless after each period of 3 or 15 hours, as the case may be, the student has undertaken dual flying in an aircraft of that category. RECENCY REQUIREMENTS (SPL) WHAT RECENT EXPERIENCE MUST A STUDENT HAVE FOR AN INSTRUCTOR TO PERMIT THE STUDENT TO FLY AS PILOT IN COMMAND? (CAR 5.71) An authorised flight instructor must not permit a student pilot to fly an aircraft as pilot in command unless: • if the student has not passed a general flying progress flight test for the category of aircraft that the student proposes to fly—within the period of 30 days immediately before the day of the proposed flight, the student has: A. flown as pilot in command of; or B. undertaken dual flying in; an aircraft of that category; or • if the student has passed a general flying progress flight test for the category of aircraft that the student proposes to fly—within the period of 90 days immediately before the day of the proposed flight, the student has: A. flown as pilot in command of; or B. undertaken dual flying in; an aircraft of that category. MAY AN INSTRUCTOR PERMIT A STUDENT TO CARRY PASSENGERS WHILE FLYING AS PILOT IN COMMAND? (CAR 5.72) An authorised flight instructor must not permit a student pilot to fly as pilot in command of an aircraft in which a passenger is carried unless: • the flight takes place solely within the student pilot area limit; and • the student pilot has passed a general flying progress flight test, and a basic aeronautical knowledge examination, for aircraft of the category used for the flight. LICENCE REQUIREMENTS WHAT DOES A PRIVATE PILOT (AEROPLANE) LICENCE AUTHORISE A PERSON TO DO? (CAR 5.78) • A private pilot (aeroplane) licence authorises the holder of the licence: A. to fly an aeroplane as pilot in command, or as copilot, while the aeroplane is engaged in a private operation (page 9); and B. to fly an aeroplane as pilot in command while the aeroplane is engaged in flying training operations for the purpose of increasing the holder’s flying skill. REGULAR FLIGHT REVIEWS REQUIRED (CAR 5.81) • A private (aeroplane) pilot must not fly an aeroplane as pilot in command unless the pilot has, within the period of 2 years immediately before the day of the proposed flight, satisfactorily completed an aeroplane flight review. • A private (aeroplane) pilot who, within the period of 2 years immediately before the day of the proposed flight, has: A. passed a flight test conducted for the purpose of: - the issue of an aeroplane pilot licence; or - the issue, or renewal, of an aeroplane pilot rating; or B. satisfactorily completed an aeroplane proficiency check; or C. satisfactorily completed aeroplane conversion training given by the holder of a grade of flight instructor (aeroplane) rating that authorises him or her to conduct aeroplane flight reviews; is taken to have satisfactorily completed an aeroplane flight review. • For the purposes of paragraph (B), a private (aeroplane) pilot is not taken to have satisfactorily completed an aeroplane proficiency check unless the organisation that conducted the check has made an entry in the pilot’s personal log book to that effect. • In this regulation: appropriate person means: - an authorised flight instructor who holds a grade of flight instructor (aeroplane) rating that authorises him or her to conduct flight reviews in aeroplanes; or - an approved testing officer; or - a CASA flying operations inspector. 5 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PRIVATE PILOT LICENCE SECTION LICENSING RECENCY REQUIREMENTS (PPL) RECENT EXPERIENCE REQUIREMENTS (CAR 5.82) A private (aeroplane) pilot must not fly an aeroplane as pilot in command if the aeroplane is carrying any other person unless: • if the flight is undertaken in daylight—the pilot has, within the period of 90 days immediately before the day of the proposed flight, carried out at least 3 take-offs and 3 landings while flying an aeroplane as pilot in command or as pilot acting in command under supervision, or in dual flying; and • if the flight is undertaken at night—the pilot has, within the period of 90 days immediately before the day of the proposed flight, carried out at least 3 takeoffs and 3 landings at night while flying an aeroplane as pilot in command or as pilot acting in command under supervision, or in dual flying. Note: A person must not fly as pilot acting in command under supervision unless he or she holds a commercial pilot licence or an air transport pilot licence.(Ref: CAR 5.40) PERSONAL LOG BOOKS (CAR 5.51) • The holder of a flight crew licence, a special pilot licence or a certificate of validation must have a personal log book that is suitable: A. for the entry of flight crew ratings and aircraft endorsements; and B. for recording the matters required by regulation 5.52 (below) to be recorded in a personal log book; and C. for recording any other matter that CASA directs must be recorded in a personal log book. WHAT MUST BE RECORDED IN A PERSONAL LOG BOOK? (CAR 5.52) • The holder of a flight crew licence, a special pilot licence or a certificate of validation must record in his or her personal log book: A. the holder’s full name, address, date of birth and aviation reference number; and B. any information about each flight undertaken by the holder that CASA directs be recorded in the log book; and C. the time spent by the holder practising simulated flight in an approved synthetic flight trainer. Note: It is an offence against regulation 283 for a person to make a false or misleading statement in his or her personal log book. 6 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PILOT RESPONSIBILITIES HOW LONG MUST A PERSONAL LOG BOOK BE RETAINED? (CAR 5.53) A person who is required by CAR 5.51 (page 6) to have a personal log book must retain it for as long as the person holds a flight crew licence, a special pilot licence or a certificate of validation. FALSE STATEMENTS (CAR 283) A person shall not make, either orally or in writing, a statement that is false or misleading in a material particular in or in connection with: • an application for the grant, issue, renewal or endorsement of a licence, rating, certificate, permit, permission, authority or approval under the CAR’s; or - a maintenance release under CAR 43; or - a personal log book; or - a return, report, notice, form or other document furnished in accordance with the CAR’s. PRODUCTION OF LICENCE ETC. (CAR 5.56) • CASA may request the holder of a flight crew licence, a special pilot licence or a certificate of validation to produce to CASA any or all of the following: A. his or her licence or certificate; B. his or her personal log book; C. his or her medical certificate; for inspection by CASA. • If CASA requests the holder of a flight crew licence, a special pilot licence or a certificate of validation to produce a document, the holder must: A. produce the document without delay; or B. if the holder does not have immediate access to the document at the time the request is made—produce the document at the place specified by CASA not more than 7 days after the day of the request. PILOT IN COMMAND (CAR 224) 1. For each flight the operator (owner, flying school, or aircraft hire organisation) shall designate one pilot to act as pilot in command. 2. A pilot in command of an aircraft is responsible for: a. the start, continuation, diversion and end of a flight by the aircraft; and b. the operation and safety of the aircraft during flight time; and c. the safety of persons and cargo carried on the aircraft; and d. the conduct and safety of members of the crew on the aircraft 3. A pilot in command must discharge his or her responsibility under paragraph (2) (a) in accordance with: 7 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES a. any information, instructions or directions, relating to the start, continuation, diversion or end of a flight, that are made available, or issued, under the Civil Aviation Act or the CAR’s; and b. if applicable, the operations manual provided by the operator of the aircraft. 4. The pilot in command shall have final authority as to the disposition of the aircraft while he or she is in command and for the maintenance of discipline by all persons on board. POWERS OF PILOT IN COMMAND (CAR 309) • The pilot in command of an aircraft, with such assistance as is necessary and reasonable, may: A. take such action, including the removal of a person from the aircraft or the placing of a person under restraint or in custody, by force, as the pilot considers reasonably necessary to ensure compliance with the Act or these Regulations in or in relation to the aircraft; and B. detain the passengers, crew and cargo for such period as the pilot considers reasonably necessary to ensure compliance with the Act or these Regulations in or in relation to the aircraft. • A person who, on an aircraft in flight, whether within or outside Australian territory, is found committing, or is reasonably suspected of having committed, or having attempted to commit, or of being about to commit, an offence against the Act or these Regulations may be arrested without warrant by a member of the crew of the aircraft in the same manner as a person who is found committing a felony may, at common law, be arrested by a constable and shall be dealt with in the same manner as a person so arrested by a constable. RESTRICTION OF ADVERTISING OF COMMERCIAL OPERATIONS (CAR 210) A person shall not give any public notice, by newspaper advertisement, broadcast statement or any other means of public announcement to the effect that a person is willing to undertake by use of an Australian aircraft any commercial operations unless the last-mentioned person has obtained an Air Operator’s Certificate authorising the conduct of those operations. 8 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES PRIVATE OPERATIONS CAR 2 (7) (d) 1. An aircraft that is flying or operating for the purpose of, or in the course of: i. the personal transportation of the owner of the aircraft; ii. aerial spotting where no remuneration is received by the pilot or the owner of the aircraft or by any person or organisation on whose behalf the spotting is conducted; iii. agricultural operations on land owned and occupied by the owner of the aircraft; iv. aerial photography where no remuneration is received by the pilot or the owner of the aircraft or by any person or organisation on whose behalf the photography is conducted; v. the carriage of persons or the carriage of goods without a charge for the carriage being made other than the carriage, for the purposes of trade, of goods being the property of the pilot, the owner or the hirer of the aircraft; vi. the carriage of persons in accordance with paragraph (2); vii. the carriage of goods otherwise than for the purposes of trade; viii. conversion training for the purpose of endorsement of an additional type or category of aircraft in a pilot licence; or ix. any other activity of a kind substantially similar to any of those specified in subparagraphs (i) to (vi) (inclusive); shall be taken to be employed in private operations. 2. An aircraft that carries persons on a flight, otherwise than in accordance with a fixed schedule between terminals, is employed in a private operation if: i. public notice of the flight has not been given by any form of public advertisement or announcement; and ii. the number of persons on the flight, including the operating crew, does not exceed 6; and iii. no payment is made for the services of the operating crew; and iv. the persons on the flight, including the operating crew, share equally in the costs of the flight; and v. no payment is required for a person on the flight other than a payment under paragraph iv. 9 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES COMMERCIAL PURPOSES (Act, s 27(9)) (CAR 206) • The following commercial purposes are prescribed: A. aerial work purposes, being purposes of the following kinds: i. aerial surveying; ii. aerial spotting; iii. agricultural operations; iv. aerial photography; v. advertising; vi. flying training, other than conversion training or training carried out under an experimental certificate issued under regulation 21.195A of CAR 1998 or under a permission to fly in force under sub-regulation 317 (1); vii. ambulance functions; viii. carriage, for the purposes of trade, of goods being the property of the pilot, the owner or the hirer of the aircraft (not being a carriage of goods in accordance with fixed schedules to and from fixed terminals); ix. any other purpose that is substantially similar to any of those specified in sub-paragraphs (i) to (vii) (inclusive); B. charter purposes, being purposes of the following kinds: - the carriage of passengers or cargo for hire or reward to or from any place, other than carriage in accordance with fixed schedules to and from fixed terminals or carriage for an operation mentioned in CAR 262AM (7) (limited category aircraft) or under a permission to fly in force under CAR 317 (1); - the carriage, in accordance with fixed schedules to and from fixed terminals, of passengers or cargo or passengers and cargo in circumstances in which the accommodation in the aircraft is not available for use by persons generally; C. the purpose of transporting persons generally, or transporting cargo for persons generally, for hire or reward in accordance with fixed schedules to and from fixed terminals over specific routes with or without intermediate stopping places between terminals. However, the commercial purposes prescribed above do not include: A. carrying passengers for hire or reward in accordance with CAR 262AM (7) (joy flights and warbirds); or for further information refer to CAR 206 B. carrying out an activity under CAR 262AM (2) (g) or 262AP (2) (d). 10 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES In this regulation: aircraft endorsement means a: Type, Class, or Special Design Feature Endorsement. Conversion training means flying training for the purpose of qualifying for the issue of an aircraft endorsement. PROHIBITION OF CARRIAGE OF PASSENGERS ON CERTAIN FLIGHTS (CAR 249) • An aircraft that carries a passenger shall not engage in any of the following types of flying: A. flying training given to a person who has not passed a general flying progress flight test for aircraft of the category concerned; B. practice of emergency procedures in the aircraft; C. low flying practice; D. testing an aircraft or its components, power plant or equipment. • An aircraft while engaged in flying of the type specified in paragraph (D) may carry engineering and maintenance personnel who are required, as part of their duties, to be present in the aircraft during the flight for the purpose of flight observation or of maintenance of the aircraft, including any aircraft component installed in the aircraft. • For the purposes of the above, the categories of aircraft are as follows: A. aeroplanes; B. helicopters; C. gyroplanes; D. airships. INTOXICATED PERSONS NOT TO ACT AS PILOTS ETC. OR TO BE CARRIED ON AIRCRAFT (CAR 256) • A person shall not, while in a state of intoxication, enter any aircraft. • A person acting as a member of the operating crew of an aircraft, or carried in the aircraft for the purpose of so acting, shall not, while so acting or carried, be in a state in which, by reason of his or her having consumed, used, or absorbed any alcoholic liquor, drug, pharmaceutical or medicinal preparation or other substance, his or her capacity so to act is impaired. • A person shall not act as, or perform any duties or functions preparatory to acting as, a member of the operating crew of an aircraft if the person has, during the period of 8 hours immediately preceding the departure of the aircraft consumed any alcoholic liquor. • A person who is on board an aircraft as a member of the operating crew, or as a person carried in the aircraft for the purpose of acting as a member of the operating crew, shall not consume any alcoholic liquor. 11 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES OFFENSIVE AND DISORDERLY BEHAVIOUR (CAR 256AA) A person in an aircraft must not behave in an offensive and disorderly manner. DOCUMENTS TO BE CARRIED IN AUSTRALIAN AIRCRAFT (CAR 139) An Australian aircraft shall, when flying in Australian airspace, carry: A. unless CASA otherwise approves, its maintenance release and any other document approved for use as an alternative to the maintenance release for the purposes of a provision of the CAR’s; B. unless CASA otherwise approves, the licences and medical certificates of the operating crew; C. the flight manual (if any) for the aircraft; CARRIAGE OF ANIMALS (CAR 256A) 1. Subject to paragraph (8), the operator of an aircraft must not permit a live animal to be in the aircraft unless: A. the animal is in a container and is carried in accordance with this regulation; or B. the animal is carried with the written permission of CASA and in accordance with any conditions specified in the permission. 2. The above subregulation does not apply to a dog accompanying a visually impaired or hearing impaired person as a guide or an assistant if the dog is: A. carried in the passenger cabin of the aircraft; and B. placed on a moisture-absorbent mat as near to the person as practicable; and C. restrained in a way that will prevent the dog from moving from the mat. 3. More than one animal must not be kept in the same container if doing so would be likely to affect adversely the safety of the aircraft. 4. A container must be so constructed that: A. an animal kept in the container cannot escape from the container; and B. any water or excreta in the container is not likely to escape from the container in normal flying conditions; and C. the container will withstand being damaged in a way that may allow an animal, or water or excreta, in the container to escape. 5. A container in which an animal is kept must not be in the passenger cabin of an aircraft. 12 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES 6. If: A. an animal is carried in an aircraft in a container; and B. if the animal is not restrained it could move around inside the container in a way that may alter the distribution of the load of the aircraft; and C. the safety of the aircraft may be affected adversely by that movement; the animal must be restrained in the container to prevent that movement. 7. The means of restraint must be strong enough to withstand being damaged in a way that may allow the animal to escape. 8. An animal must not be carried on an aircraft if carrying the animal would be likely to affect a person on the aircraft in a way that may affect adversely the safety of the aircraft. 9. In this regulation, animal means any member of the animal kingdom other than man. CARRIAGE OF FIREARMS (CAR 143) A person, including a flight crew member, shall not, except with the permission of CASA, carry in, or have in his or her possession in, an aircraft other than an aircraft engaged in charter operations or regular public transport operations a firearm. DISCHARGE OF FIREARMS IN OR FROM AN AIRCRAFT (CAR 144) A person, including a flight crew member, shall not, except with the permission in writing of CASA and in accordance with such conditions (if any) as are specified in the permission, discharge a firearm while on board an aircraft. RESPONSIBILITY OF PILOT IN COMMAND BEFORE FLIGHT (CAR 233) • An aircraft shall not commence a flight unless evidence has been furnished to the pilot in command and the pilot has taken such action as is necessary to ensure that: - the instruments and equipment required for the particular type of operation to be undertaken are installed in the aircraft and are functioning properly; - the gross weight of the aircraft does not exceed the limitations fixed by or under CAR 235, (page 95) and is such that flight performance in accordance with the standards specified by CASA for the type of operation to be undertaken is possible under the prevailing conditions; and - any directions of CASA with respect to the loading of the aircraft given under regulation 235 (page 95) have been complied with; - the fuel supplies are sufficient for the particular flight; 13 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PILOT IN COMMAND SECTION PILOT RESPONSIBILITIES - the required operating and other crew members are on board and in a fit state to perform their duties; - the air traffic control instructions have been complied with; - the aircraft is safe for flight in all respects; and • the latest of the aeronautical maps, charts and other aeronautical information and instructions, published in AIP or by a person approved in writing, that are applicable: - to the route to be flown; and - to any alternative route that may be flown on that flight; are carried in the aircraft and are readily accessible to the flight crew. PRECAUTIONS IN REFUELLING AND ENGINE OPERATIONS (CAO 20.9) FUEL AND OILS The pilot in command of an aircraft shall ensure that the aircraft is not flown unless the aviation fuel, aircraft engine lubricating oil, aircraft engine power augmentation fluid and aircraft hydraulic system fluid used in connection with the servicing or operation of the aircraft complies with the specification and grade required or approved for the purpose by CASA. Note 1: The pilot in command may assume that: • aviation fuel, • aircraft engine lubricating oil, • aircraft engine power augmentation fluid, and • aircraft hydraulic system fluid in the aircraft, other than that which he has caused to be delivered into the aircraft, complies with the required specification and grade. All ground fuel stock shall be carefully checked for the presence of undissolved water before the fuelling operation is commenced. Note 1: This precaution is particularly important when handling fuel from drum stocks. Note 2: Attention is drawn to the necessity of using a positive method, such as suitable water-detecting paste or paper, in testing for the presence of free water since sensory perceptions of colour and smell, if used alone, can be quite misleading. Note 3: In the case of turbine fuels, attention is also drawn to the necessity of watching for signs of cloudiness or other indication of the presence of suspended water droplets which will not necessarily be detected by the means mentioned in Note 2. 14 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 REFUELLING SECTION PILOT RESPONSIBILITIES All fuel shall be strained or filtered for the removal of free or suspended water and other contaminating matter before entering the aircraft tanks. Note: Attention is drawn to the special standards of filtration which may be specified by the manufacturers of certain types of engines. eg. turbine engines and directinjection piston engines. LOCATION OF AIRCRAFT During fuelling operations, the aircraft and ground fuelling equipment shall be so located that no fuel tank filling points or vent outlets lie: • within 5 metres (17 ft) of any sealed building; • within 6 metres (20 ft) of other stationary aircraft; • within 15 metres (50 ft) of any exposed public area; • within 15 metres (50 ft) of any unsealed building in the case of aircraft with a maximum take-off weight in excess of 5700 kg (12,566 lb) and • within 9 metres (30 ft) of any unsealed building in the case of aircraft with a maximum take-off weight not exceeding 5700 kg (12,566 lb). Notwithstanding the contents of the above paragraph limited fuelling operations for maintenance purposes may be carried out in certain hangars under the following conditions: • Refuelling or defuelling of gasoline or wide-cut gasoline type turbine fuel is not permitted. • Overwing fuelling is not permitted. • These operations shall not be permitted in hangars occupied by two or more tenants. • The operator shall obtain approval from CASA for the detailed procedures under which these operations may be performed. These procedures shall be described in the maintenance manual and shall include: the circumstances under which refuelling or defuelling in hangars or maintenance area is permitted, and the maximum volume of fuel involved. For the purpose of this Order, a sealed building is one which all the external part within 15 metres (50 ft) of an aircraft’s fuel tank filling points or vent outlets or ground fuelling equipment is of non-flammable materials and has no openings or all openings are closed. Where the fuelling equipment is not mobile, the aircraft shall be so placed that it can be rapidly moved to a place of safety, and a means of ensuring that this can be done shall be readily available. 15 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 REFUELLING SECTION PILOT RESPONSIBILITIES Note: The following operations are not deemed to constitute fuelling operations: • the drainage of a small quantity of fuel from a fuel system drain point; • the transfer of fuel from tank to tank within an aircraft making use exclusively of lines and equipment permanently installed in the aircraft. PASSENGERS ONBOARD DURING REFUELLING The operator of an aircraft with a maximum seating capacity of 20 or more must ensure that fuel that is: • avgas; or • an aviation turbine grade which does not contain an anti-static additive; is not loaded on to the aircraft while passengers are on board, or entering or leaving, the aircraft. The operator of an aircraft with a maximum seating capacity of less than 20 may allow fuel that is not: • avgas; or • an aviation turbine grade which does not contain an anti-static additive; to be loaded on to the aircraft while a passenger is on board if: • the passenger’s medical condition is such that he or she cannot leave the aircraft without assistance. If: • fuel is being loaded onto an aircraft in accordance with the paragraphs above; and • either: • fuel vapour is found inside the aircraft; or • for any other reason it is not safe to continue loading the fuel;the aircraft’s operator must ensure that the loading of the fuel stops immediately. AIRCRAFT SAFETY PRECAUTIONS DURING FUELLING OPERATIONS All engines in the aircraft, including any auxiliary power units, shall be stopped with their ignition switches in the ‘OFF’ position, except where CASA is satisfied that the operation of such an engine or auxiliary power unit will not present a hazard and where a statement to that effect, together with any special conditions for operation, is included in the aircraft Operations Manual. When an external electrical supply is used, the connections between that supply and the aircraft electrical system shall be made and securely locked before the fuelling operation is connected and shall not be disconnected until the operation has been completed, except that connectors, which provide control to ensure effective engagement before external power can be supplied to the aircraft, need not be locked. 16 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 REFUELLING SECTION PILOT RESPONSIBILITIES A person shall not, and the pilot in command and the operator shall take reasonable steps to ensure that a person does not, during fuelling operations: • operate or perform maintenance work on the aircraft’s radar equipment except that where the fuel is kerosene, operation or maintenance may be carried out provided the radar transmitter is de-activated, or • except where the fuel involved is kerosene, carry out maintenance on any electrical, electronic or radio systems within the aircraft or operate such equipment other than the aircraft’s interior lighting or electrical apparatus necessary for the fuelling process. The aircraft and all items of fuelling equipment (including drums, funnels and other loose items of equipment, where used) shall be connected in such a way as to ensure that they are of the same electrical potential and, where a suitable earth point is available at the fuelling site, both the aircraft and the equipment shall be effectively connected to that point: • where the fuelling operation is performed by a barge to a seaplane, the barge shall be effectively connected to the aircraft in such a way as to ensure that the barge, the fuelling equipment and the aircraft are at the same electrical potential. All footwear worn by aircraft servicing personnel and persons operating fuelling equipment shall be of a non-sparking type and such persons shall not carry any matches, cigarette lighters or other objects which could represent an ignition hazard. Except where automatic shut-off devices limit the capacity of an aircraft fuel tank, the operator and the pilot in command shall ensure that sufficient airspace remains in each fuel tank to allow for anticipated fuel expansion. When a fuelling operation on an aircraft has been completed, the pilot in command and the operator of the aircraft shall ensure that all fuel and oil tank caps are securely refitted. Aircraft oil tanks shall not be drained or filled when the aircraft is inside a hangar or other building unless the oiling equipment used complies with the provisions of Appendix I of CAO 20.9. SAFETY PRECAUTIONS EXTERNAL TO AN AIRCRAFT DURING FUELLING OPERATIONS The area in which fuelling operations are carried out shall be clearly placarded as a `No Smoking’ area and the limits of this area shall be a sealed building or at least 15 metres (50 ft) from the aircraft or ground fuelling equipment. Where mobile fuelling equipment is used, the equipment shall be so placed that it can be rapidly moved in the event of fire. 17 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 REFUELLING SECTION PILOT RESPONSIBILITIES A person shall not, and the pilot in command and the operator shall take reasonable steps to ensure that a person does not, during fuelling operations: • smoke or use a naked flame within 15 metres (50 ft) of the aircraft and ground fuelling equipment; • except in the case of aircraft, operate an internal combustion engine or any electrical switch, battery, generator, motor or other electrical apparatus within 15 metres (50 ft) of the aircraft’s fuel tank filling points or vent outlets, and ground fuelling equipment unless the engine, switch, generator, motor or apparatus complies with the provisions of Appendix I to this Order and has been inspected. Two or more fire extinguishers of approved type and capacity shall be positioned within 15 metres (50 ft) but not less than 6 metres (20 ft) from the aircraft and the fuelling equipment except where two or more fire extinguishers are carried on the fuelling equipment. Where so carried the fire extinguishers shall be fitted with quick release brackets, be readily available from either side of the equipment and be located as far as is practicable from the vehicle fuel tanks and fuelling points. No fuelling equipment shall be used in fuelling operations unless the location and securing of the fire extinguishers thereon has been approved by CASA. Note: The use of two carbon dioxide extinguishers, each with a minimum capacity of 4.5 kg (10 lb), is acceptable for this purpose. Extinguishers of other types and capacities may be approved on application to CASA. ACTION IN THE EVENT OF A FIRE HAZARD A fuelling operation shall be suspended and the Airport Fire Service notified when any fuel of a quantity likely to create a fire hazard is spilled on or within 15 metres (50 feet) of the aircraft or ground fuelling equipment, including the bilge of a fuelling barge, and the operation shall not recommence until the fire hazard is removed. A fuelling operation shall be stopped as soon as it becomes apparent that an infringement exists of any of the relevant requirements of this Order. When any fuel of a quantity likely to create a fire hazard is spilled on or within 15 metres (50 ft) of the aircraft or ground fuelling equipment, the pilot in command or, in his absence, the operator shall ensure that: • passengers remaining on board or in the process of embarking or disembarking are removed to a point at least 15 metres (50 ft) from the spilled fuel; • mobile power units, vehicles and power operated loading devices operating within 15 metres (50 ft) of the spilled fuel are shut down; • maintenance work of any nature on or within the aircraft is suspended and not recommenced until the spilled fuel has been removed. 18 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 REFUELLING SECTION PILOT RESPONSIBILITIES STARTING AND GROUND OPERATIONS OF ENGINES The pilot in command or in his absence any other person responsible for starting or ground operation of an aircraft shall ensure that: • In the case of land aircraft, passenger loading equipment to permit rapid evacuation of passengers and crew is kept immediately available during the starting of engines. • In the case of seaplanes, water transport of a capacity sufficient to enable rapid evacuation of passengers and crew is immediately available during the starting of engines. Where any fuel or other flammable material is spilled within 15 metres (50 ft) of an aircraft, the aircraft engines shall not be started or operated until the fire hazard has been removed. An aircraft engine shall not be started or operated: • within 5 metres (17 ft) of any sealed building; • within 8 metres (25 ft) of other aircraft; • within 15 metres (50 ft) of any exposed public area; • within 15 metres (50 ft) of any unsealed building in the case of an aircraft with a maximum take-off weight exceeding 5700 kg (12,566 lb); • within 8 metres (25 ft) of any unsealed building in the case of an aircraft with a maximum take-off weight not exceeding 5700 kg (12,566 lb), PILOTS AT CONTROLS (CAR 225) • The pilot in command must ensure that 1 pilot is at the controls of an aircraft from the time at which the engine or engines is or are started prior to a flight until the engine or engines is or are stopped at the termination of a flight. • When, in accordance with these Regulations, 2 or more pilots are required to be on board an aircraft, the pilot in command must ensure that 2 pilots remain at the controls at all times when the aircraft is taking off, landing and during turbulent conditions in flight. DUAL CONTROLS (CAR 226) • A control seat of an aircraft equipped with fully or partially functioning dual controls shall not be occupied in flight except by a person: A. who holds an appropriate pilot licence in respect of the type of aircraft and the class of operations in which the aircraft is flown; or B. who is a student pilot assigned for instruction in the aircraft; or C. who is authorised by CASA. 19 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PRE-FLIGHT SECTION PILOT RESPONSIBILITIES CARRIAGE OF PASSENGERS IN SEATS AT WHICH DUAL CONTROLS ARE FITTED (NON RPT) (CAO 20.16.3.11) In all aircraft for which the Certificate of Airworthiness specifies a minimum crew of one pilot, a person may occupy a seat at which fully or partially functioning dual controls are fitted if the pilot gives adequate instruction to that person to ensure that the controls are not interfered with in flight and there is satisfactory communication available at all times between the pilot and that person. SEAT BELTS AND SAFETY HARNESSES (CAO 20.16.3.4) • At least one pilot crew member shall wear a seat belt or harness at all times during flight. • Except as provided in subsections 14 (sick or injured persons) and 16 (carriage of parachutists) of this section safety harnesses, or seat belts where safety harnesses are not fitted, shall be worn by all persons at the times listed in CAR 251 (below). Seat belts and safety harnesses shall be adjusted to fit the wearer without slack. SEAT BELTS AND SAFETY HARNESSES (CAR 251) • Subject to this regulation, seat belts shall be worn by all crew members and passengers: A. during take-off and landing; B. during an instrument approach; C. unless CASA otherwise directs—when the aircraft is flying at a height of less than 1,000 feet above the terrain; and D. at all times in turbulent conditions. • The pilot in command shall ensure that a seat belt or safety harness is worn at all times during flight by at least one of the pilot crew members. ADJUSTMENT OF SEATS (20.16.3.5) • All seats (with the exception of those specified in the paragraph below) shall be adjusted to their upright position for take-off and landing. • When it is desirable through illness or other incapacity that a passenger’s seat remains in the reclined position during take-off or landing, that seat, notwithstanding the provision of the above paragraph, may be left reclined during take-off or landing if it is forward facing, there is no person occupying the seat immediately behind, and it will not impede the egress of any person in an emergency evacuation. 20 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PRE-FLIGHT SECTION PILOT RESPONSIBILITIES EXITS AND PASSAGEWAYS NOT TO BE OBSTRUCTED (CAR 254) • Unless CASA otherwise approves, this regulation applies to all passageways and exits in an aircraft that are for use by passengers or crew. • When an aircraft is in flight, the pilot in command must ensure that all passageways and exits to which this regulation applies are kept free from obstruction. • When an aircraft is in flight, the pilot in command must ensure that all exits to which this regulation applies are fastened in a way that permits their immediate use in an emergency. SMOKING IN AIRCRAFT (CAR 255) 1. A person must not smoke: a. in a part of an aircraft in which a notice is permanently displayed indicating that smoking is prohibited at all times or without specifying a period during which smoking is prohibited; b. anywhere in an aircraft during take-off, landing or refuelling or during a period: - in which a notice is temporarily displayed indicating that smoking is prohibited; or - which is specified in a permanently displayed notice as a period during which smoking is prohibited. TESTING OF RADIO APPARATUS (CAR 242) • Before an aircraft is taxied on the manoeuvring area of an aerodrome for the purpose of moving to the take-off position, the pilot in command shall check that the radio apparatus fitted to the aircraft and to be used in flight is functioning correctly. • If the check indicates any malfunctioning of any portion of the radio apparatus the aircraft shall not be flown until the apparatus has been certified by a person licensed or approved for the purpose as being in proper working order. LISTENING WATCH (CAR 243) • When an aircraft is equipped with radio apparatus for use during flight, the pilot in command must maintain a listening watch, or must ensure that a listening watch is maintained, at all times commencing immediately prior to the time at which the aircraft commences to move on the manoeuvring area prior to flight and lasting until the aircraft is brought to a stop at the apron or other point of termination of the flight. • Where the means of communication between Air Traffic Control and an aircraft under its control is a voice communication channel, the pilot in command and any other pilot for the time being operating the controls of the aircraft shall personally maintain a listening watch on the appropriate radio frequency. 21 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PRE-FLIGHT SECTION PILOT RESPONSIBILITIES STARTING AND RUNNING OF ENGINES (CAR 230) • A person must not: A. start the engine of an Australian aircraft; or B. permit the engine of an Australian aircraft to be run; except that: • the engine may be started or run while the aircraft is inside or outside Australian territory if the control seat is occupied by an approved person or by a person who may, under CAR Part V, (flight crew licencing) fly the aircraft; or • if the aircraft is an aeroplane that is having maintenance carried out on it, or that is being used for the provision of maintenance training, the engine may be started or run if the control seat is occupied by a person who: A. holds an aircraft maintenance engineer licence, or an airworthiness authority, covering maintenance of the aircraft’s engine; and B. has sufficient knowledge of the aircraft’s controls and systems to ensure the starting or running does not endanger any person or damage the aircraft. MANIPULATION OF PROPELLER (CAR 231) 1. In spite of CAR 225 (pilots at controls page19) and CAR 230 (above) and paragraph 2, the pilot in command of an aircraft which requires an operating crew of only one pilot may manipulate the propeller of the aircraft for the purposes of starting the aircraft if: - assistance is not readily available for that purpose; - adequate provision is made to prevent the aircraft moving forward; and - no person is on board the aircraft. 2. A person who is the holder of the certificate of registration for, or the operator, hirer or pilot in command of, an Australian aircraft must not permit a person to manipulate the propeller of the aircraft to start the engine unless the first-mentioned person is satisfied that the person who is to manipulate the propeller knows the correct starting procedures for the aircraft. AIRCRAFT NOT TO BE TAXIED - EXCEPT BY PILOT (CAR 229) An aircraft shall not be taxied anywhere on an aerodrome by a person other than a licensed pilot whose licence is endorsed for the particular type of aircraft concerned or a person approved by CASA in accordance with the terms and conditions of the approval. 22 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES MOVEMENT ON MANOEUVRING AREA (CAR 246) Immediately prior to take-off, the pilot in command shall manoeuvre the aircraft so that he or she is able to observe traffic on the manoeuvring area of the aerodrome and incoming and outgoing traffic, in order that he or she may avoid collision with other aircraft during the take-off. SAFETY PRECAUTIONS BEFORE TAKE-OFF (CAR 244) Immediately before taking-off on any flight, the pilot in command of an aircraft shall: A. 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; B. ensure that locking and safety devices are removed and that hatches, doors and tank caps are secured; and C. ensure that all external surfaces of the aircraft are completely free from frost and ice. TESTS BEFORE AND DURING THE TAKE-OFF RUN (CAR 245) 1. CASA may give directions specifying the tests to be carried out by the pilot in command of an aircraft before the commencement of, and during, a take-off run in order to be satisfied that the engine and associated items of equipment are functioning correctly within the permissible limits of performance. 2. Before the commencement of, and during, a take-off run, the pilot in command of an aircraft shall: A. carry out all tests required to be carried out in relation to the aircraft as above; B. test all flight instruments, and, in particular, all gyroscopic flight instruments, that it is possible to test so as to ensure that they are functioning correctly; C. ensure that all gyroscopic flight instruments are correctly set and uncaged; and D. perform such checks and tests as are required by the flight manual for, or the operations manual of, the aircraft. 3. If an inspection, check or test made under the above indicates any departure from the permissible limits or any malfunctioning in any particular (not being a departure or malfunctioning that is a permissible unserviceability), the pilot in command shall not commence the take-off or, if the pilot has commenced the take-off, shall abandon the take-off or take such other action as the pilot considers appropriate to ensure the safety of the aircraft and of persons on board the aircraft. 23 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES UNAUTHORISED PERSONS NOT TO MANIPULATE CONTROLS (CAR 228) A person shall not manipulate the controls of an aircraft in flight unless the person is: • the pilot assigned for duty in the aircraft; or • a student pilot assigned for instruction in the aircraft. METEOROLOGICAL CONDITIONS OBSERVED EN ROUTE (CAR 247) • The pilot in command shall report, in the approved form and at such times as requested by a meteorological observer, the meteorological conditions observed en route. • When any meteorological condition, hazardous to flight, is encountered en route, the pilot in command shall report the condition as soon as possible, giving such details as appear pertinent to the safety of other aircraft. NAVIGATION LOGS (CAR 78) • The pilot in command of an aircraft shall keep a log of such navigational data as is required to enable him or her to determine the geographical position of the aircraft at any time while the aircraft is in flight. ACROBATIC FLIGHT (CAR 155) • An aircraft: A. shall not be flown in acrobatic flight at night; B. shall not be flown in acrobatic flight except in V.M.C.; and C. shall not be flown in acrobatic flight of a particular kind unless the certificate of airworthiness of, or the flight manual for, the aircraft specifies that the aircraft may perform that type of acrobatic flight. • For the purposes of the above, straight and steady stalls or turns in which the angle of bank does not exceed 60 degrees shall be deemed NOT to be acrobatic flight. • Except with the permission in writing of CASA, a person shall not engage in acrobatic flight in an aircraft: A. at a height lower than 3,000 feet above the highest point of the terrain, or any obstacle thereon, within a radius of 600 metres of a line extending vertically below the aircraft; or B. over a city, town, populous area, regatta, race meeting or meeting for public games or sports. • Before engaging in acrobatic flight, the pilot of an aircraft shall take such action as is necessary to ensure that: A. any loose articles are removed from the aircraft or made secure in the aircraft; B. all locker and compartment doors of the aircraft are fastened; 24 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES C. the safety harness or seat belt of any vacant seat is made secure so as to avoid the fouling of the controls of the aircraft; D. the dual controls (if any) of the aircraft are removed from the aircraft or rendered inoperative, unless the control seats are occupied in accordance with CAR 226 (page 19) or the dual control seat is vacant; and E. every person in the aircraft is secured with correctly adjusted safety harness or seat belt. FLYING OVER PUBLIC GATHERINGS (CAR 156) • Except with the permission, in writing, of CASA and in accordance with the conditions specified in the permit, an aircraft shall not be flown over any regatta, race meeting or public gathering. • Nothing in the above shall apply to an aircraft passing over a regatta, race meeting or public gathering in the process of: A. arriving at or departing from an aerodrome in the course of its normal navigation for so doing; or B. passing from place to place in the ordinary course of navigation. LOW FLYING (CAR 157) 1. An aircraft must not fly over: A. any city, town or populous area, at a height lower than 1000 feet; or B. any other area at a height lower than 500 feet. 3. A height specified in the above is the height above the highest point of the terrain, and any object on it, within a radius of: A. in the case of an aircraft other than a helicopter—600 metres; or B. in the case of a helicopter—300 metres; from a point on the terrain vertically below the aircraft. 3A. Paragraph 1(A) does not apply in respect of a helicopter flying at a designated altitude within an access lane details of which have been published in the AIP or NOTAMS for use by helicopters arriving at or departing from a specified place. 4. Paragraph 1. (above) does not apply if: A. through stress of weather or any other unavoidable cause it is essential that a lower height be maintained; or B. the aircraft is engaged in private operations or aerial work operations, being operations that require low flying, and the owner or operator of the aircraft has received from CASA either a general permit for all flights or a specific permit for the particular flight to be made at a lower height while engaged in such operations; or 25 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES C. the pilot of the aircraft is engaged in flying training and flies over a part of a flying training area in respect of which low flying is authorised by CASA under CAR 141(1) (Low Flying Training Areas); or D. the pilot of the aircraft is engaged in a baulked approach procedure, or the practice of such procedure under the supervision of a flight instructor or a check pilot; or E. the aircraft is flying in the course of actually taking-off or landing at an aerodrome; or F. the pilot of the aircraft is engaged in: - a search; or - a rescue; or - dropping supplies in a search and rescue operation; or G. the aircraft is a helicopter: - operated by, or for the purposes of, the Australian Federal Police or the police force of a State or Territory; and - engaged in law enforcement operations; or the pilot of the aircraft is engaged in an operation which requires the dropping of packages or other articles or substances in accordance with directions issued by CASA. 600 metres 600 metres 500' 1000' NON-POPULATED AREA LOW FLYING POPULATED AREA 26 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES REPORTING OF DEFECTS (CAR 248) • At the termination of each flight, or in any urgent case, during the currency of the flight, the pilot in command shall report, in the manner and to the persons specified by CASA, all defects in the aircraft, aerodromes, air routes, air route facilities or airway facilities which have come to the pilot’s notice. • Where a defect in the aircraft is reported in accordance with the above paragraph, the operator of the aircraft shall take such action in relation thereto as is required under these Regulations. 27 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 FLIGHT SECTION PILOT RESPONSIBILITIES CAUTION: Over the counter medication may reduce your ability to function properly while flying. ACCIDENTS AND INCIDENTS INTRODUCTION The Safety Investigation Branch (SIB) of the Australian Transport Safety Bureau (ATSB), an agency of the Department of Transport and Regional Services (DOTRS), is responsible to the Minister for the investigation of all civil aircraft accidents and incidents within Australian flight information regions. The postal address for ATSB is: PO Box 967, Civic Square, CANBERRA ACT 2608 Tel: 1800 001 034, or 02-6230 4408 (61-2-6257 4150 if calling from overseas Fax: 02-6247 6434 (61-2-6247 6434 if sending from overseas). The fundamental objective of air safety investigation is the prevention of accidents and incidents. Such investigations aim to determine all the factors involved and to use this information as the basis for enhancing safety in aviation. The results of an investigation may be made known by one or two of the following: • A letter to the persons directly involved • A formal report, or • Published on the ATSB website ( www.atsb.gov.au) and in ATSB publications DEFINITIONS ACCIDENT Broadly stated the definition of an aircraft accident is: "An occurrence associated with the operation of an aircraft in which: • any person suffers death or injury • the aircraft incurs substantial damage or structural failure; or • the aircraft is missing or inaccessible." (Part 2A [S.19AA] of the Air Navigation Act 1920). INCIDENT An occurrence, other than an accident, associated with the operation of an aircraft that affects or could affect the safety of the operation of the aircraft (Part 2A [S.19AC] of the Air Navigation Act 1920). In practice, this definition is broadly interpreted and the incident reporting system accepts any reports, requests, complaints and suggestions which relate to aviation safety. 28 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AIR TRAFFIC OCCURRENCES SECTION PILOT RESPONSIBILITIES NOTIFICATION ACCIDENTS The pilot in command, the owner, the operator and the hirer (if any) are each responsible for ensuring the quick notification of an accident to ATSB is furnished by the quickest means available. A further requirement is that a written report, preferably using the Air Safety Incident Report (ASIR) format, be submitted to ATSB as soon as practicable after the accident. The minimum information required in the report includes: • aircraft make, model and registration; • names of the owner and operator; • full name of the pilot in command; • date and time of the accident; • last point of departure, point of intended landing and nature of the flight; • location of the accident; • number of persons on board and numbers and names of the injured; • nature and cause of the accident, as far as it is known; • description of damage to the aircraft; and • description of the terrain at the accident site in terms of accessibility. Note 1: Immediate notification may be made verbally to the nearest ATS unit or the local police, who in turn will notify ATSB. The written report (ASIR) should be forwarded directly to the ATSB Field Office in the state or territory in which the accident occurred. Note 2: A standard ASIR form may be obtained by contacting ATSB on freecall phone number 1 800 011 034 (Primary Notification Number), or 1 800 020 616 (Information number & Secondary Notification Number). 29 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AIR TRAFFIC OCCURRENCES SECTION PILOT RESPONSIBILITIES 30 INCIDENTS The pilot in command, the owner, the operator and the hirer (if any) are each responsible for ensuring that a written notification of an incident, preferably on an ASIR, is forwarded to ATSB within 48 hours of the incident. BIRD STRIKE Bird Strike is a collision between a bird, or a number of birds, and an aircraft. All bird strikes in Australia are incidents under Part 2A (S19AC) of the Air Navigation Act 1920. The reporting of a bird strike, including a “near miss” or a hazardous situation, is mandatory, preferably using an ASIR. INVESTIGATION The investigator of an accident or incident is empowered to demand such evidence, documents and components as is required (see Para 2A (Division 3) of the Air Navigation Act 1920). Copies of flight plans, logs and briefing documents should be retained by the pilot for 14 days after a flight in case they may be required by the investigator. CUSTODY When an accident occurs, the aircraft is deemed to come into the custody of the Director of ATSB and it must not be removed or interfered with except with the permission of the Director or authorised representative (Part 2A (Division 7) (of the Air Navigation Act 1920). However, under Part 2A (Division 7) of the Air Navigation Act, the extrication of persons, animals or mails is permissible. Further, rescuers are permitted to take such action as is necessary, to…’protect the wreckage from further damage, and to prevent danger to aircraft , other transport and the public’. Goods and baggage may only be removed from the wreckage under the supervision of the police or other authorised officer. Additionally, on the case of an aircraft which has come from outside Australia, the consent of a Customs Officer is required. On completion of the investigation of an accident, the aircraft will be released to the owner. 30 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AIR TRAFFIC OCCURRENCES SECTION PILOT RESPONSIBILITIES INTRODUCTION (AIP GEN 3.4) The communication procedures, phraseologies and requirements contained in this section have been selected to harmonise with ICAO, and international practices where applicable. Additional phrases to supplement where ICAO is silent have also been included. Primary reference documents on radiotelephony are ICAO Doc 4444, Doc 9432, and Annex 10. ATS and pilots should refer to these documents to obtain additional information as necessary. Only procedures appropriate to Australia and commonly used phrases are contained in this section. Use of standard phrases for radio telephony communication between aircraft and ground stations is essential to avoid misunderstanding the intent of messages and to reduce the time required for communication. Phraseologies contained in this section are generic, and, although primarily reflecting a controlled airspace environment, pilots operating OCTA should use these generic phrases unless specific OCTA phrases are shown. Where circumstances warrant, and no phraseology is available, clear and concise plain language should be used to indicate intentions. LANGUAGE English language must be used for all air-ground RTF communications within Australian FIRs unless use of an alternative language has been arranged with ATS prior to any specific flight. 31 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION RADIO TELEPHONY PROCEDURES SYMBOL AND PARENTHESES Words in parentheses “()” indicate that specific information, such as a level, a place, or a time, etc., must be inserted to complete the phrase, or alternatively, that optional phrases may be used. Words in square parentheses “[]” indicate optional additional words or information that may be necessary in specific instances. The following symbols indicate phraseologies which may differ from those used in an international aviation environment, but are necessitated by Australian requirements. Unique to Australia (ICAO Silent) Military Specific Phraseologies Phraseologies show the text of message components without callsigns. They are not intended to be exhaustive, and when circumstances differ, pilots, ATS, Air Defence personnel, and other ground personnel will be expected to use appropriate subsidiary phraseologies which should be clear, concise and designed to avoid any possible confusion. For convenience the phraseologies are grouped according to types of air traffic service. However, users should be familiar with and use, as necessary, phraseologies from groups other than those referring specifically to the type of air traffic service being provided. All phraseologies must be used in conjunction with callsigns (aircraft, ground vehicle, ATC or other) as appropriate. Phraseologies for the movement of vehicles, other than tow-tractors on the manoeuvring area, are not listed separately as the phraseology associated with the movement of aircraft is applicable. The exception is for taxi instructions, in which case the word “PROCEED” will be substituted for the word “TAXI” when ATC communicates with vehicles. 32 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION RADIO TELEPHONY PROCEDURES TRANSMISSION FORMAT When initiating a transmission to ATS, pilots will commence the transmission with the callsign of the unit being addressed followed by the aircraft callsign. A read-back of an ATS message will be terminated with the aircraft’s callsign. READ-BACK INFORMATION For other than a route clearance as indicated below, the key elements of clearances, instructions or information must be read back ensuring sufficient details as included to clearly indicate compliance. The following clearances, instructions and information will be read back; • an ATC route clearance in its entirety, and any amendments; Note: as minimum, the accuracy of a route clearance read-back shall be confirmed by ATS transmitting the aircraft’s callsign. • en route holding instructions; • any holding point specified in a taxi clearance; • any clearances or instructions to hold short of, enter, land on, take off on, or backtrack on any runway; • any LAHSO instructions; • assigned runway, altimeter settings directed to specific aircraft, SSR codes, radio and radio navigation aid frequency instructions; Note: An “expectation” of the runway to be used is not to be read back. • Level instructions, direction of turn, heading and speed instructions. Note: Reported level figures of an aircraft should be preceded by the words “FLIGHT LEVEL” when related to standard pressure and may be followed by the word “FEET” when related to QNH. 33 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION RADIO TELEPHONY PROCEDURES CONDITIONAL CLEARANCES Phrases such as “behind landing aircraft” or “after departing aircraft”, will only be used for movements affecting the active runway(s) when the aircraft or vehicles concerned are seen by the appropriate controller, pilot or vehicle driver. In all cases, a conditional clearance will be given in the following order and consist of: • identification; • the condition (specify); and • the clearance, eg: ATS: “ (aircraft callsign)CESSNA ON SHORT FINAL, BEHIND THAT AIRCRAFT LINE UP” Pilot: “BEHIND THE CESSNA LINING UP (aircraft callsign)” Note: This implies the need for the aircraft receiving the conditional clearance to identify the aircraft or vehicle causing the conditional clearance. ROUTE TERMINOLOGY The phrase “FLIGHT PLANNED ROUTE” may be used to describe any route or portion thereof that is identical to that filed in the flight notification and sufficient routing details are given to definitely establish the aircraft on its route. AMENDED ROUTE OR LEVEL Whenever a situation arises whereby an aircraft is assigned a route and/or level other than that expected according to the flight notification and any subsequent revisions requested by the pilot, ATS should prefix the route and/or level information with the term “AMENDED” to alert the pilot that the information and/or clearance are other than may be expected, eg: • ATS: (aircraft callsign) CLIMB TO AMENDED LEVEL SIX THOUSAND, FIVE HUNDRED” Pilot: “CLIMB TO AMENDED LEVEL SIX THOUSAND, FIVE HUNDRED (aircraft callsign). • ATS: “(aircraft callsign) RECLEARED TO ADELAIDE AMENDED ROUTE (amended route details and level)” Pilot: “RECLEARED TO ADELAIDE AMENDED ROUTE (amended route details and level) (aircraft callsign)”. 34 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CONDITIONAL CLEARANCES SECTION RADIO TELEPHONY PROCEDURES PHONETIC ALPHABET Radiotelephony pronunciation of the Phonetic Alphabet shall be as follows: NUMERALS Radiotelephony pronunciation of numbers shall be in the phonetic form as follows: DECIMAL DAY SEE MAL HUNDRED HUN dred THOUSAND TOU SAND 1 WUN 6 SIX 3 TREE 8 AIT 2 TOO 7 SEV en 4 FOW er 9 NIN er 0 ZE-RO 5 FIFE M MIKE MIKE Z ZULU ZOO loo B BRAVO BRAH voh O OSS cah OSCAR D DELTA DELL tah Q keh BECK QUEBEC C CHAR lee CHARLIE P PAPA pah PAH E ECK ho ECHO R ROMEO ROW me oh F FOXTROT FOKS trot S SIERRA see AIR rah H HOTEL hoh TELL U YOU nee form UNIFORM J JULIETT JEW lee ETT W WISS key WHISKY L LIMA LEE mah Y YANG key YANKEE G GOLF GOLF T TANGO TANG go I IN dee A INDIA V VICTOR VIK tah K KEY loh KILO X X-RAY ECKS ray A ALPHA AL fah N NOVEMBER no VEM ber 35 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PHONETIC ALPHABET SECTION RADIO TELEPHONY PROCEDURES TRANSMISSION OF NUMBERS All numbers used in the transmission of altitude, cloud height, visibility and runway visual range (RVR) information, which contain whole hundreds and whole thousands, must be transmitted by pronouncing each digit in the numbers of hundreds or thousands followed by the word HUNDRED or THOUSAND as appropriate, eg: ALTITUDES • 800 “EIGHT HUNDRED” • 1,500 “ONE THOUSAND FIVE HUNDRED” • 6,715 “SIX SEVEN ONE FIVE” • 10,000 “ONE ZERO THOUSAND” CLOUD HEIGHT • 2,200 “TWO THOUSAND TWO HUNDRED” • 4,300 “FOUR THOUSAND THREE HUNDRED” VISIBILITY • 200 “TWO HUNDRED” • 1,500 “ONE THOUSAND FIVE HUNDRED” • 3,000 “THREE THOUSAND” RUNWAY VISUAL RANGE • 700 “SEVEN HUNDRED” All other numbers must be transmitted by pronouncing each digit separately, eg: FLIGHT LEVELS • FL 180 “FLIGHT LEVEL ONE EIGHT ZERO” • FL 200 “FLIGHT LEVEL TWO ZERO ZERO” HEADINGS • 150 “ONE FIVE ZERO” • 080 “ZERO EIGHT ZERO” • 300 “THREE ZERO ZERO” WIND DIRECTION • 020° “ZERO TWO ZERO DEGREES” • 100° “ONE ZERO ZERO DEGREES” • 210° “TWO ONE ZERO DEGREES” 36 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 TRANSMISSION OF NUMBERS SECTION RADIO TELEPHONY PROCEDURES WIND SPEEDS • 70KT “SEVEN ZERO KNOTS” • 18KT, gusting 30 “ONE EIGHT KNOTS GUSTING THREE ZERO” MACH NUMBER • 0.84 “DECIMAL EIGHT FOUR” ALTIMETER SETTING • 1000 “ONE ZERO ZERO ZERO” • 1027 “ONE ZERO TWO SEVEN” Note: For the transmission of numbers in aircraft callsigns, refer to “FLIGHT NUMBER CALLSIGNS” (on page 39) STANDARD WORDS AND PHRASES The following words and phrases are to be used in radiotelephony communications, as appropriate, and have the meaning given: ACKNOWLEDGE Let me know that you have received and understood the message. AFFIRM Yes. APPROVED Permission for proposed action granted. BREAK I hereby indicate the separation between portions of the message (to be used where there is no clear distinction between the text and other portions of the message). BREAK BREAK I hereby indicate separation between messages transmitted to different aircraft in a very busy environment. CANCEL Annul the previously transmitted clearance. CHECK Examine a system or procedure (no answer is normally expected). CLEARED Authorised to proceed under the conditions specified. 37 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 STANDARD WORDS AND PHRASES SECTION RADIO TELEPHONY PROCEDURES CONFIRM Have you correctly received the following…? or Did you correctly receive this message? CONTACT Establish radio contact with… CORRECT That is correct CORRECTION An error has been made in this transmission (or message indicated) the correct version is… DISREGARD Consider that transmission as not sent. GO AHEAD Proceed with your message. HOW DO YOU READ What is the readability of my transmission? The readability scale is: 1. Unreadable 2. Readable now and then 3. Readable but with difficulty 4. Readable 5. Perfectly readable I SAY AGAIN I repeat for clarity or emphasis. MONITOR Listen out on (frequency). NEGATIVE “No” or “Permission is not granted” or “That is not correct” OVER My transmission is ended and I expect a response from you (not normally used in VHF communication). OUT My transmission is ended and I expect no response from you (not normally used in VHF communication). 38 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 STANDARD WORDS AND PHRASES SECTION RADIO TELEPHONY PROCEDURES READ BACK Repeat all, or the specified part, of this message back to me exactly as received. RECLEARED A change has been made to your last clearance and this new clearance supersedes your previous clearance or part thereof. REPORT Pass me the following information. REQUEST I should like to know or I wish to obtain. ROGER I have received all of your last transmission (under NO circumstances to be used in reply to a question requiring READ BACK or a direct answer in the affirmative or negative). SAY AGAIN Repeat all or the following part of your last transmission. SPEAK SLOWER Reduce your rate of speech. STANDBY Wait and I will call you. VERIFY Check and confirm with originator. WILCO I understand your message and will comply with it. WORDS TWICE • as a request: Communication is difficult. Please send every word or group of words twice. • as information: Since communication is difficult every word or group of words in this message will be sent twice. 39 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 STANDARD WORDS AND PHRASES SECTION RADIO TELEPHONY PROCEDURES GROUND STATION CALLSIGNS ATS CALLSIGNS ATS units are identified by the name of the location followed by the service available as follows: CENTRE En Route area control, including RIS and FIS. APPROACH Approach control where provided as a separate function. DEPARTURES Departure control where provided as a separate function. FINAL/DIRECTOR Radar control providing vectors onto final approach TOWER Aerodrome control or aerodrome and approach control where these services are provided from an aerodrome control tower, eg Coffs Harbour. GROUND Surface Movement Control. CLEARANCE DELIVERY Clearance delivery to departing aircraft. (NAME OF UNIT) Flight Service (eg MELBOURNE) FLIGHTWATCH Flight Information Service. The name of the location or the service may be omitted provided that satisfactory communication has been established. 40 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GROUND STATION CALLSIGNS SECTION RADIO TELEPHONY PROCEDURES AIRCRAFT CALLSIGNS Improper use of callsigns can result in pilots executing a clearance intended for another aircraft. Callsigns should never be abbreviated on an initial contact or at any time when other aircraft callsigns have similar numbers/sounds or identical letters/numbers. eg: CHARLIE WHISKY ZULU - WHISKY CHARLIE ZULU. Pilots must be certain that aircraft identification is complete and clearly identified before taking action on an ATC clearance. ATS will not abbreviate callsigns of air carrier or other civil aircraft having authorised callsigns. ATS may initiate abbreviated callsigns of other aircraft by using the prefix and the last three digits/letters of the aircraft identification after communications are established. The pilot may use the abbreviated callsign in subsequent contact with ATS. When aware of similar/ identical callsigns, ATS will take action to minimise errors by; • emphasising certain numbers/letters • repeating the entire callsign • repeating the prefix, or • asking pilots to use a different callsign temporarily. Pilots should use the phrase “VERIFY CLEARANCE FOR (complete callsign)” if doubt exists concerning proper identity. Civil aircraft pilots may state the aircraft type , model or manufacturer’s name, followed by the digits/letters of the registration number, eg: Bonanza CHARLIE ALPHA ECHO Cherokee ALPHA BRAVO CHARLIE. 41 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CALLSIGNS SECTION RADIO TELEPHONY PROCEDURES FLIGHT NUMBER CALLSIGNS - USING GROUP FORM Approved RPT operators using Flight numbers callsigns and aircraft having registrations with numbers should use the “group form” when transmitting the callsign/flight number. “Group form” is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit . The use of “group form” may be negated by four digit identifiers or placement of zeros in the identifier. Pilots and ATS should be aware that the preference to use “group form” does not invalidate any transmissions made in conventional formats. However, to retain the integrity in the communication between ATS and operators, the identification format used should be consistent. A pilot not using “group form” in establishing communication, but subsequently addressed by ATS in this format, should adopt the use of “group form” for the remainder of the flight in Australian airspace, eg: QFA 452 “QANTAS FOUR FIFTY TWO” AAA 100 “ANSETT ONE HUNDRED” KDA 1315 “KENDALL THIRTEEN FIFTEEN” SSQ 101 “SUNSTATE ONE ZERO ONE” There is no additional abbreviated form when using Flight Number callsigns. The airline designator and all numerics of the callsign must be pronounced. Whenever an ATS officer considers that callsign confusion is a possibility, that officer may elect to use conventional formats on either (or all) aircraft involved, or amend the callsign to include a suffix for the duration that the aircraft concerned are on the same ATS frequency. 42 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CALLSIGNS SECTION RADIO TELEPHONY PROCEDURES CALLSIGNS - FULL AND ABBREVIATED FORMATS 1. Full radiotelephony callsigns must be used when initially establishing two way communication. Thereafter, and only after being initiated by ATS, callsigns may be abbreviated in accordance with paragraphs below. 2. Aircraft radiotelephony callsigns must be in one of the following forms: A. the characters corresponding to the registration marking of the aircraft: or B. the telephony designator of the aircraft operating agency, followed by the last three characters of the registration marking of the aircraft; or C. the approved telephony designator of the aircraft operating agency, followed by the flight number. Note: The name of the aircraft manufacturer or aircraft model may be used as a radiotelephony prefix in lieu of sub-para A (above). 3. Aircraft callsigns, as described in paragraph 2 may be abbreviated as follows: • Sub-paragraph 2a-the first character of the registration and at least two characters of the callsign • Sub-paragraph 2b-the telephony designator of the aircraft operating agency, followed by at least two characters of the registration marking. • Sub-paragraph 2c-no abbreviated form Australian registered aircraft operating within the Australian FIR will use the abbreviated form consisting of the last three characters of the registration unless conforming with an alternative approved format, eg: VH-DFL DELTA FOXTROT LIMA Foreign registered aircraft operating within the Australian FIR will use the abbreviated form consisting of the first character and last three characters of the registration unless conforming with an alternative approved format, eg: N35826 NOVEMBER EIGHT TWO SIX The prefix “HELICOPTER” before the callsign must be used by rotary wing aircraft when first establishing contact on any frequency, eg: VH-BFK HELICOPTER BRAVO FOXTROT KILO. GROUND VEHICLES Ground vehicles shall be identified by the type; eg, car, truck, tractor, tug etc or an ATS approved format, followed by the assigned vehicle number spoken in group form. Eg: TRUCK 12 “TRUCK TWELVE” CAR 23 “CAR TWENTY THREE” 43 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CALLSIGNS SECTION RADIO TELEPHONY PROCEDURES 44 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 SARTIME& SARWATCH SECTION PHRASES SARTIME (AIP GEN 3.4-27) Circumstances Phraseologies *Denotes pilot transmission 1. SARTIME advice •a.* SARTIME FOR DEPARTURE (or ARRIVAL) [location] (time) 2. Flight & Arrival Reports •a.* (position/location) CANCEL form of acknowledgement for SAR SARTIME cancellation •b. (position/location) SARTIME CANCELLED 3. TBA SARTIME •a.* SARTIME FLIGHT PLAN nominating a SARTIME when flight •b. STAND BY or GO AHEAD notification indicated TBA •c. SARTIME FOR ARRIVAL (destination aerodrome) IS (SARTIME to replace TBA) or SARTIME FOR DEPARTURE (destination aerodrome) IS (SARTIME to replace TBA) 4. AMENDING SARTIME •a.* SARTIME FLIGHT PLAN amending a previously AMENDMENT notified SARTIME •b. STAND BY or GO AHEAD •c. AMENDED SARTIME IS (new SARTIME) TO (unit to which arrival will be reported) if the unit by which arrival will be reported is •d. INSTEAD OF (unit previously notified) different from that previously notified SARWATCH (AIP GEN 3.4-28) Circumstances Phraseologies *Denotes pilot transmission 1. Departure Reports •a.* AIRBORNE (location) to initiate a SARWATCH when communication on the grounds is not available 1. Flight & Arrival reports •a.* (position) CANCEL SARWATCH [ADVICE (unit) if appropriate] •b. SARWATCH CANCELLED [WILCO (unit)] form of acknowledgement to CANCEL SARWATCH •c. [location] SARWATCH TERMINATED when the ATS unit accepting the arrival •d. RODGER (identity of the unit report is other than the unit addressed aknowledged) GENERAL PHRASES (AIP GEN 3.4-28/29) Circumstances Phraseologies *Denotes pilot transmission 1. Description of levels a. flight level (number) or (subsequently referred to as “(level)”) b. (number)[feet] 2. LEVEL CHANGES AND RATES a. climb (or descend) followed as necessary by ; i. to (level) when there is an expectation that the ii. to and maintain (level) aircraft will maintain the level or to iii. to reach (level) at (or by) (time eliminate confusion, the instruction or significant point) “AND MAINTAIN” shall be included IV. report leaving (or reaching or passing or approaching) (level) V. at (number) feet per minute [minimum (or maximum)] when rate is required to be in VI. at standard rate accordance with “STANDARD RATE” specifications b. step climb (or descent) (aircraft identification) above (or beneath) you c. request level change from (name of unit) at (time or significant point) d. stop climb (or descent) at (level) e. continue climb (or descent) to [and maintain](level) f. expedite climb (or descent) [until passing (level)] g. expect climb (or descent) at (time or location) pilot requesting a change of level h.* request climb (or descent) [at (time or location)][to (level)] i. immediately to require action at a specific time j. after passing (significant point) or place k. at (time or significant point) 45 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES to require action when convenient l. when ready (instruction) when a pilot is unable to comply m. *unable to comply with a clearance or instruction when a pilot is assigned and •n. maintain separation with (or pass required to maintain separation behind or follow) (aircraft type or or with a sighted aircraft identification)[instructions or restriction] 3. Maintenance of Specified levels a. maintain (level) [to (significant Note : The term “MAINTAIN” must point)][condition] not be used in lieu of “DESCEND”or “CLIMB” when instructing an aircraft to change level •a. *request block level 4. Use of Block Levels (level) to (level) •b. cleared block (level) to (level) cancelling block level clearance •c. cancel block clearance climb (or descend) to and maintain (level) 5. Specification of Cruising Levels a. cross (significant point) at (or above, or below) (level) b. cross (significant point) at (time) or later (or before) at (level) c. cruise climb between (levels) (or above) (level) 46 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Frequency Management Circumstances Phraseologies *Denotes pilot transmission 1. Transfer of Control and/or Frequency a. contact (unit callsign) (frequency) Change Note: An aircraft may be requested to b. *(frequency) “STANDBY” on a frequency when the intention is that the ATS unit will initiate c. at (or over) (time or place) communication, and to “MONITOR” contact (unit callsign) a frequency when information is being (frequency) broadcast thereon. d. if no contact (instructions) e. *request change to (frequency) (service) f. frequency change approved g. monitor (unit callsign) (frequency) h. *monitoring (frequency) i. remain this frequency an IFR pilot changing to the MBZ j. *changing to (location) frequency or CTAF MBZ [or CTAF] (frequency) when a pilot/ATC broadcasts general k. *all stations (appropriate information information) When a pilot broadcasts location specific l. *all stations (location) (information) general information (location) 2. Flights Contacting Approach Control not radar identified or procedural tower •a *(distance) miles [DME] [radial )VOR radial) or (compass quadrant from aerodrome, eg: south/south east, etc)] followed as necessary by: i. maintaining (or descending) to (level) if visual approach can be made ii. visual 47 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3.Change of Callsign to instruct an aircraft to change a. change your callsign to (new callsign callsign) [until further advised] to advise an aircraft to revert to the b. revert to flight plan callsign callsign indicated in the flight (callsign)[ at (significant point)] notification to ATS. 4. After landing a. contact ground [frequency] b. when vacated contact ground [frequency] Traffic Information Circumstances Phraseologies *Denotes pilot transmission 1. Traffic Information pilot request for traffic information a.*request traffic to pass traffic information •b. no reported [IFR] traffic c. [IFR]traffic (relevant information) [report sighting] d. [additional][IFR] traffic (direction) (nth,sth,east,west) bound (type of aircraft) (level) estimated (or over) (significant point) at (time) to acknowledge traffic e. *looking information f. *traffic in sight g. *negative contact [reasons] interception of relevant traffic h. *copied (callsign of traffic information transmitted by other intercepted) aircraft or ATS facility 2. Advice of Military Aircraft Conducting a. abrupt vertical manoeuvres Abrupt Vertical Manoeuvres at (position) up to (level) 3. Advice of Military Low Jet Operations a. military low jet operations Known to be taking Place (relevant information) 48 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Meteorological Information Circumstances Phraseologies *Denotes pilot transmission 1. Meteorological Conditions a. wind (number) degrees (number) Note: Wind is always expressed by giving (units) the mean direction and speed and any b. wind at (height/altitude/flight level) significant variations. (number) (units) DEGREES c. visibility (distance) [direction] d. runway visual range (or RVR) [runway (number)] (distance) e. present weather (details) f. cloud (amount, [type] and height of base) (or sky clear) Note: CAVOK pronounced CAV-O-KAY g. CAVOK h. temperature [minus] (number) (and/or dewpoint [minus] (number)) i. QNH (number) [units] j. moderate (or severe) icing (or turbulence) [in cloud] (area) unless responding to a request for k. report flight conditions turbulence or icing information •l.* IMC (or VMC) Reports and Information Circumstances Phraseologies *Denotes pilot transmission 1. Additional Reports a. report passing (significant point) to request a report at a specified b. report [GPS] (distance) from place or distance (name of DME station) DME (or reference point) c. report passing (three digits) radial (name of VOR) VOR to request a report of present position d. report distance from (significant point) e. report distance from (name of DME station) DME when descending a non-DME equipped f. report passing control area aircraft to LSALT above CTA steps steps for further descent the pilot will give this only when •g.*inside (distance of a CTA step as satisfied that the CTA step has been shown on ERC) passed, allowing for navigational miles tolerances. 49 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3. Aerodrome Information a. runway (number) (condition) b. landing surface (condition) c. caution (work in progress) (obstruction)(position and any necessary advice) d. braking action reported by (aircraft type) at (time) good (or medium, or poor) e. runway (or taxiway) wet [or damp, water patches, flooded (depth)] 4. Information to Aircraft a.caution Wake turbulence i. wake turbulence Jet blast on apron or taxiway ii. jet blast Propeller-driven aircraft slipstream iii.slipstream Helicopter downwash iv.downwash 5. Pilot initiated Waiver or Wake a.*accept waiver Turbulence Separation Standards Clearances Circumstances Phraseologies *Denotes pilot transmission 1. Clearances a. *request clearance where the clearance is relayed by a b. (name of unit) clears third party eg pilot/FS (ATC excepted) (aircraft identification) c. cleared to d. recleared (amended clearance details) when subsequent restrictions/requirements e. further requirement are imposed in addition to previous restrictions/requirements to be complied with. f. [re]enter control area (or zone) [via (significant point)] at (level) [at (time)] g. leave control area (or zone) at (level)(or climbing or descending) h. join (specify) at (significant point) at (level) [at (time)] 50 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 2. Indication of Route and a. from (place) to (place) Clearance Limit b. to (place) followed as necessary by: i. direct ii. via (route and/or reporting points) iii. via flight planned route iv. via (distance) arc (direction) of (name of DME station) DME c. (level or route) not available due (reason) alternative is/are (levels or routes) advise issuing a specific clearance limit •d. clearance limit (place/aid) Issuing a SID •e. (identifier) departure when pilot requests, or ATC •f. expect visual departure anticipated, a visual departure in lieu of a SID 3. When a Clearance Has been Cancelled a. cancel clearance •b. cancel clearance 4. Requesting Clearance when notification of flight details •a *flight details [inbound or had not been submitted to ATS for (departure or transit)] flight details to be passed after •b. *(aircraft type)(position)(route in ATS response controlled airspace and next estimate)(preferred level) If clearance cannot be issued •c. expect clearance at (time or immediately (upon request) place) if giving warning of clearance •d.*expect clearance request requirement (aircraft type) VFR (if appropriate) for (destination) via (point outside controlled airspace at which clearance will be requested) estimate (estimate at destination) at (altitude proposed for enter to controlled airspace). 51 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Approach and Area Control Services Circumstances Phraseologies *Denotes pilot transmission 1.Departure instructions a track (three digits) degrees [magnetic] to (or from) (significant point) [until (time) (or reaching) (fix or significant point or level)] 2. Approach Instructions •a. cleared DME (or GPS) arrival [sector (identifying letter of the sector)] b. *request [straight-in] (type of approach) approach [runway (number)] c. cleared (type of approach) approach [runway (number)] d. commence approach at (time) Where a temporary level restriction is e. track via (type of approach) to be imposed. (Application to civilian approach [runway (number)]not aircraft only during practice approaches below (level) in VMC, and to military aircraft) Pilot to advise when able to conduct f. report visual a visual approach g. report runway [lights] in sight h. report (significant point) [outbound or inbound] Visual approach by night i. when established (position) cleared for visual approach 52 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3. Holding instructions Visual a. hold visual [over] (position) Published holding procedure over a b. hold at (waypoint, facility Waypoint, facility or fix or fix)(level) expect approach (or further clearance) at (time) When pilot required an oral description c. *request holding instructions of holding procedure based on a facility ATC response d. hold at (waypoint, facility or fix) (callsign and frequency, if necessary) (level) inbound track (three digits) degrees right (or left) hand pattern, outbound time (number) minutes (additional instructions, if necessary) e. hold on the (three digits) radial of the (name) VOR/TACAN (callsign and frequency, if necessary) at (distance) and (distance) DME (level) inbound track (three digits) degrees right (or left) hand pattern (additional instructions, if necessary) 4. Expected Approach Time a. no delays expected b. expected approach time (time) Vicinity of the Aerodrome Circumstances Phraseologies *Denotes pilot transmission 1. Identification of Aircraft a. SHOW LANDING LIGHT 2. Acknowledgment by a. acknowledge by moving ailerons Visual Means (or rudder) b. acknowledge by rocking wings c. acknowledge by flashing landing lights 53 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Starting and Initial Clearance Issue Circumstances Phraseologies *Denotes pilot transmission 1. Starting Procedures to request permission to start a. *[aircraft location] request start engines b. *[aircraft location] request start information (ATIS identification) ATC response c. start approved d. start at (time) e. expect start at (time) f. expect departure (time) start at own discretion 2. When Clearance Delivery is in •a. *(flight number, if any) to Operation (aerodrome of first intended landing), request clearance if runway other than runway b. * require runway (number) nominated is required 3. To request Aerodrome data for Departure When no ATIS broadcast is available a. *request departure information b. runway (number), wind (direction and speed), QNH (detail) temperature (detail) [visibility for take-off (detail) (or RVR) (detail)] 54 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Taxi Procedure Circumstances Phraseologies *Denotes pilot transmission 1. Taxi procedures for departure at a controlled a. *[flight number][aircraft type] aerodrome [wake turbulence category if “heavy”][POB} received (ATIS identification) [squawk (SSR code) [aircraft location][flight rules, if IFR][to (aerodrome of destination)] request taxi [intentions] for departure at a non-controlled aerodrome b. all stations (location) (aircraft type) [POB] [IFR (if operating IFR)] taxiing (location) for (destination or intentions) runway (number) where detailed taxi instructions are c. *[aircraft type][wake turbulence required category if “heavy”] request detailed taxi instructions d. taxi via (specific routine to be followed) to holding point [identifier][runway (number)][time (minutes)] e. *holding point (identifier), runway (number) where aerodrome information is not f. taxi to holding point available from an alternative source [identifier] (followed by aerodrome such as ATIS information as applicable) [time (minutes)] g. holding point (identifier) for arrival at a controlled aerodrome h. *(aircraft callsign) [parking area or bay number] i. taxi to [terminal or other location; eg general aviation area] [stand (number)] 55 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Taxi Procedure Circumstances Phraseologies *Denotes pilot transmission 2. Intersection Departures When a pilot requests an intersection a. *request intersection departure departure from (taxiway identifier) b. intersection departure approved hold short of (position) When a pilot is offered an intersection •c. intersection departure departure available from (position) (distance) remaining (if this information is not readily available to the pilot) hold short (position) 3. Specific routing a. take (or turn ) first (or second) left (or right) b. taxi via (identification of taxiway) c. taxi via runway (number) 4. Manoeuvring on Aerodrome a. *request backtrack b. backtrack approved c. backtrack runway (number) General d. *[aircraft location] request taxi to (destination on aerodrome) e. taxi straight ahead f. taxi with caution (reason) g. give way to (description of other aircraft or vehicle h. *giving way to (traffic) i. taxi into holding bay j. follow (description of other aircraft or vehicle) k. vacate runway Note: The pilot must, when requested, l. *runway vacated report “RUNWAY VACATED” when m. expedite taxi [reason] the aircraft is well clear of the runway n. *expediting 56 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Aerodrome Movements Circumstances Phraseologies *Denotes pilot transmission 1. Holding a. hold (direction) of (position, runway Note: The procedure words ROGER number, etc) and WILCO are insufficient b. hold position acknowledgment of the instructions c. hold short of (position) HOLD, HOLD POSITION and HOLD SHORT d. *holding OF (position). In each case, the e. *holding short acknowledgment must be the phraseology HOLDING or HOLDING SHORT, as appropriate. 2. To Cross a Runway a. *request cross runway Note: If the Control tower is unable (number) to see the crossing aircraft (eg. night, b. cross runway (number) low visibility etc) the instruction should [report vacated] always accompanied by a request to c. *crossing runway (number) report when the aircraft has vacated d. expedite crossing runway and is clear of the runway. (number) traffic (aircraft type) (distance) miles final Runway Operations Note: The runway should be stated when the caller wishes to emphasise, on frequency, the runway to be occupied, or there is the possibility of confusion during multiple runway operations. Circumstances Phraseologies *Denotes pilot transmission 1. Preparation for Take-Off a. report when ready [for departure] b. are you ready for immediate *departure? c. *ready if unable to issue take-off clearance d. wait [reason] 57 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 2. Clearance To Enter Runway and Await Take-Off When the pilot desires to enter the a. *request line-up [require runway and assume take-off position (required number of seconds delays for checks before departure in lined-up position before departure) seconds on runway] b. line up [and wait][runway (number)][be ready for immediate departure] Conditional clearances c. (condition) line up [runway (number)] Acknowledgment of a conditional d. *(condition) lining up [runway clearance (number)] 3. Take-off clearance a. cleared for take-off [report airborne] when there is a possibility of confusion b. runway (number) cleared for take-off when take-off clearance has not been c. take off immediately or complied with. vacate runway d. take off immediately or hold short of the runway. When LAHSO are in use e. *(aircraft type) landing on crossing runway will hold short - runway (number) cleared for take-off when a radar SID has been issued f. assigned heading right (or left) (three digits) (plus any altitude restriction) [runway (number)] cleared for take-off *g. left (or right) (three digits) (plus any altitude restriction) runway (number) cleared for take-off When a radar SID has been issued •h. assigned heading (degrees) with a heading which approximates the cleared for take-off runway bearing (rounded off to the •i. *heading (three digits) cleared nearest 5°) the instruction will not for take-off include a direction of turn 58 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 4. Take-off Clearance Cancellation a. hold position, cancel, I say again cancel take-off (reason) b. *holding to stop a take-off in emergency c. stop immediately (repeat aircraft conditions callsign) stop immediately d. *stopping runway (number) After Take-off Note: All “level” reports to Radar must be to the nearest 100FT. Circumstances Phraseologies *Denotes pilot transmission 1. Tracking After Take-Off a. *request right (or left) turn [when airborne] b. left (or right) turn approved c. after passing (level)(instructions) heading to be followed d. continue on (magnetic direction of runway) (instructions) when a specific track is to e. track (magnetic direction of be followed runway)(instructions) f. climb straight ahead (instructions) 2. Airborne Report - Radar unrestricted turn to track a. *turning left (or right) passing (level) (climbing to (level) Heading specified by ATC b. *turning left (or right) (three digits) passing (level) climbing to (level)or c. *maintaining runway heading passing (level) climbing to (level) Confirmation of an assigned Radar d. assigned heading left SID heading when established contact (or right)(three digits) passing with ATC and unable to execute turn (level) climbing to (level) immediately due to procedural requirements When assigned heading approximates e. *heading (three digits) passing runway bearing (level) climbing to (level) 59 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3. Departure Report - Non-radar a. *departed (time) tracking when notifying departure report to (track being flown)[from a control tower (reference aid used to establish track) or via SID (identifier)] climbing to (level) estimating (first reporting point at (time)or Contacting non-radar unit other than b. departed (location) (time in departure aerodrome minutes) tracking [to intercept] (track) climbing to (level) estimating (first reporting point at (time) 4. Departure Reports Departing an uncontrolled aerodrome a. *departed (location)(time in minutes) tracking (three digits) climbing to (intended level) estimating (first reporting point) at (time);or b. *departed (location)(time in minutes) tracking to intercept (track) climbing to (intended level) estimating (first reporting point) at (time). Arrival at Aerodrome Circumstances Phraseologies *Denotes pilot transmission 1. Entering an Aerodrome Traffic Circuit a *[aircraft type] (position) (level) (intentions) When ATIS Information is available b. *[aircraft type[(position)(level) information (ATIS identification)(intentions) c. join (instruction) runway (number) QNH (detail)[traffic (detail)[track (requirements) 2. In the Circuit a. *(position in circuit, eg downwind/final) b. number (sequence number) follow (aircraft type and position)[additional instructions if required] c. *base (or crosswind) d. *final (or long final) Nearing position at which approach e. *short final must be aborted of not cleared to land 60 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3. Approach Instructions a. make short approach Note: The report “LONG FINAL” is made b. make long approach when aircraft turn on to final approach (or extend downwind) at a distance greater than 4NM from c. report base (or final or touchdown or when an aircraft on a long final) straight-in approach is 8NM from d. continue approach touchdown. In both a report, “FINAL” is required at 4NM from touchdown. 4. Landing a. cleared to land (or touch and go) Multiple runway operations b. runway (number) cleared to land (or touch and go) Where the aircraft cannot be sighted •c. [runway (number)] not in by ATC sight - cleared to land Pilot requesting option for touch and •d. *(position in circuit) request go, full stop, stop and go, or overshoot the option Advising the pilot the option to touch e. [runway (number) cleared and go, full stop, stop and go, or for the option overshoot f. make full stop When runway is occupied an ATC g. at the minima go around assessment is that the runway will not become available 5. When Landing Approved and LAHSO •a. (aircraft type) departing Are in Use (or landing) on crossing runway, hold short runway (number) cleared to land runway (number) required readback b. *hold short runway (number) cleared to land runway (number) 6. Delaying Aircraft a. orbit right (or left) [from present position] 61 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 7. Pilot request for Low Approach or Pass to make an approach along a runway a. *request low approach descending to an agreed minimum level (reasons) b. cleared low approach [runway (number)] [(altitude restriction)] [(go around instructions)] to fly past the control tower or other c. *request low pass (reasons) observation point for the purpose of d. cleared low pass [runway visual inspection by persons on the (number)] [(altitude restriction)] ground [(go around instructions)] 8. Missed Approach a. go around [additional information] To discontinue an approach b. *going around [multiple runway operations] c. *going around runway (number) Radar Phraseologies Circumstances Phraseologies *Denotes pilot transmission 1. Identification of Aircraft a. report heading [and flight level (or altitude)] b. for identification turn left (or right) heading (three digits) c. identified [(position)] d. not identified [reason] [resume (or continue) own navigation] 2. Provision of Service a. radar control terminated [due to (reason)] b. radar service terminated (instructions) c. resume own navigation (position of aircraft)(specific instructions) d. will shortly lose identification (appropriate instructions or information) e. identification lost [reasons] (instructions) 62 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES 3. Radar Position information to request traffic, position and/or a. *request navigation information i. radar assistance (reason) ii. position by radar [with reference to (aid or location) iii.traffic (or position or navigation) advisory [by radar] iv. (specific radar service) b. position (distance) (direction) of (significant point) (or over or abeam (significant point) Radar Communication and Navigation Circumstances Phraseologies *Denotes pilot transmission 1. Communications a. [if] radio contact lost (instructions) b. if no transmissions received for (number) minutes (or seconds) (instructions) c. reply not received (instructions)if If loss of communications is d. if you read [manoeuvre suspected instructions or squawk (code or ident) e. (manoeuvre or squawk) observed, position (position of aircraft), will continue to pass instructions 2. Aircraft Directional Indicator Failure when notified by pilot •a. compass failure acknowledged, radar service will continue using no-compass procedures, confirm familiar When suspected by ATC •b. confirm heading If heading response appears at variance •c. suspect your compass has with the track of the radar return failed, radar service will continue using no-compass procedures, confirm familiar 63 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES In case of unreliable directional d. make all turns rate one instruments on board aircraft (or rate half or (number) degrees per second) execute instructions immediately upon receipt e. turn left (or right) now f. stop turn now Radar Manoeuvres Circumstances Phraseologies *Denotes pilot transmission 1. General Manoeuvres a. leave (significant point) heading (three digits) [inbound] [at (time)] b. continue heading (three digits) c. continue present heading d. fly heading (three digits) e. turn left (or right) (number) degrees (or heading (three digits)[reason] f. orbit left (or right) [reason] For avoiding action g. turn left (or right) immediately [(number) degrees] or [heading (three digits)] to avoid [unidentified] traffic (bearing by clock-reference and distance) h. stop turn heading (three digits) When instructing an aircraft to turn i. turn left (or right) - I say again 180° or more and in order to again - left (or right) heading emphasise the direction of turn (three digits) [reason] when necessary to specify a reason i. due traffic for a manoeuvre, the following ii. for spacing phraseologies should be used: iii.for delay iv. for downwind (or base, or final) 2. Aircraft Vectoring by Radar Service *a. request vectors [to (or from) (aid, location or reason)] b. do you want vectors? 64 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Speed Control Circumstances Phraseologies *Denotes pilot transmission 1. Speed a. *speed (number) knots Note: All speed communications shall (or MACH number) relate to INDICATED AIRSPEED b. report speed or (climb or cruise] unless otherwise stipulated. Where MACH number] applicable, Mach Number may be c. maintain (number) knots (or nominated as the basis of a speed MACH (number) until (location) statement. d. maintain present speed e. increase (or reduce) speed to (or by) (number) knots f. reduce to minimum approach speed when aircraft is required to reduce g. reduce to minimum clean speed to the minimum position in a speed clean configuration When aircraft speed is pilot’s discretion h. no [ATC] speed restrictions when ATC speed restrictions no longer i. resume normal speed apply and the aircraft is required to resume profile speeds in accordance with procedural requirements. Traffic Information Circumstances Phraseologies *Denotes pilot transmission 1. Traffic Information a. traffic (number) o’clock (distance)(direction of flight) [(any other pertinent information] i. unknown ii. slow moving iii.fast moving iv. closing v. opposite (or same) direction vi.overtaking vii.crossing left to right (or right to left) Aircraft type to be passed if known viii. (type) ix. (level) x. climbing (or descending) b. clear of traffic [appropriate instructions] 65 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES Secondary Survelliance Radar (SSR) Circumstances Phraseologies *Denotes pilot transmission 1. To instruct Setting of Transponder a. squawk (code) [ident if required] The word “code” is not used in b. *[squawk[ [code] [ident if transmissions) instructed by ATS] To request: reselection of the assigned mode c. recycle [ (mode)] (code) and code d. *recycling [ (mode)} (code) confirmation of Mode A code selection e. confirm squawk (code) f. *squawking (code) operation of the IDENT feature g. squawk ident h. squawk normal temporary suspension of transponder i. squawk standby operation emergency code selection j. squawk mayday termination of transponder operation k. stop squawk transmission of pressure altitude l. squawk charlie pressure setting check and m. check altimeter setting and confirmation of level confirm level termination of pressure altitude n. stop squawk charlie, transmission because of faulty operation wrong indication altitude check •o. verify [level] (level) 2. Advice on Traffic Level Where the a. unverified level (level) Mode C Data Has not been verified 66 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION PHRASES TO CONVERT INTO MULTIPLY BY DISTANCE Metres Feet 3.28 Feet Metres 0.31 VOLUME Imperial Gallons Litres 4.546 Litres Imperial Gallons 0.22 WEIGHT Kilograms Pounds 2.21 Pounds Kilograms 0.45 1030 210 115.2 0 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 185.2 10 110 100 90 80 70 60 50 40 30 20 10 0 100 90 80 70 60 50 40 60 50 40 30 20 10 0 100 90 80 70 60 50 40 30 20 10 0 -10 200 190 180 170 160 150 140 130 120 110 100 90 80 70 60 50 40 30 20 1025 1020 1015 1010 1005 1000 995 990 985 980 975 970 965 .40 30.50 .30 .20 .10 30.00 .90 .80 .70 .60 .50 .40 .30 .20 .10 29.00 .90 .80 .70 .60 28.50 INCHES OF MERCURY HECTOPASCALS DEGREES FAHRENHEIT FREEZING POINT STATUTE MILES KILOMETRES NAUTICAL MILES KNOTS DEGREES CELSIUS PRESSURE CONVERSION SCALE TEMPERATURE CONVERSION SCALE SPEED DISTANCE CONVERSION SCALE 67 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CONVERSIONS SECTION CONVERSIONS WHEN FOLLOWING THE ARROW - MULTIPLY WHEN BACKTRACKING THE ARROW - DIVIDE LITRES AVGAS POUNDS KILOS IMP GALS US GALS inches feet mm metres 1.58 3.27 25.4 3.048 0.72 7.2 3.8 1.2 6.0 2.72 2.2 4.5 68 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AVGAS SECTION CONVERSIONS PRE-FLIGHT ALTIMETER CHECK GENERAL Whenever an accurate QNH is available and the aircraft is at a known elevation, pilots must conduct an accuracy check of the aircraft’s altimeter at some point prior to takeoff. In order of priority , the pilot should use tarmac, threshold or airfield reference point elevation for the check. Note: Where the first check indicated that an altimeter is unserviceable, the pilot is permitted to conduct a further check at another location on the airfield; for example, the first on the tarmac and the second at the runway threshold (to determine altimeter serviceability). VFR ALTIMETERS With an accurate QNH set, a VFR altimeter(s) should read site elevation to within 100FT (110FT at test sites above 3,300FT) to be accepted as serviceable by the pilot. If an aircraft fitted with two VFR altimeters continues to fly with one altimeter reading 100FT (110FT) or more in error, the faulty altimeter must be placarded unserviceable and the error noted in the maintenance release. VFR altimeters are not permitted for aeroplane operations above FL200. VFR flights operating above FL200 must be equipped with an altimeter calibrated to IFR standards. ACCURATE QNH AND SITE ELEVATION A QNH can be considered accurate if it is provided by ATIS, tower or an automatic remote-reporting aerodrome sensor. Area or forecast QNH must not be used for the test. Site elevation must be derived from aerodrome survey data published by Airservices or supplied by the aerodrome owner. ALTIMETER SETTING RULES GENERAL Heights measured from a QNH or Area QNH datum must be expressed in full, eg 3,000FT as “THREE THOUSAND” and 1,800FT as”ONE THOUSAND EIGHT HUNDRED”, adding, if necessary , “ON… (QNH)”. Expressions of height measured from the 1013.2HPA datum must always include the words “FLIGHT LEVEL”. Flights cruising at or below the transition altitude must change the Area QNH altimeter setting when advised of a change by ATS. Pilots of aircraft not using radio must use the QNH setting obtained by setting the altimeter to aerodrome elevation before take-off. 69 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION ALTIMETER SETTING PROCEDURES TRANSITION LAYER, ALTITUDE AND LEVEL The system of altimetry used in Australia makes use of a transition layer between the transition altitude which is always 10,000FT and the transition level of FL110 to separate aircraft using QNH from those using 1013.2 HPa as a datum. For cruising at or below the transition altitude, the altimeter reference must be Area QNH. For cruising at and above the transition level, the Standard Pressure altimeter setting of 1013.2 HPa must be used. The positions to change between QNH and 1013.2 HPa are shown in the diagram on the next page. QNH is available from ATS. When departing an aerodrome within a CTR, Area QNH, for applicable aircraft, may not be provided until communication is established with the Area Control Service or Flight Service. Cruising within the transition layer is not permitted. AREA QNH Area QNH is a forecast value which is valid for a period of 3 hours and normally applies throughout an Area QNH Zone (AQZ). Area QNH Zones will be subdivided, if necessary, to meet the following standards: • Area QNH forecasts are to be within +/- 5 HPa of the actual QNH at any low-level point (below 1,000 FT AMSL) within or on, the boundary of the appropriate area during the period of validity of the forecasts. • Area QNH must not differ from an adjoining Area QNH by more than 5 HPa. LOCAL QNH Local QNH, whether provided by ATS, AWS or Aerodrome Forecast (TAF) or by using the altimeter subscale to indicate airfield elevation AMSL, is used as shown in the diagram on the next page. LIMITATIONS To retain a minimum buffer of 1,000FT above the transition altitude, FL110 will not be available for cruising when the Area QNH is less than 1013.2 HPa. With a progressive decrease in the value of the Area QNH, FL115 and FL120 will not be available when the Area QNH is below 997 HPa and 980HPa respectively. At the oceanic limits of Australian FIRs, a pilot may fly a level different from those set out in the tables of cruising levels due to area QNH conflicting with the standard pressure setting. 70 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GENERAL SECTION ALTIMETER SETTING PROCEDURES TRANSITION LAYER 10000 8000 6000 4000 2000 FL125 NOT AVAILABLE WHEN AREA QNH IS BELOW 963 HPA FL12O NOT AVAILABLE WHEN AREA QNH IS BELOW 980 HPA FL115 NOT AVAILABLE WHEN AREA QNH IS BELOW 997 HPA FL110 NOT AVAILABLE WHEN AREA QNH IS BELOW 1013 HPA ALTIMETRY FL110 ALTITUDE LEVEL Set 1013.2 Set Local QNH or, if not available, Area QNH Set Local QNH (if available) Set Area QNH just prior to top of climb ALTITUDES - All operations on QNH or Area QNH Set Local QNH if known, otherwise aerodrome elevation MSL 71 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 DIAGRAM SECTION ALTIMETER SETTING PROCEDURES RULES OF THE AIR INTERPRETATION (CAR 160) (OVERTAKING AIRCRAFT) In this Division, an “overtaking aircraft” means an aircraft that approaches another aircraft from the rear on a line forming an angle of less than 70° with the plane of symmetry of the latter, that is to say, an aircraft that is in such a position with reference to another aircraft that at night it would be unable to see either of the forward navigation lights of the other aircraft. RIGHT OF WAY (CAR 161) • An aircraft that is required by the rules in this Division to keep out of the way of another aircraft shall avoid passing over or under the other, or crossing ahead of it, unless passing well clear. • An aircraft that has the right of way shall maintain its heading and speed, but nothing in the rules in this Division shall relieve the pilot in command of an aircraft from the responsibility of taking such action as will best avert collision. 70 o 70 o 72 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 RIGHT OF WAY SECTION RULES OF THE AIR RULES FOR PREVENTION OF COLLISION (CAR 162) • When 2 aircraft are on converging headings at approximately the same height, the aircraft that has the other on its right shall give way, except that: A. power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons; B. airships shall give way to gliders and balloons; C. gliders shall give way to balloons; and D. power-driven aircraft shall give way to aircraft that are seen to be towing other aircraft or objects. • When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right. 73 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 RIGHT OF WAY SECTION RULES OF THE AIR • An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending, or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear. • An overtaking aircraft shall not pass the aircraft that it is overtaking by diving or climbing. • An aircraft in flight, or operating on the ground or water, shall give way to other aircraft landing or on final approach to land. • When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at the greater height shall give way to aircraft at the lesser height, but the latter shall not take advantage of this rule to cut-in in front of another that is on final approach to land, or overtake that aircraft. • Notwithstanding anything contained in the paragraph above, power-driven heavierthan-air aircraft shall give way to gliders. • An aircraft that is about to take-off shall not attempt to do so until there is no apparent risk of collision with other aircraft. • An aircraft that is aware that another aircraft is compelled to land shall give way to that aircraft. TAXI WAY 74 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 RIGHT OF WAY SECTION RULES OF THE AIR RESPONSIBILITY OF FLIGHT CREW TO SEE AND AVOID AIRCRAFT (CAR 163A) When weather conditions permit, the flight crew of an aircraft must, regardless of whether an operation is conducted under the Instrument Flight Rules or the Visual Flight Rules maintain vigilance so as to see and avoid other aircraft. CRUISING LEVEL TO BE APPROPRIATE TO MAGNETIC TRACK (CAR173) • When a V.F.R. flight is conducted at a height of 5,000 feet or more above mean sea level, the pilot in command must, subject to any contrary air traffic control instructions, ensure that the cruising level of the aircraft is appropriate to its magnetic track. • When a V.F.R. flight is conducted at a height less than 5,000 feet above mean sea level, the pilot in command must, subject to any contrary air traffic control instructions, ensure that the cruising level of the aircraft is, whenever practicable, appropriate to its magnetic track. A. CASA must notify in AIP or NOTAMS the cruising levels appropriate to an aircraft’s magnetic track. B. Unless CASA otherwise approves, a V.F.R. flight shall not be conducted at a height above flight level 200. LOOK OUT 75 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 SEE AND AVOID SECTION RULES OF THE AIR DETERMINATION OF VISIBILITY FOR VFR (CAR 174) • Flight visibility shall be determined by the pilot in command from the cockpit of the aircraft while in flight. • Subject to CAR 257, the pilot in command of an aircraft operating under the Visual Flight Rules is responsible for determining the visibility for the take-off and landing of the aircraft. • In determining visibility for the purposes of this regulation, the pilot in command shall take into account the meteorological conditions, sunglare and any other condition that may limit his or her effective vision through his or her windscreen. 2500 4500 6500 8500 3500 5500 7500 9500 1500 EVEN1000s+ 500 ODD1000s+ 500 76 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 CRUISING LEVEL SECTION RULES OF THE AIR EQUIPMENT OF AIRCRAFT FOR VFR (CAR 174A) CASA may issue instructions specifying: • the radio communication systems; or • the radio navigation systems; or • the secondary surveillance radar transponder equipment; that must be carried on, or installed in, an aircraft before it undertakes a V.F.R. flight. DAY VFR Except as set out below, an aircraft must not be flown under the V.F.R. unless it is equipped with: • suitable flight instruments as directed by CASA; and • the equipment specified in instructions issued under subregulation (1) in relation to the aircraft. NIGHT VFR Except as set out below, an aircraft shall not be flown under the V.F.R. by night unless, in addition to the equipment referred to in subregulation (1A), it is equipped with: • a landing light; • illumination for all instruments and equipment used by the flight crew, being instruments and equipment that are essential for the safe operation of the aircraft; • lights in all passenger compartments; • an electric torch for each crew member; and • such other equipment as CASA directs in the interests of safety. In respect of an aircraft that is not equipped as above, CASA may give permission, subject to such conditions (if any) as are specified in the permission, for the aircraft to be flown under the V.F.R by day or by night. INSTRUMENTATION FOR FLIGHT UNDER VISUAL FLIGHT RULES (CAO 20.18) An aircraft, other than a helicopter, engaged in private, aerial work or charter operations, except an aeroplane having a maximum take-off weight greater than 5700 kg engaged in charter operations, shall not be operated under the Visual Flight Rules unless it is equipped with the instruments specified in Appendix I (page 78) to this section and any other instruments and indicators specified in the aircraft flight manual. A helicopter operating under the Visual Flight Rules shall be equipped with the instruments specified in Appendix VI (page 290) to this section and any other instruments and indicators specified in the helicopter flight manual. 77 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AIRCRAFT EQUIPMENT SECTION RULES OF THE AIR SERVICEABILITY (CAO 20.18) All instruments and equipment fitted to an aircraft shall be serviceable prior to take-off unless: • flight with unserviceable instruments or equipment has been approved by the Secretary, subject to such conditions as he specifies; or • the unserviceability is permitted under the provisions of a permissible unserviceability schedule; or • in the case of private, aerial work or charter aircraft engaged in operations under the Visual Flight Rules, the unserviceable instruments or equipment are not instruments or equipment required by Appendix 1 (below) . • Where flight is conducted with unserviceable instruments or equipment under the provisions of paragraph 10.1 of CAO 20.18 (Approved by the Secretary; permitted under unservicability schedule; or not instruments outlined in Appendix 1 - below), the unserviceable instruments or equipment shall be prominently placarded ‘UNSERVICEABLE’ or removed from the aircraft. Note: Where an instrument or piece of equipment performs more than one function, it is permissible to placard as unserviceable only the function(s) which are unserviceable. A charter, aerial work or private operator may elect to have a permissible unserviceability schedule. In the case of charter or aerial work operators, the permissible unserviceability schedule shall be incorporated in the operator’s operations manual. APPENDIX I - INSTRUMENTS REQUIRED FOR FLIGHT UNDER VISUAL FLIGHT RULES (CAO 20.18) The flight and navigational instruments required for flights under the Visual Flight Rules are: • an airspeed indicating system; • an altimeter, with a readily adjustable pressure datum setting scale graduated in millibars; • a direct reading magnetic compass; or - a remote indicating compass and a standby direct reading magnetic compass; and • an accurate timepiece indicating the time in hours, minutes and seconds. This may be carried on the person of the pilot or navigator. In addition to the instruments required under paragraph 1, aircraft, other than 78 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AIRCRAFT EQUIPMENT SECTION RULES OF THE AIR helicopters, engaged in charter or aerial work operations and operating under the Visual Flight Rules, shall be equipped with: • a turn and slip indicator; (agricultural aeroplanes may be equipped with a slip indicator only) and • an outside air temperature indicator when operating from an aerodrome at which ambient air temperature is not available from ground-based instruments. NAVIGATION OF AIRCRAFT ON VFR FLIGHT (CAR 174D) 1. CASA may issue instructions in relation to V.F.R. flights specifying: A. the method by which an aircraft is to be navigated; or B. how a positive position fix for an aircraft is to be obtained; or C. how often a positive position fix is to be obtained. 2. Subject to paragraph (3), an aircraft must not be flown under the V.F.R. unless it is equipped: A. for navigation; and B. to obtain positive position fixes; in accordance with instructions issued under paragraph (1) 3. CASA may give permission, subject to the conditions specified in the permission, for an aircraft to be flown under the V.F.R if the aircraft is not equipped as required under paragraph (2). FLIGHTS UNDER THE VFR - AIP ENR 1.1-25 (para 17.2) The following apply in respect of flight under the VFR: A. The pilot in command must navigate the aircraft by visual reference to the ground or water, or by using any of the methods specified in ENR 1.12-25 para 17.1.1 (IFR), except that when operating at or below 2,000FT above the ground or water, the pilot in command must be able to navigate by visual reference to the ground or water. B. When navigating by visual reference to the ground or water, the pilot in command must positively fix the aircraft’s position by visual reference to features shown on topographical charts at intervals not exceeding 30 minutes. When flying over the sea, visual reference features may include rocks and reefs and fixed man-made objects which are marked on suitable charts and are readily identifiable from the air. Note: Flight above more than 4/8 of cloud, or over featureless land areas, or over the sea, may preclude visual position fixing at the required intervals and may therefore make visual navigation impracticable. 79 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 VFR NAVIGATION SECTION RULES OF THE AIR C. When navigating by visual reference in controlled airspace the pilot must notify ATC if the aircraft’s track diverges by more than one (1) nautical mile from the track approved by ATC, or, if navigating by reference to radio navigation aids, by more than the tolerances given in AIP ENR 1.1-28 para17.4.7. D. VFR flight on top of more than 4/8 cloud is available provided that: • VMC can be maintained during the entire flight, including climb, cruise and descent. • For VFR flight on top, the visual position fixing requirements of section (B) or the other navigational requirements of AIP ENR 1.1-25 para 17.1 must be met • Prior to conducting a VFR flight on top of more than 4/8 cloud, the pilot in command must ensure that current forecasts and observations (including those available in flight observations) indicate that conditions in the area of, and during the period of, the planned descent below the cloud layer will permit the descent to be conducted in VMC. • The position at which descent below cloud is planned to occur must be such as to enable continuation of the flight to the destination and, if required, an alternate aerodrome in VMC (see Notes 1 and 3 - below). • When navigating by reference to radio navigation systems, the pilot in command must obtain positive radio fixes at the intervals and by the methods prescribed in AIP ENR paras 17.1 and 17.4.6. • The pilot in command of a VFR flight wishing to navigate by means of radio navigation systems or any other means must indicate in the flight notification only those radio navigation aids with which the aircraft is equipped and the pilot is qualified to use (see Note 2) • VFR aeroplanes operating above FL200 must be equipped with an altimeter calibrated to IFR standards. Note 1: A pilot must not undertake a VFR flight on top of more than 4/8 cloud unless the aircraft is equipped with serviceable flight and navigation instruments as specified in CAO 20.18 Appendix IV (IFR and Night VFR). Note 2: “Qualified” means the holder of an instrument rating or NVFR rating which is endorsed for the particular navigation aid or any private or higher category pilot who has received in-flight instruction from a qualified instructor in the use of the radio navigation aid as the sole means of navigation, and who is competent to navigate by use of the aid. Note 3: Pilots are warned against initiating VFR-on-top when weather conditions are marginal. Before committing their flight to operating VFR-on-top they should be confident that meteorological information used is reliable and current, and clearly indicates that the entire flight will be able to be conducted in VMC. 80 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 VFR NAVIGATION SECTION RULES OF THE AIR TIME During flight pilots must maintain a time reference accurate to within +/- 30 seconds. TRACK KEEPING (ENR 1.1-30) Tolerances are applied to tracks to assess containment areas for the purposes of ensuring navigational integrity, separation from other aircraft, terrain and obstacle clearance and avoidance of specified airspace. Although allowing for the errors inherent in the navigation systems used, these tolerances are based on the assumption that the pilot will maintain track as closely as possible. The pilot in command must, at all times, take positive action to regain track as soon as a deviation from the correct track is recognised. OPERATING NEAR OTHER AIRCRAFT (CAR 163) • An aircraft must not be flown so close to another aircraft as to create a collision hazard. • An aircraft must not be operated on the ground in such a manner as to create hazard to itself or to another aircraft. FORMATION FLYING (CAR 163AA) 1. Aircraft must not be flown in formation unless: A. each of the pilots in command is qualified to fly in formation; and B. the formation is pre-arranged between the pilots in command; and C. the formation flight is conducted either: • under the Visual Flight Rules by day; or • under an approval given by CASA. 2. Unless otherwise approved by CASA, a pilot in command is qualified for the purposes of paragraph (1) (A) only if: A. the pilot has been certified by the holder of a flight instructor rating as being competent to fly in formation, being a rating that is appropriate to the category of aircraft to be flown in the formation; and B.the certification is entered in the pilot’s log book. 3. For the purposes of this regulation, two or more aircraft are flown in formation if: A. they are flown in close proximity to each other; and B. they operate as a single aircraft with regard to navigation, position reporting and control. 4. In determining whether aircraft are in close proximity to each other, regard is to be had to the type of aircraft in the formation and the speed of those aircraft. 81 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 TIME SECTION RULES OF THE AIR • In spite of subregulation (3), aircraft are to be taken to be in formation: A. during any period when they are manoeuvring to achieve separation from each other in order to effect individual control; and B. during join-up and breakaway. OPERATIONS ON AND IN THE VICINITY OF AERODROMES RESPONSIBILITY FOR COMPLIANCE WITH RULES OF THIS DIVISION (CAR 164) When operating an aircraft on or in the vicinity of an aerodrome the pilot in command shall be responsible for compliance by the aircraft with the rules contained in this Division. OPERATION ON AND IN THE VICINITY OF AN AERODROME (CAR 166) • The pilot in command of an aircraft which is being operated on or in the vicinity of an aerodrome shall: A. observe other aerodrome traffic for the purpose of avoiding collision; B. conform with or avoid the pattern of traffic formed by other aircraft in operation; C. when approaching an aerodrome, other than a controlled aerodrome, for the purpose of landing, join the pattern of traffic in use for the landing direction in the up-wind, cross-wind or down-wind leg, as the case may be; D. make all turns to the left when approaching for a landing or after takingoff, unless: - CASA has directed otherwise for a particular aerodrome; or - Air Traffic Control directs otherwise, either by radio, visual signal or signals displayed in the signal square; E. land and take-off, in so far as practicable, into the wind unless Air Traffic Control directs otherwise; F. before landing, descend in a straight line commencing at such a distance from the perimeter of an aerodrome as is common to the ordinary course of navigation for the aircraft type concerned, the commencement of that straight line not being nearer the perimeter of an aerodrome than 500 metres; and G. after take-off, not alter heading from the take-off heading at a height less than 500 feet above the terrain unless Air Traffic Control directs the alteration or unless the alteration is necessary due to the terrain. • The provisions of paragraph (C) do not apply to an aircraft conducting an instrument approach in I.M.C. if the instrument approach procedure requires the aircraft to join the pattern of traffic at any other point. 82 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AERODROMES SECTION RULES OF THE AIR • The pilot in command of an aircraft that is being operated on or in the vicinity of an aerodrome shall not take the aircraft off from, or land the aircraft on, a part of the aerodrome outside the landing area of the aerodrome. PROCEDURE AT CONTROLLED AERODROMES (CAR 167) Where aerodrome control is in operation at an aerodrome, the pilot in command of an aircraft forming part of the aerodrome traffic shall: • maintain a continuous listening watch on the radio frequency authorised for communications with aerodrome control service, or, if this is not possible, keep a watch for instructions which may be issued by visual signals; and • obtain, either by radio or visual signals, prior authorisation for any manoeuvre preparatory to or associated with taxi-ing, landing or taking-off. AERODROMES AT WHICH THE OPERATION OF AIRCRAFT IS NOT RESTRICTED TO RUNWAYS The rules to be followed by aircraft operation at such aerodromes can be found in CAR 168 83 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 AERODROMES SECTION RULES OF THE AIR 84 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 LIGHT SIGNALS SECTION RULES OF THE AIR LIGHT SIGNALS ON GROUND IN FLIGHT Authorised to TAKE-OFF if pilot is satisfied that no collision risk exists Authorised to LAND if pilot is satisfied that no collision risk exists RETURN for landing GIVE WAY to other aircraft CONTINUE CIRCLING DO NOT LAND Aerodrome unsafe Authorised to TAXI if pilot is satisfied that no collision risk exists Return to starting point on aerodrome TAXI CLEAR OF LANDING AREA in use STOP SYMBOLS NEAR WIND DIRECTION INDICATOR AERODROME UNSERVICEABLE GLIDING OPERATIONS IN PROGRESS OPERATIONS ARE CONFINED TO HARD SURFACE RUNWAYS, APRONS AND TAXIWAYS ONLY 85 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 GROUND SIGNALS SECTION AERODROME MARKINGS BOUNDARY MARKERS UNSERVICEABLE MARKER 86 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 T - VASIS SECTION AERODROME MARKINGS WHITE RED VERY HIGH T - VASIS HIGH SLIGHTLY HIGH ON GLIDE SLOPE VERY LOW LOW SLIGHTLY LOW 87 TOO HIGH (MORE THAN 3.5°) WHITE PAPI RED SLIGHTLY HIGH (MORE THAN 3.3°) ON CORRECT APPROACH PATH (3°) SLIGHTLY LOW (APPROX. 2.7°) TOO LOW (LESS THAN 2.5°) Civil Aviation Safety Authority Australia GENERAL 09/2001 1 PAPI SECTION AERODROME MARKINGS 88 PIANO KEY AND RUNWAY DESIGNATION NUMBER MARKINGS OBLITERATED COMMENCEMENT OF TODA COMMENCEMENT OF LDA TEMPORARILY RELOCATED RUNWAY DESIGNATION MARKING (WHITE) TEMPORARILY DISPLACED TRESHOLD MARKING (WHITE) 60M CLEAR APPROACH SURFACE ARROWS LEADING TO DISPLACED THRESHOLD (WHITE) MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO OBSTACLE INFRINGEMENT OF THE APPROACH PATH FOR A PERIOD IN EXCESS OF 30 DAYS NSERVICEABILITY ARKERS PIANO KEY, RUNWAY DESIGNATION NUMBER AND PORTION OF RUNWAY EDGE MARKING OBLITERATED WORKS LIMIT MARKERS (ORANGE) UNSERVICEABILITY MARKERS (RED AND WHITE) TEMPORARILY DISPLACED THRESHOLD MARKERS (WHITE) TEMPORARILY RELOCATED RUNWAY DESIGNATION MARKING (WHITE) COMMENCEMENT OF LDA COMMENCEMENT OF TODA WORKS AREA ARROWS LEADING TO DISPLACED THRESHOLD (WHITE) MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO WORKS ON THE RUNWAY FOR A PERIODS IN EXCESS OF 30 DAYS Civil Aviation Safety Authority Australia GENERAL 09/2001 1 DISPLACED THRESHOLD SECTION AERODROME MARKINGS 89 COMMENCEMENT OF TODA COMMENCEMENT OF LDA NOTE: WHERE RUNWAY IS NOT USED FOR RPT SERVICES ONLY ONE VEE NEED BE PROVIDED ON EACH SIDE OF THE RUNWAY TEMPORARILY DISPLACED TRESHOLD MARKING (WHITE) 60M CLEAR APPROACH SURFACE MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO OBSTACLE INFRINGEMENT OF APPROACH SURFACE FOR A PERIOD OF 30 DAYS OR LESS WORKS AREA COMMENCEMENT OF TODA COMMENCEMENT OF LDA UNSERVICEABILITY MARKERS MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO WORKS ON THE RUNWAY FOR A PERIOD OF 30 DAYS OR LESS WORKS LIMIT MARKERS (ORANGE) UNSERVICEABILITY MARKERS (RED AND WHITE) TEMPORARILY DISPLACED THRESHOLD MARKERS (WHITE) Civil Aviation Safety Authority Australia GENERAL 09/2001 1 DISPLACED THRESHOLD SECTION AERODROME MARKINGS 90 Civil Aviation Safety Authority Australia GENERAL 09/2001 1 SECTION NOTES