Casa VFR Guide

visual flight rules guide
V E R S I O N 4 M AY 2 0 1 0
VFRG 2010 with mark up 5 final changes B.indd 1
8/20/10 12:00 PM
CASA Aviation Safety Promotion

Tel 131 757
The Visual Flight Rules Guide aims to help VFR pilots fly safely anywhere in
Australia. The information contained in the Guide has been carefully collected
and presented in an easy to understand and use format. The information
contained in this guide is correct at the time of upload to the internet but is
subject to change without notice. Pilots should refer regularly to the CASA
website for the latest edition.
Plan your route thoroughly, and carry current charts and documents.
Always check ERSA, NOTAMs, and the weather, BEFORE you fly.
8/20/10 12:00 PM
pilot recency check

Medical Certificate
Due:
Flight Review
Due:
iii
TO CARRY PASSENGERS
3 Take-offs and Landings in past 90 days

Due:
NIGHT VFR
1 Flight of 1 Hour Duration in 12 Mths.

Due:
1 Take-off and Landing in 6 Months

Due:
3 Take-offs and Landings at Night in past 90 days

Due:
(TO CARRY PASSENGERS)
8/20/10 12:00 PM
iv
pilot recency check

page number
CURRENT
Medical?
YES
Flight review?
YES
NO
Do not fly solo
NO
Complete before
flying in command
NO
Obtain before
flight planning
Maps and charts?

118
YES
Weather forecast and NOTAM

95
89,123
YES
NO
Obtain forecast
Website
www.airservicesaustralia.com
Briefing
1800 805 150
Helpdesk
1800 801 960
THEN
FLIGHTPLAN

88,91
214
Choose suitable
route and complete
calculations
Appropriate height

Avoiding Controlled
76,121
Airspace
104,107

Flight fuel

Last light
115
98 Weight and balance
calculations
98 Take-off and landing
performance.
152

Survival equipment.
Check CTA and restricted area boundaries.
8/20/10 12:00 PM
pilot recency check

NO
SARTIME flight or CTA

YES
Leave flight note with

a responsible person
THEN
Submit SARTIME notification if

Class G Submit Domestic/ICAO
notification if in CTA/CTR
YES
Fax
1800 805 150
Briefing
1800 805 150
Helpdesk
1800 801 960
Radio to ATS on appropriate frequency
YES
CHECK AIRCRAFT AND PERSONAL DOCUMENTS

RequiredDocuments
Documents
Required
Pilots licence
Medical
Aircraft flight manual

Aircraft maintenance release
YES
PLAN FOR CONTINGENCIES
91
D
eparture procedures
(eg. Clearance not available,
remain OCTA)
Deteriorating weather
Radio failure
Diversions
YES
AIRCRAFT PRE-FLIGHT INSPECTION

D
aily inspection or
pre-flight inspection as per
ACFT system of maintenance
or pilot operating handbook.
158
Maintenance release signed

FUEL: Check for correct grade,
quantity, and contamination.
8/20/10 12:00 PM
vi
safety promotion products

Please refer to the CASA online
store for all the latest product
materials available.
www.casa.gov.au
8/20/10 12:00 PM
contents
vii
section 1 general
INTRODUCTION
THE RULES STRUCTURE
LICENSING
5
6
7
Medical Certificate
Student Pilot Licence (SPL)
Private Pilot Licence (PPL)
PILOT RESPONSIBILITIES

Pilot in Command
Classification of Operations
Carriage of Persons
Documents to be Carried
Carriage of Animals
Firearms
Refuelling
Engine Ground Operation
Seating
Pre-Takeoff
In-Flight
Accidents and Incidents
RADIO TELEPHONY
PROCEDURES
General
Words and Phrases
Sartime and Sarwatch
General Phrases
Frequency Management
Traffic Information
Meteorological Information
Clearances
Approach and Area Control
Services
Vicinity of the Aerodrome

9
9
11
12
14
15
16
16
21
23
25
27
30
34
34
35
42
43
45
46
47
48
50
51
Starting and Initial Clearance 52

Taxi Procedures
53
Aerodrome Movements
55
After Take-Off
57
Arrival at Aerodrome
58
Phraseologies
60
ATS Surveillance System
Communication
61
ATS Surveillance System
Manoeuvres
62
Speed Control
63
Traffic Information
63
Secondary Surveillance
Radar (SSR)
64
Call Signs
65
CONVERSIONS
67
Conversions Navigation
Conversions Mass and
Volume
67
68
RULES FOR PREVENTION

OF COLLISION
69
69
69
72
Overtaking (CAR 160)

Right of Way (CAR 161)
See and Avoid (CAR 163A)
AIRCRAFT EQUIPMENT
72
72
73
Day VFR Equipment

Night VFR Equipment
RULES OF THE AIR
74
74
77
78
78
79
VFR Navigation
Formation Flying
Aircraft Speeds
Regulation of Flight
Aerodromes
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contents
viii
section 1 general
AERODROME MARKINGS
82
RADAR TRANSPONDERS
82
83
Light and Ground Signals

Displaced Threshold
85
Primary and Secondary Radar 85

Transponder Operation
86
section 2 pre-flight planning

PREPARATION
88
Pre-flight Information
88
Responsibilities of Pilot
90
Alternate Due to Weather
91
Alternate Due to Facilities 94
Notice to Airmen
95
Take-off and Landing Aircraft 98
Declared Density Chart
100
Airframe Icing
103
Carburettor Icing
103
Fuel Requirements
104
Fuel Planning
105
Time
108
Daylight and Darkness
110
Charts
118
Prohibited, Restricted
and Danger Areas
121
METEOROLOGY

121
Services
121
Forecasts
123
Area Forecasts
127
Aerodrome Forecasts (TAF) 128
Aerodrome Forecasts
and Reports
130
Trend Forecast (TTF)
139
Windshear Warnings
141
Meteorological Reports
141
Meteorological Advices
144
AIREP
150
FLIGHTS OVER WATER
151
151
152
Pre-Flight
Safety Equipment
DESIGNATED REMOTE AREAS 154

Maps
154
SAFETY PRECAUTIONS
157
157
158
161
163
Passengers
Pre-Flight
Daily Inspection
ELT
BRIEFING AND NOTIFICATION 165

Notification General
Briefing Services
NAIPS
Internet Briefings
AVFAX
DECTALK
Domestic Flight
Notification Form
Flight Note
165
168
169
188
189
190
190
200
FLIGHT INFORMATION
SERVICE
202
202
In-flight Information
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contents
ix
section 3 operations
GENERAL INFORMATION
212
CONTROLLED AIRSPACE
Classes of Airspace
Pre-flight Altimeter Check
Altimeter Setting Rules
Visual Flight Rules
VMC
ATS Surveillance Service
T-VASIS
PAPI

COMMUNICATIONS
212
213
214
216
218
224
228
229
Controlled Airspace General 268

Clearances
269
Separation in Controlled
Airspace
273
Enroute
276
Taxi
279
Take-off
282
After Take-off
285
Arrival
287
Holding
290
Landing
291
Communications
Class G airspace
VFR Operations
230
268
230
235
CLASS D AIRSPACE
296
Non-TOWERed
AERODROMES
237
237
239
242
247
248
248
251
254
258
296
300
305
General
Circuit Procedures
Arrival and Departures
Radio Unserviceability
Night Circuits
Traffic Mix
Radio Broadcasts
Hazards
Sarwatch and Sartime
CRUISING CLASS G
260
Prohibited, Restricted, and

Danger Areas
Selection of Levels
Radio Requirements
Navigation Position Fixing
260
262
263
264
General
Pilot Responsibilities
Outbound
CLASS E AIRSPACE

308
Services Radar Information 3

08
AERIAL SPORTING AND

RECREATIONAL ACTIVITIES 312

Gliding
Parachuting Operations
Ballooning
312
315
318
AIR DEFENCE
IDENTIFICATION ZONE
321
General Defence Zone

Visual Signals
321
325
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contents
section 3 operations (continued)

NIGHT VFR
328
328
330
334
335
Checklist
General
Radio Navigation Systems
Lowest Safe Altitude
Aircraft Equipment for

Night VFR Flight
Alternates
CAAP 5.13
343
348
352
section 4 helicopter operations

HELICOPTER
354
Flight Reviews Private

Helicopter Pilot
Recent Experience
Requirements (CAR 5.92)
Hot Refuelling
Instruments Required for
Private VFR Operations
(CAO 20.18)
354
355
356
357
Special VFR
Alternate Requirements
(Helicopters)
VMC: Non-controlled
Airspace
Aerodromes
Low Flying (CAR 157)
Over Water Flights
357
358
359
360
365
367
section 5 emergency procedures

GENERAL
370
370
Planning
DISTRESS BEACONS
373
373
374
376
377
378
379
Overview
Operations
ELTs
Activation
Registration
Testing
Emergency Activation
Signals
FORCED LANDINGS
380
382
384
384
385
Initial Action
Hints
RADIO FAILURE
390
Procedures
390
MERCY FLIGHTS
395
395
General
section 6 index
DEFINITIONS
398
ABBREVIATIONS AND
ACRONYMS
427
SUBJECT AND PAGE
451
APPENDIXQUICK REFERENCE 461

LIGHT SIGNALS
464
8/20/10 12:00 PM
section 1 general
8/20/10 12:00 PM
general
2
introduction
This VFR Flight Guide (VFG) has been designed primarily for VFR pilots in
domestic operations. Material relating to commercial operations has therefore
been omitted unless it contributes to the understanding of a particular topic.
For ease of understanding, the wording has been modified considerably from
that of the source documents. Since the precise wording of a regulation
may be required by some readers, appropriate references to the source
documents have been provided throughout the text where appropriate.
A section is included for helicopter pilots that explains differences between
fixed wing and rotary wing operations. A Night Visual Flight Rules (NVFR)
section is also included for appropriately rated pilots.
This version of the guide incorporates changes resulting from GAAP to Class
D towers, and changes at non-towered aerodromes relating to radio and
operational procedures.
1 INTRODUCTION
8/20/10 12:00 PM
the rules structure
the rules structure
The following is the structure of the various rules, regulations and guidance
material.
Civil Aviation Act
Civil Aviation Regulations

CAR 1998
Civil Aviation Safety

Regulations CASR 1998
Civil Aviation Orders
Manual of Standards (MoS)
Civil Aviation Advisory

Publications (CAAP)
Advisory Circulars (AC)
Airworthiness Advisory
Circulars (AAC)
Acceptable Means of
Compliance (AMC)
Guidance Material (GM)
Aeronautical Information Publication (AIP)
Enroute Supplement Australia (ERSA)
Departure and Approach Procedures (DAP)
AIP Supplements (SUPS)
Notices to Airmen (NOTAM)
Aeronautical Information Circulars (AICs)
Terminal Area Charts (TAC)
Enroute Charts (ERC) High and Low
Planning Chart Australia (PCA)
Visual Navigation Charts (VNC)
Visual Terminal Charts (VTC)
Designated Airspace Handbook (DAH)
Runway Distance Supplement (RDS)
World Aeronautical Charts (WAC)
The Civil Aviation Act is the act which established the Civil Aviation Safety
Authority (CASA) with functions relating to civil aviation, in particular the
safety of civil aviation.
The Civil Aviation Regulations 1988 (CARs) are the regulations made under
the above Act and which are currently in transition to the Civil Aviation Safety
Regulations 1998.
1 THE RULES STRUCTURE
8/20/10 12:00 PM
the rules structure

The Civil Aviation Safety Regulations 1998 (CASRs) are currently being
rewritten and will ultimately incorporate the 1988 regulations. The numbering
system for the Parts of these regulations generally follows the U.S. Federal
Aviation Regulations.
The Civil Aviation Orders are the second tier legislation.
Aeronautical Information Publication (AIP) is a publication containing
aeronautical information of a lasting nature. The AIP book is the basic document
and this is supplemented by:
Enroute

Supplement Australia (ERSA) containing aerodrome and other
operational data.
Departure and Approach Procedures (DAP EAST AND DAP WEST)
primarily for IFR operations.
AIP Supplement (SUP) temporary changes to the information contained in
the AIP which are published by means of special pages.
Notice to Airman (NOTAM) a notice distributed by means of
telecommunication containing information concerning the establishment,
condition or change in any aeronautical facility, service, procedure or hazard,
the timely knowledge of which is essential to personnel concerned with
flight operations.
Aeronautical Information Circular (AIC) a notice containing information
that does not qualify for the origination of a NOTAM, or for inclusion in the
AIP, but which relates to flight safety, air navigation, technical, administrative
or legislative matters.
Terminal Area Chart (TAC)
En Route Chart (high and low) (ERC-H & ERC-L)
Visual Navigation Chart (VNC) 1:500000 with airspace detail
Visual Terminal Chart (VTC) 1:250000 with airspace detail
Designated Airspace Handbook (DAH)
World Aeronautical Charts (WAC) are charts to a 1:1 000 000 scale which
show topographical details but not details of airspace organisation.
Civil Aviation Publications (CAAPs) are numbered in accordance with the
regulations to which they refer. They describe methods, but not necessarily the
only method of complying with the particular regulation.
1 THE RULES STRUCTURE
8/20/10 12:00 PM
L I CENS I NG
the rules of structure
Manual of Standards (MOS) a document for CASA internal use in

interpretation of various regulations.
medical certificate
FLIGHT CREW LICENCE (CAR 5.04)
Generally speaking, unless you have obtained permission from CASA, you
must not perform any duty authorised by your licence unless you hold a
current medical certificate (CAR 5.04 - CAR 5.07).
For private operations the minimum requirement is a class 2 medical
certificate.
The period in which a medical certificate remains in force is dependent on the
age of the pilot but may be varied for other reasons (CASR 62.205).
OBLIGATION TO TELL CASA OF CHANGES IN MEDICAL CONDITION
(CASR 67.265 - CASR 62.270)
If your ability to act efficiently is, or is likely to be impaired, due to illness or
injury, no matter how minor, you must not fly.
Additionally, if you hold a student licence , a private pilot licence or
radiotelephone operator licence and the impairment lasts for 30 days or more,
you must not fly until a designated aviation medical examiner (DAME) certifies
that the impairment no longer exists. (The above period is reduced to 7 days
for commercial pilots).
Suspension of medical certificate due to pregnancy is contained in CASR
67.235.
CAUTION: OVER THE COUNTER OR PRESCRIBED MEDICATION/DRUGS

MAY REDUCE YOUR ABILITY TO FUNCTION PROPERLY WHILE FLYING.
1 LICENSING
8/20/10 12:00 PM
student pilot licence

DURATION OF LICENCE
Student and private licences remain in force until suspended or cancelled.
(CAR 269)
LICENCE REQUIREMENTS
WHAT DOES A STUDENT PILOT LICENCE AUTHORISE A PERSON TO DO?
(CAR 5.66)
A student pilot licence authorises you to fly a training aircraft as pilot in
command and to operate the aircrafts radio for the purposes of the flight.
The permission of an authorised instructor is required for all student flights
and the student must conduct the flight in accordance with any conditions.
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
w
ithin the student pilot area limit provided that the student has flown 2
hours solo in the traffic pattern in an aircraft of the same category (CAR
5.67 aeroplane, helicopter, gyroplane or airship); or
a long a route specified by the instructor for the purpose of solo cross
country training.
MAXIMUM CONSECUTIVE SOLO HOURS THAT A STUDENT MAY FLY
(CAR 5.70)
A student who has not passed the general flying progress flight test (GFPT)
is not permitted to fly solo for more than 3 consecutive hours without
undertaking dual flying. If the GFPT has been passed, a maximum of 15 solo
hours is permitted without further dual flying.
All of the flights specified above apply to only one category of aircraft
(meaning CAR 5.67 aeroplane, helicopter, gyroplane or airship).
1 LICENSING
8/20/10 12:00 PM
student pilot licence
RECENT EXPERIENCE REQUIRED BEFORE A STUDENT CONDUCTS A

SOLO FLIGHT (CAR 5.71)
A student who has not passed the GFPT is not permitted to conduct a solo
flight unless the student has flown solo or undertaken dual flying in the
previous 30 days in an aircraft of that category.
A student who has passed the GFPT is not permitted to conduct a flight as
pilot in command unless the student has flown solo or undertaken dual flying
in the previous 90 days in an aircraft of that category.
CARRYING OF PASSENGERS BY A STUDENT WHILE FLYING AS PILOT
IN COMMAND (CAR 5.72)
A student is not permitted to fly as pilot in command in an aircraft in which a
passengers is carried unless
the flight takes place solely within the student pilot area limit; and
t he 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.
private pilot licence

WHAT DOES A PRIVATE LICENCE (AEROPLANE) AUTHORISE A PERSON
TO DO? (CAR 5.78)
As the holder of a private licence (aeroplane) you are authorised to fly an
aeroplane as pilot in command or co-pilot while the aeroplane is engaged in
private operations (page 5) or in as pilot in command in flying training operations.
1 LICENSING
8/20/10 12:00 PM

REGULAR FLIGHT REVIEW REQUIREMENT (CAR 5.81)
As the holder of a private licence (aeroplane) you must not fly as pilot in
command unless, within the period of two years immediately preceding the
day of the proposed flight, you have:
s atisfactorily completed an aeroplane flight review and the person
conducting the review has made an appropriate entry in your pilot log
book; or
passed a flight test for the issue of an aeroplane pilot licence; or
passed a flight test for issue or renewal of an aeroplane pilot rating; or
satisfactorily completed an aeroplane proficiency check; or
s atisfactorily completed aeroplane conversion training provided it is given
by an instructor or person qualified to conduct aeroplane flight reviews.
RECENT EXPERIENCE REQUIREMENTS (CAR 5.82)
As a private pilot, you must not act as pilot in command carrying passengers
by day unless you have carried out 3 take-offs and landings either dual or solo
in the previous 90 days.
If the above flight is to be undertaken at night the above 3 take-offs and
landings must be at night.
PERSONAL LOG BOOKS (CAR 5.51 - CAR 5.53)
You must have a personal log book that is suitable:
f or the entry of flight crew ratings, aircraft endorsements and any other
privilege; and
f or recording the matters required by regulation 5.52 (see below) to be
recorded in a personal log book; and
for
recording any other matter that CASA directs must be recorded in a
personal log book.
Your personal log book must contain:
your full name and address, date of birth and aviation reference number;
and
details of each flight; and
1 LICENSING
8/20/10 12:00 PM
pilot responsibilities
time spent practicing simulated flight in an approved simulator; and

a ny other details such as endorsements, renewal of ratings, completion of
tests and any other matter directed by CASA.
The above requirements apply to holders of a all flight crew licences, special
pilot licences or certificates of validation.
It is an offence to make a false or misleading statement in your personal log
book.
You must retain your personal log book for as long as you hold a flight crew
licence (CAR 5.53).
PRODUCTION OF LICENCE, LOGBOOK OR MEDICAL CERTIFICATE
(CAR 5.56)
CASA may request you to produce your licence, logbook or medical certificate
and if so, you must produce it without delay. If you do not have immediate
access to the document, you must produce it at a place nominated by CASA
within 7 days.
pilot in command
RESPONSIBILITY OF PILOT IN COMMAND BEFORE FLIGHT (CAR 233)
n aircraft shall not commence a flight unless evidence has been furnished to
A
the pilot in command and the pilot has taken such action as is necessary to
ensure that:
t he instruments and equipment required for the particular type of
operation to be undertaken are installed in the aircraft and are functioning
properly;
t he gross weight of the aircraft does not exceed the limitations fixed by or
under CAR 235 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;
a ny directions of CASA for loading of the aircraft given under CAR 235
have been complied with;
1 PILOT RESPONSIBILITIES
8/20/10 12:00 PM
10
pilot in command
the fuel supplies are sufficient for the particular flight;
t he required operating and other crew members are on board and in a fit
state to perform their duties;
if applicable the air traffic control instructions have been complied with;
the aircraft is safe for flight in all respects;
t he latest of the aeronautical maps, charts and other aeronautical
information and instructions, are carried in the aircraft and are readily
accessible to the pilot.
DESIGNATION OF A PILOT IN COMMAND (CAR 224)
For each flight the operator (owner, flying school, or hire organisation) must
designate one pilot to act as pilot in command.
The pilot in command is responsible for:
the start, continuation, diversion and end of the flight; and
the operation and safety of the aircraft during flight; and
the safety of persons and cargo carried on the aircraft; and
the conduct and safety of members of the crew.
As pilot in command you must discharge these responsibilities in accordance with:
a ny information, instructions or directions issued under the Civil Aviation
Act or Regulations; and
the operations manual provided by the aircraft operator if applicable.
You also have final authority as to the disposition of the aircraft while you are
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:
t ake 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
8/20/10 12:00 PM
pilot in command
11
d
etain 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
Operators Certificate authorising the conduct of those operations.
classification of operations
PRIVATE OPERATIONS CAR 2(7)(D)
The following are regarded as private operations:
the personal transportation of the owner of the aircraft;
a erial 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;
a gricultural operations on land owned and occupied by the owner of the
aircraft;
a erial 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;
8/20/10 12:00 PM
12
classification of operations
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;
the
carriage of persons, but not in accordance with a fixed schedule
between terminals, provided that:

public notice of the flight has not been given by any form of public
advertisement or announcement; and
the number of persons on the flight, including the operating crew,

does not exceed 6; and
no payment is made for the services of the operating crew; and
the persons on the flight, including the operating crew, share equally in
the costs of the flight; and
no payment is required for a person on the flight other than a the cost
sharing payment above;
the carriage of goods otherwise than for the purposes of trade;

conversion

training for the purpose of endorsement of an additional type
or category of aircraft in a pilot licence; or
a ny other activity of a kind substantially similar to any of those specified in
subparagraphs (i) to (vi) (inclusive).
carriage of persons
CARRIAGE OF PASSENGERS IN SEATS AT WHICH DUAL CONTROLS ARE
FITTED (CAO 20.16.3)
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.
8/20/10 12:00 PM
carriage of persons
13
PROHIBITION OF CARRIAGE OF PASSENGERS ON CERTAIN FLIGHTS

(CAR 249)
n aircraft (aeroplane, helicopter, gyroplane or airship) that carries a passenger
A
shall not engage in any of the following types of flying:
flying

training given to a person who has not passed a general flying
progress flight test for aircraft of the category concerned;
practice of emergency procedures in the aircraft;
low flying practice;
testing an aircraft or its components, power plant or equipment.
An aircraft while engaged in testing 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.
INTOXICATED PERSONS NOT TO ACT AS PILOTS OR TO BE CARRIED
ON AIRCRAFT (CAR 256)
A person shall not, while in a state of intoxication, enter any aircraft.
person shall not act as a member of an operating crew or be carried
A
for that purpose if his or her capacity to act is in any way impaired by the
consumption or use of any alcoholic liquor, drug, pharmaceutical or medicinal
preparation or other substance (CAR 256).
person shall not act as, or perform any duties or functions preparatory to
A
acting as, a member of the operating crew of an aircraft if the person has,
during the period of eight hours immediately preceding the departure of the
aircraft consumed any alcoholic liquor.
person who is on board an aircraft as a member of the operating crew, or as
A
a person carried in the aircraft for the purpose of acting as a member of the
operating crew, shall not consume any alcoholic liquor.
8/20/10 12:00 PM
14
carriage of persons
SMOKING IN AIRCRAFT (CAR 255)
A person must not smoke:
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;
a nywhere 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.
OFFENSIVE AND DISORDERLY BEHAVIOUR (CAR 256AA)

A person in an aircraft must not behave in an offensive and disorderly manner.
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.
documents to be carried
An Australian aircraft shall, when flying in Australian airspace, carry:
u
nless CASA otherwise approves, its maintenance release and any other
document approved for use as an alternative to the maintenance release;
u
nless CASA otherwise approves, the licences and medical certificates of
the operating crew; and
the flight manual (if any) for the aircraft.
8/20/10 12:00 PM
carriage of animals
15
CARRIAGE OF ANIMALS (CAR 256A)

The operator of an aircraft must not permit a live animal to be in the aircraft
unless:
t he animal is in a container and is carried in accordance with this
regulation; or
t he animal is carried with the written permission of CASA and in
accordance with any conditions specified in the permission.
he above paragraph does not apply to a dog accompanying a visually
T
impaired or hearing impaired person as a guide or an assistant if the dog is:
carried in the passenger cabin of the aircraft; and
p
laced on a moisture-absorbent mat as near to the person as practicable;
and
restrained in a way that will prevent the dog from moving from the mat.
ore than one animal must not be kept in the same container if doing so
M
would be likely to affect adversely the safety of the aircraft.
A container must be so constructed that:
an animal kept in the container cannot escape from the container; and
a ny water or excreta in the container is not likely to escape from the
container in normal flying conditions; and
t he container will withstand being damaged in a way that may allow an
animal, or water or excreta, in the container to escape.
A container in which an animal is kept must not be in the passenger cabin of
an aircraft.
If:
an animal is carried in an aircraft in a container; and
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
t he safety of the aircraft may be affected adversely by that movement; the
animal must be restrained in the container to prevent that movement.
he means of restraint must be strong enough to withstand being damaged
T
in a way that may allow the animal to escape.
8/20/10 12:00 PM
16
carriage of animals
n animal must not be carried on an aircraft if carrying the animal would be
A
likely to affect a person on the aircraft in a way that may affect adversely the
safety of the aircraft.
In this regulation, animal means any member of the animal kingdom other
than man.
firearms
CARRIAGE OF FIREARMS (CAR 143)
A person, including a flight crew member, shall not, except with the
permission of CASA, carry a firearm in, or have a firearm in his or her
possession in, an aircraft other than an aircraft engaged in charter operations
or regular public transport operations.
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.
refuelling
CHECKING 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. The pilot in command may
assume that the above fluids already on the aircraft comply 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.
This precaution is particularly important when handling fuel from drum stocks.
8/20/10 12:00 PM
refuelling
17
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. 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 a positive method.
All fuel shall be strained or filtered for the removal of free or suspended water
and other contaminating matter before entering the aircraft tanks. Attention
is drawn to the special standards of filtration which may be specified by the
manufacturers of certain types of engines e.g. 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;
w
ithin 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
w
ithin 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:
r efuelling or defuelling of gasoline or wide-cut gasoline type turbine fuel is
not permitted;
overwing fuelling is not permitted;
t hese operations shall not be permitted in hangars occupied by two or
more tenants; and
8/20/10 12:00 PM
18
refuelling
t he 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 above purpose, a sealed building is one which all the external part
within 15 metres (50 ft) of an aircrafts 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.
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; and
t he transfer of fuel from tank to tank within an aircraft making use
exclusively of lines and equipment permanently installed in the aircraft.
PASSENGERS ON BOARD DURING REFUELLING
The operator of an aircraft must ensure that avgas is not loaded onto an
aircraft while passengers are on board, or entering or leaving, the aircraft.
8/20/10 12:00 PM
refuelling
19
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 relevant documentation.
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.
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:
o
perate or perform maintenance work on the aircrafts radar equipment
except that where the fuel is kerosene, operation or maintenance may be
carried out provided the radar transmitter is de-activated; or
e
xcept 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 aircrafts 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:
w
here 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.
8/20/10 12:00 PM
20
refuelling
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.
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:
s moke or use a naked flame within 15 metres (50 ft) of the aircraft and
ground fuelling equipment;
e
xcept 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 aircrafts 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 CAO 20.9
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 practicable from
the vehicle fuel tanks and fuelling points.
8/20/10 12:00 PM
refuelling
21
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 CAO 20.9.
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:
m
obile power units, vehicles and power operated loading devices
operating within 15 metres (50 ft) of the spilled fuel are shut down; and
m
aintenance work of any nature on or within the aircraft is suspended and
not recommenced until the spilled fuel has been removed.
engine ground operation

STARTING AND RUNNING OF ENGINES (CAR 230)
A person must not:
start the engine of an aircraft; or
permit the engine of an aircraft to be run;
except that:
the engine may be started or run if the control seat is occupied by an
approved person or by a person who may, under CAR Part 5 (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:
h
olds an aircraft maintenance engineer licence, or an airworthiness
authority, covering maintenance of the aircrafts engine; and
8/20/10 12:00 PM
22

h
as sufficient knowledge of the aircrafts controls and systems to ensure
the starting or running does not endanger any person or damage the
aircraft.
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; and
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; and
w
ithin 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).
MANIPULATION OF PROPELLER (CAR 231)
In spite of CAR 225 (pilots at controls page 23) and CAR 230 (above) and
paragraph two below, 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.
person who is the holder of the certificate of registration for, or the
A
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 firstmentioned person is satisfied that the person who is to manipulate
the propeller knows the correct starting procedures for the aircraft and can
manipulate the propeller safely.
8/20/10 12:00 PM
23
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.
PILOTS AT CONTROLS (CAR 225)
The pilot in command must ensure that one 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 after the termination of
a flight.
When two or more pilots are required to be on board an aircraft, the pilot
in command must ensure that two pilots remain at the controls at all times
when the aircraft is taking off, landing and during turbulent conditions.
DUAL CONTROLS (CAR 226)
control seat of an aircraft equipped with fully or partially functioning dual
A
controls shall not be occupied in flight except by a person:
w
ho holds an appropriate pilot licence in respect of the type of aircraft and
the class of operations in which the aircraft is flown; or
who is a student pilot assigned for instruction in the aircraft; or
who is authorised by CASA.
seating
SEAT BELTS AND SAFETY HARNESSES (CAO 20.16.3)
t least one pilot crew member shall wear a seat belt or harness at all times
A
during flight.
Except in the case of sick or injured persons (subsection 14) and parachutists
(subsection 16) safety harnesses, or seat belts shall be worn by all persons at
the times:
8/20/10 12:00 PM
24
seating
during take-off and landing;
during an instrument approach;
u
nless CASA otherwise directs, when the aircraft is flying at a height of
less than 1000ft above the terrain; and
at all times in turbulent conditions.
SEAT BELTS AND SAFETY HARNESSES (CAR 251)
Seat belts and safety harnesses shall be adjusted to fit the wearer without slack.
ADJUSTMENT OF SEATS (CAO 20.16.3)
All seats (with the exception of those specified in the paragraph below) shall
be adjusted to their upright position for take-off and landing.
hen it is desirable through illness or other incapacity that a passengers
W
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.
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.
hen an aircraft is in flight, the pilot in command must ensure that all exits
W
to which this regulation applies are fastened in a way that permits their
immediate use in an emergency.
8/20/10 12:00 PM
pre take off
25
TESTING OF RADIO APPARATUS (CAR 242)

Unless exempt, 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.
here the means of communication between air traffic control and an aircraft
W
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.
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:
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;
ensure

that locking and safety devices are removed and that hatches,
doors and tank caps are secured; and
e
nsure that all external surfaces of the aircraft are completely free from
frost and ice.
8/20/10 12:00 PM
26
pre take off

TESTS BEFORE AND DURING THE TAKE-OFF RUN (CAR 245)
ASA may give directions specifying the tests to be carried out by the pilot in
C
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.
efore the commencement of, and during, a take-off run, the pilot in
B
command of an aircraft shall:
carry

out all tests required to be carried out in relation to the aircraft as
above;
t est 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;
e
nsure that all gyroscopic flight instruments are correctly set and uncaged;
and
p
erform such checks and tests as are required by the flight manual, or
other document, for the aircraft.
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.
PRE-FLIGHT ALTIMETER CHECK (AIP ENR 1.7)
A pre-flight altimeter check is required at sites of known elevation and where
an accurate QNH is available. The VFR altimeter accuracy requirement is
100ft or 110ft at sites above 3300ft.
Further details are given in the ALTIMETRY section on pages 213-214 and in
AIP ENR 1.7.
8/20/10 12:00 PM
in flight
27
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.
hen any meteorological condition, hazardous to flight, is encountered en
W
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:
shall not be flown in acrobatic flight at night;
shall not be flown in acrobatic flight except in VMC; and
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.
or the purposes of the above, straight and steady stalls or turns in which
F
the angle of bank does not exceed 60 degrees shall be deemed NOT to be
acrobatic flight.
xcept with the permission in writing of CASA, a person shall not engage in
E
acrobatic flight in an aircraft:
at
a height lower than 3000 ft above the highest point of the terrain,
or any obstacle thereon, within a radius of 600 m of a line extending
vertically below the aircraft; or
over

a city, town, populous area, regatta, race meeting or meeting for
public games or sports.
efore engaging in acrobatic flight, the pilot of an aircraft shall take such
B
action as is necessary to ensure that:
any

loose articles are removed from the aircraft or made secure in the
aircraft;
8/20/10 12:00 PM
28
in flight
all locker and compartment doors of the aircraft are fastened;
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;
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 23) or the dual control seat is vacant; and
every

person in the aircraft is secured with correctly adjusted safety
harness or seat belt.
FLYING OVER PUBLIC GATHERINGS (CAR 156)
xcept with the permission, in writing, of CASA and in accordance with the
E
conditions specified in the permit, an aircraft shall not be flown over any
regatta, race meeting or public gathering.
othing in the above shall apply to an aircraft passing over a regatta, race
N
meeting or public gathering in the process of:
arriving

at or departing from an aerodrome in the course of its normal
navigation for so doing; or
passing from place to place in the ordinary course of navigation.
LOW FLYING (CAR 157)
An aircraft must not fly over:
any city, town or populous area, at a height lower than 1000 ft; or
any other area at a height lower than 500 ft.
height specified in the above is the height above the highest point of the
A
terrain, and any object on it, within a radius of:
in the case of an aircraft other than a helicopter 600 m; or
in
the case of a helicopter 300 m; from a point on the terrain vertically
below the aircraft.
aragraph one does not apply in respect of a helicopter flying at a designated
P
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.
Paragraph one (above) does not apply if:
8/20/10 12:00 PM
in flight
29
through

stress of weather or any other unavoidable cause it is essential
that a lower height be maintained; or
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
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); or
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
the
aircraft is flying in the course of actually taking-off or landing at an
aerodrome; or
the pilot of the aircraft is engaged in:

- a search; or
- a rescue; or
- dropping supplies in a search and rescue operation; or
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.
8/20/10 12:00 PM
30
in flight
REPORTING OF DEFECTS (CAR 248)
t the termination of each flight, or in any urgent case, during the currency of
A
the flight, you must report all defects in the aircraft, aerodromes, air routes, air
route facilities or airway facilities which have come to your notice.
here a defect in the aircraft is reported in accordance with the above
W
paragraph, the operator of the aircraft shall take such action in relation thereto
as is required under the Regulations.
accidents and incidents

INTRODUCTION
The Australian Transport Safety Bureau (ATSB) is Australias national safety
investigator for aviation incidents, accidents and safety deficiencies. As an
independent Commonwealth Government statutory agency, the ATSB is
governed by a Commission and is entirely separate from transport regulators,
policy makers and service providers.
The ATSBs function is to improve safety and public confidence in the
aviation, marine and rail modes of transport through excellence in:
independent investigation of transport accidents and other safety
occurrences
safety data recording, analysis and research
fostering safety awareness, knowledge and action.
The ATSB is established by the Transport Safety Investigation Act 2003 (TSI
Act) and conducts its investigations in accordance with the provisions of the
Act. Under the TSI Act, it is not a function of the ATSB to apportion blame or
provide a means for determining liability. The ATSB does not investigate for
the purpose of taking administrative, regulatory or criminal action.
The purpose of the ATSBs investigations is to enhance aviation safety
through the identification of safety issues.
The ATSB and transport safety
The ATSBs accident investigation role is a fundamental part of Australias
transport safety framework. Lessons arising from the investigations
8/20/10 12:00 PM
31
conducted by the ATSB are used to reduce the risk of future accidents and
incidents through the implementation of safety action by industry and the
Government.
The independence of the ATSB is integral to its safety role. Investigations that
are independent of the parties involved in an accident, as well as transport
regulators and government policy makers, are better positioned to avoid
conflicts of interest and external interference. Being able to investigate
without external direction provides an assurance that the findings will be
determined and fully reported on without bias.
ATSB publications include reports on the facts and findings of investigations,
safety research material, and statistics. Reports often contain safety action
and recommendations for authorities and other parties to address in the
interests of safety improvements.
Aviation
The ATSB is responsible for the independent investigation of accidents and
incidents involving civil aircraft in Australia. The ATSBs primary focus for its
investigations is fare-paying passenger operations. However, all accidents
and incidents related to flight safety in Australia or involving Australian
registered aircraft overseas must be reported to the ATSB. While the
ATSB does not investigate all of these, it still needs to be notified so that the
data can be recorded for possible future safety research and analysis.
The ATSB often works closely with the Civil Aviation Safety Authority and
Airservices Australia when conducting investigations.
Contacting the ATSB
Reporting an accident or incident:
Call 1800 011 034, or
Submit an online form via the ATSB website www.atsb.gov.au.
REPCON confidential reporting:
Call 1800 020 505, or
Submit an online form via the ATSB website www.atsb.gov.au.
(REPCON reporting is not an alternative to complying with reporting
obligations under the Transport Safety Investigation Regulations 2003)
General enquiries: 1800 020 616
Email: [email protected]
Postal address: PO Box 967, Civic Square ACT 2608
8/20/10 12:00 PM
32

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 serious injury
the aircraft incurs substantial damage or structural failure; or
t he aircraft is missing or inaccessible.
(Transport Safety Investigation Act 2003).
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.
notification of 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.
8/20/10 12:00 PM
33
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 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 and Secondary
Notification Number) or downloaded from the ATSB website.
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 72 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 (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
(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.
8/20/10 12:00 PM
radio telephony procedures

34
general
INTRODUCTION (AIP GEN 3.4)
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 in Class G
airspace should use these generic phrases unless specific Class G airspace
phrases are shown.
Where circumstances warrant, and no phraseology is available, clear and
concise plain language should be used to indicate intentions.
LANGUAGE (CAR 184)
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.
SYMBOL AND PARENTHESES CONVENTIONS USED
In the following radiotelephone examples, 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.
1 RADIO TELEPHONY PROCEDURES
8/20/10 12:00 PM
general
35
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.
words and phrases

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 aircrafts callsign.
When making a broadcast at a non-towered (non-controlled) aerodrome or in
E or G airspace, the transmission must commence with the location followed
by TRAFFIC e.g.: BUNDABERG TRAFFIC at the end of the transmission,
the name of the location, ie BUNDABERG.
READ-BACK REQUIREMENTS
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 a minimum, the accuracy of a route clearance read-back shall be

confirmed by ATS transmitting the aircrafts callsign.
en route holding instructions;

any holding point specified in a taxi clearance;
a ny 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,
8/20/10 12:00 PM
36
words and phrases

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.
CONDITIONAL CLEARANCES
In all cases a conditional clearance will be given in the following order and
consist of:
identification (call-sign);
the condition (including position of the subject of the condition);
the clearance; and
brief reiteration of the condition, e.g:
- ATS: (aircraft call-sign) Behind A340 on short final, line up [RUNWAY
(number)] behind;
- Pilot: Behind the A340 lining up [RUNWAY (number)] (aircraft call-sign).
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, in the initial clearance, is
cleared on a route and/or at a level other than that expected according to the
flight notification, ATS will prefix the route and/or level details with the term
Amended to alert the pilot that the clearance is different to that expected,
e.g:
ATS: (aircraft call-sign) Cleared to (destination) [AMENDED ROUTE] (route
clearance details) [AMENDED LEVEL] (level).
The prefix Amended will not be used:
when an initial level for ATC traffic management purposes has been

issued as part of an airways clearance to an aircraft departing an active
8/20/10 12:00 PM
words and phrases

37
CTR - in which case Maintain shall be used;
during normal progressive climb/descent instructions.

When an issued airways clearance needs to be changed ATS will prefix the
new route and/or level details with the term Recleared to indicate to the
pilot that a change has been made to the previous clearance and this new
clearance supersedes the previous clearance or part thereof. The level will be
stated in all clearance changes regardless of whether a change to the initially
cleared level is made or not, e.g:
ATS: (aircraft call-sign) Recleared [TO (destination)] [(route clearance
details)] (level).
PHONETIC ALPHABET
Radiotelephony pronunciation of the Phonetic Alphabet shall be as follows:
8/20/10 12:00 PM
38
words and phrases

NUMERALS
Radiotelephony pronunciation of numbers shall be in the phonetic form as follows:
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, e.g.:
ALTITUDES
800 EIGHT HUNDRED
1500 ONE THOUSAND FIVE HUNDRED
6715 SIX SEVEN ONE FIVE
10000 ONE ZERO THOUSAND
CLOUD HEIGHT
2200 TWO THOUSAND TWO HUNDRED
4300 FOUR THOUSAND THREE HUNDRED
VISIBILITY
200 TWO HUNDRED
1500 ONE THOUSAND FIVE HUNDRED
3000 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
8/20/10 12:00 PM
words and phrases
39
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
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 (page 65).
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.
8/20/10 12:00 PM
40
words and phrases

CHECK Examine a system or procedure (no answer is
normally expected).
CLEARED Authorised to proceed under the conditions specified.
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).
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.
8/20/10 12:00 PM
words and phrases
41
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.
8/20/10 12:00 PM
42
sartime and sarwatch

SARTIME and SARWATCH
SARTIME (AIP GEN 3.4)
Circumstances
hraseologies
P
* Denotes pilot transmission
1. SARTIME nomination
a. *SARTIME details
b. STANDBY or (call-sign)
c. *SARTIME FOR DEPARTURE (or
ARRIVAL) [location] (time)
2. SARTIME cancellation
a. *SARTIME details
c. *(position/location) CANCEL SARTIME
3. SARTIME amendment
a. *SARTIME details
c. As required, including specific phrases
nominated above if applicable.
SARWATCH Other than SARTIME

Circumstances
hraseologies
P
1. Departure Reports to
initiate a SARWATCH
when communication
on the ground in not
available.
a. *AIRBORNE (location)
2. Flight and Arrival

Reports
a. *(position) CANCEL SARWATCH

[ADVISE (unit) if appropriate]
form of acknowledgement b. SARWATCH CANCELLED [WILCO (unit)]

to CANCEL SARWATCH
c. [location] SARWATCH TERMINATED
when the ATS unit
d. ROGER (identity of unit acknowledging)
accepting the arrival
report is other than the
unit addressed
9/24/10 1:39 PM
general phrases
43
9/24/10 1:39 PM
44
general phrases
9/24/10 1:39 PM
frequency management
45
9/24/10 1:39 PM
46
frequency management
traffic information
9/24/10 1:39 PM
meteorological information
47
9/24/10 1:39 PM
48
clearances
9/24/10 1:39 PM
clearances
49
9/24/10 1:39 PM
50
approach and area control
9/24/10 1:39 PM
vicinity of the aerodrome
51
9/24/10 1:39 PM
52
starting and initial clearance
9/24/10 1:39 PM
taxi procedures
53
9/24/10 1:39 PM
54
taxi procedures
9/24/10 1:39 PM
aerodrome movements
55
9/24/10 1:39 PM
56
aerodrome movements
9/24/10 1:39 PM
after take off
57
9/24/10 1:39 PM
58
after take-off
arrival at aerodrome
9/24/10 1:39 PM
59
9/24/10 1:39 PM
60
phraseologies
9/24/10 1:39 PM
phraseologies
3. ATS Surveillance
System Position
Information to request
traffic, position, and/or
navigation information
to request an ongoing RIS
61
a. *REQUEST

(i) ATS SURVEILLANCE ASSISTANCE

(reason)
(ii) POSITION BY RADAR (or ADS-B)
[WITH REFERENCE TO (aid or location)]
(iii) TRAFFIC (or POSITION or
NAVIGATION) ADVISORY [BY
SURVEILLANCE]
(iv) FLIGHT FOLLOWING
(v) (specific ATC surveillance service)
ATS surveillance system

communication
9/24/10 1:39 PM
62
ATS surveillance system
9/24/10 1:39 PM
speed control
63
traffic information
9/24/10 1:39 PM
64
secondary surveillance radar

Secondary Surveillance Radar (SSR) and ADS-B
Circumstances
hraseologies
P
1. To instruct Setting of
Transponder (the word
code is not used in
transmissions).
to request:
reselection of the assigned
mode and code
reselection of aircraft
identification
confirmation of Mode A
Code selection
operation of the IDENT
feature
temporary suspension of
transponder operation
emergency code selection
termination of SSR
transponder or ADS-B
transmitter operation
transmission of pressure
altitude
pressure setting check and
confirmation of level
termination of pressure
altitude transmission
because of faulty operation
a. SQUAWK (code) [AND IDENT if required]

b. *[SQUAWK] (code) [AND IDENT if instruced by
ATS]
c. SQUAWK NORMAL
altitude check
confirmation of ADS-B
operation
change to secondary
transponder
2. Advice or traffic level
where the pressure
altitude derived level
information has not been
verified.
d. RECYCLE [(mode)] (code)

e. *RECYCLING [(mode)] (code)
f. RE-ENTER MODE S (or ADS-B) AIRCRAFT
INDENTIFICATION
g. CONFIRM SQUAWK (code)
h. *SQUAWKING (code)
i. SQUAWK IDENT
j. TRANSMIT ADS-B IDENT
k. SQUAWK STANDBY [TRANSMIT ADS-B ONLY]
l. SQUAWK MAYDAY
m. STOP SQUAWK [TRANSMIT ADS-B ONLY]
n. STOP ADS-B TRANSMISSION [SQUAWK
(code) ONLY]
o. SQUAWK CHARLIE
p. TRANSMIT ADS-B ALTITUDE
q. CHECK ALTIMETER SETTING AND
CONFIRM LEVEL
r. STOP SQUAWK CHARLIE, WRONG
INDICATION
s. STOP ADS-B ALTITUDE TRANSMISSION
[(WRONG INDICATION, or reason)]
t. VERIFY [LEVEL] (level)
u. ADS-B TRANSMISSIONS NOT RECEIVED,
CONFIRM ADS-B OPERATIONAL
v. SELECT SECONDARY TRANSPONDER
a. UNVERIFIED LEVEL (level)
9/24/10 1:39 PM
call signs
65
GROUND STATION CALLSIGNS (AIP GEN 3.4)

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.
DELIVERY
Clearance delivery to departing aircraft.
RADAR where provided as a separate function in terminal

areas.
FLIGHTWATCH
Flight Information Service.
The name of the location or the service may be omitted provided that
satisfactory communication has been established.
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.
8/20/10 12:00 PM
66
callsigns
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 manufacturers name,
followed by the digits/letters of the registration number, when using CTAF
procedures.

Bonanza CHARLIE ALPHA ECHO.
Cherokee ALPHA BRAVO CHARLIE.
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 of vehicle e.g. 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
8/20/10 12:00 PM
conversions
conversions navigation
67
CONVERSIONS - NAVIGATION (AIP ERSA GEN-CON)
1025
180
.20
.10
30.00
160
1015
.60
.50
.40
1000
995
.30
.20
.10
990
985
.80
.70
.60
28.50
100
120
90
980
975
140
70
970
965
60
50
40
30
70
60
60
50
50
130
70
80
80
40
40
120
60
110
100
50
90
40
80
70
60
30
20
50
30
60
50
150
80
90
110
100
160
80
130
70
29.00
.90
DEGREES FAHRENHEIT
1005
140
HECTOPASCALS
INCHES OF MERCURY
.70
1010
170
90
150
.90
.80
90
170
1020
185.2
180
KILOMETRES
190
STATUTE MILES
.30
200
1030
DEGREES CELSIUS
.40
100
110
KNOTS
30.50
115.2
100
NAUTICAL MILES
210
10
20
20
40
30
40
FREEZING
POINT 30
10
10
20
10
20
-10
1 CONVERSIONS
8/20/10 12:00 PM
68
conversions navigation
TO CONVERT
INTO
MULTIPLY BY
DISTANCE
Metres
Feet
Feet
Metres
3.281
0.3048
VOLUME
Imperial Gallons
Litres
Litres
Imperial Gallons
4.546
0.22
WEIGHT
Kilograms
Pounds
Pounds
Kilograms
2.2046
0.4536
conversions mass and volume

AVGAS
LITRES
POUNDS
1.58
3.8
6.0
4.5
7.2
0.72
2.2
US GALS
2.72
1.2
IMP GALS
3.27
KILOS
inches
25.4
mm
feet
0.304
metres
WHEN FOLLOWING THE ARROW - MULTIPLY

WHEN BACKTRACKING THE ARROW - DIVIDE
1 CONVERSIONS
8/20/10 12:00 PM
rules for prevention of collision
overtaking
69
OVERTAKING (CAR 160)

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.
<70
<70
THIS AIRCRAFT
GIVES WAY
right of way
RIGHT OF WAY (CAR 161)
An aircraft that is required 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.
n aircraft that has the right of way shall maintain its heading and speed, but
A
nothing in the rules shall relieve the pilot in command of an aircraft from the
responsibility of taking such action as will best avert collision.
1 RULES FOR PREVENTION OF COLLISION
8/20/10 12:00 PM
70
right of way
THIS AIRCRAFT
GIVES WAY
When two aircraft are on converging headings at approximately the same

height, the aircraft that has the other on its right shall give way, except that:
power-driven heavier-than-air aircraft shall give way to airships, gliders and
balloons;
airships shall give way to gliders and balloons;
gliders shall give way to balloons; and
power-driven aircraft shall give way to aircraft that are seen to be towing
other aircraft or objects (CAR 162).
When two aircraft are approaching head-on or approximately so and
there is danger of collision, each shall alter its heading to the right.
n aircraft that is being overtaken has the right-of-way and the overtaking
A
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.
8/20/10 12:00 PM
right of way
71
ON THE APPROACH, THE LOWER AIRCRAFT HAS RIGHT OF WAY
n overtaking aircraft shall not pass the aircraft that it is overtaking by diving
A
or climbing.
n aircraft in flight, or operating on the ground or water, shall give way to
A
other aircraft landing or on final approach to land.
hen two or more heavier-than-air aircraft are approaching an aerodrome for
W
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 front of another that is on final approach to land, or overtake that aircraft.
otwithstanding anything contained in the paragraph above, power-driven
N
heavier-than-air aircraft shall give way to gliders.
n aircraft that is about to take-off shall not attempt to do so until there is no
A
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.
8/20/10 12:00 PM
72
see and avoid

SEE AND AVOID (CAR 163A)
When weather conditions permit, the flight crew of an aircraft must, regardless
of whether an operation is conducted under IFR or VFR, maintain vigilance so
as to see, and avoid, other aircraft.
aircraft equipment
day VFR equipment

DAY VFR EQUIPMENT (CAR 174A AND CAO 20.18)
The flight and navigational instruments required for flights under the Visual
Flight Rules are:
an airspeed indicating system;
a n 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
a n accurate timepiece (clock or watch) indicating the time in hours,

minutes and seconds.
Note that aircraft, other than helicopters, engaged in VFR charter or aerial
work operations also require:
a turn and slip indicator (agricultural aeroplanes may be equipped with a
slip indicator only); and
a n outside air temperature indicator when operating from an aerodrome
at which ambient air temperature is not available from ground-based
instruments.
1 AIRCRAFT EQUIPMENT
8/20/10 12:00 PM
aircraft equipment
night VFR equipment
73
In addition, as set out below, aircraft flown under the VFR at night require:
a landing light;
illumination for all instruments and equipment, used by the flight crew that
is 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 VFR by day or by night.
SERVICEABILITY (CAO 20.18)
All instruments and equipment fitted to an aircraft shall be serviceable prior to
takeoff unless (CAO 20.18):
fl
ight with unserviceable instruments or equipment has been approved by
CASA, subject to such conditions as CASA specifies; or
t he unserviceability is permitted under the provisions of a permissible
unserviceability schedule.
Where flight is conducted with unserviceable instruments or equipment
under the provisions of CAO 20.18, 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 operators
operations manual.
1 AIRCRAFT EQUIPMENT
8/20/10 12:00 PM
rules of the air

74
VFR navigation
NAVIGATION OF AIRCRAFT ON VFR FLIGHT (CAR 174D)
The following apply in respect of flight under the VFR (AIP ENR 1.1):
T
he pilot in command must navigate the aircraft by visual reference to the
ground or water, or by using any of the IFR methods specified in AIP ENR
1.1, except that when operating at or below 2000 ft above the ground or
water, the pilot in command must be able to navigate by visual reference
to the ground or water.
When

navigating by visual reference to the ground or water, the pilot in
command must positively fix the aircrafts 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 SCT 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.
When

navigating by visual reference in controlled airspace the pilot must
notify ATC if the aircrafts 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.
VFR flight on top of more than SCT 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 or the
other navigational requirements of AIP ENR 1.1 must be met.
Prior to conducting a VFR flight on top of more than SCT 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.
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VFR navigation
75
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 1.1.
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. CASA approval is required for the
flight.
Note 1: A pilot must not undertake a VFR flight on top of more than SCT 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 flight on-top when weather
conditions are marginal. Before committing their flight to operating VFR
flight 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.
TIME
During flight pilots must maintain a time reference accurate to within +/- 30
seconds (AIP ENR 1.1).
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76
VFR navigation
TRACK KEEPING (AIP ENR 1.1)
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.
AVOIDING CONTROLLED AIRSPACE (AIP ENR 1.1)

When operating VFR in Class E or G airspace, the following tolerances must
be applied to the planned tracks in order to avoid controlled airspace or
restricted areas.
0-2000 AGL
1 nm (day)
2 nm (night)
2,001-5000 AGL
2 nm (day)
3 nm (night)
5,001-10000 AGL
4 nm (day)
5 nm (night)
Gliders should apply
5 nm
From 10 001 to FL 200 all VFR aircraft should apply 8 nm
1 rules of the air
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formation flying
77
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)

Aircraft must not be flown in formation unless:
each of the pilots in command is qualified to fly in formation;
the formation is pre-arranged between the pilots in command; and
the formation flight is conducted either:

under the VFR by day; or
under an approval given by CASA.
nless otherwise approved by CASA, a pilot in command is qualified for

U
formation flight only if:
t he 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
the certification is entered in the pilots log book.
For the purposes of this regulation, two or more aircraft are flown in formation if:
they are flown in close proximity to each other; and
t hey operate as a single aircraft with regard to navigation, position
reporting and control.
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.
In spite of paragraph 3 above, aircraft are to be taken to be in formation:
d
uring any period when they are manoeuvring to achieve separation from
each other in order to effect individual control; and
during join-up and breakaway.
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78
aircraft speeds
AIRCRAFT SPEEDS
Unless for safety reasons, civil aircraft must not be operated at indicated
airspeeds greater than the following:
Airspace Classification Flight Rules
Speed
Class C
IFR N/A
VFR
250 kt IAS below 10000 ft AMSL
Class D
IFR and VFR 200 kt below 2500 ft AAL of

primary Class D aerodrome
Class E
IFR and VFR 250 kt IAS below 10000 ft AMSL
Class G
IFR and VFR 250 kt IAS below 10000 ft AMSL
Speed limitations shown for VFR flights in class C and for IFR and VFR flights
in classes D, E and G airspace are not applicable to military aircraft.
regulation of flight priorities

REGULATION OF FLIGHT - ASSESSMENT OF PRIORITIES
ATC will regulate operations to minimise the possibility of conflict and,
provided that safety is in no way jeopardised, will apply priorities as outlined
in AIP ENR 1.4.
aerodromes
Non-controlled 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
following rules.
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aerodromes
79
OPERATION ON AND IN THE VICINITY OF NON-CONTROLLED

AERODROMES (CAR 166, CAR 166A AND CAR 166B)
Note: Non-controlled aerodromes include those aerodromes with Class
C or D ATS services when those services are not available. Consult ERSA
and NOTAMs for operating times.
An aircraft is in the vicinity of a non-controlled aerodrome if it is within:
airspace other than controlled airspace;
10 nm from the aerodrome; and
a height above the aerodrome that could result in conflict with operations
at the aerodrome.
If an Aerodrome Reference Point (ARP) is published for the aerodrome in AIP,
the distance or height must be measured from that point.
The pilot in command of an aircraft that is being operated on, or in the vicinity
of, an aerodrome:
must maintain a lookout for other aircraft to avoid a collision;
must ensure the aircraft does not cause a danger to other aircraft; and
must not take-off or land on a part of the aerodrome outside the landing
area.
If a pilot is flying in the vicinity of the aerodrome they must:
join the circuit pattern for the aerodrome; or
avoid the circuit pattern.
When approaching or taking off from an aerodrome the pilot must make all
turns to the left unless:
CASA has directed otherwise for that particular aerodrome; or
visual signals indicating the direction of turn are displayed in the signal
circle.
After take-off the pilot must maintain the same track from take-off until the
aircraft is 500 ft above the terrain unless a turn is required to avoid terrain.
The pilot in command must take-off or land in to wind unless:
the aircrafts flight manual allows the aircraft to take-off or land downwind;
and
after considering other aircraft operating on, or in the vicinity of, the
aerodrome the pilot believes it is safe to do so.
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80
aerodromes
The pilot in command may carry out a straight-in approach to land provided:
the pilot can determine the wind direction and the runways in use;
gives way to any other aircraft flying in the circuit pattern for the
aerodrome; and
manoeuvres to establish the aircraft on final approach at least 3 nm from

the threshold intended for landing.
The pilot in command is responsible for making a broadcast on the aerodrome
frequency when the aircraft is operating on, or in the vicinity of, a noncontrolled aerodrome.
The pilot must broadcast information necessary to do so to avoid risk of
collision and must include:
the name of the aerodrome;
the aircrafts type and call-sign; and
the position of the aircraft and the pilots intentions.
PROCEDURE AT CONTROLLED AERODROMES
The pilot in command of an aircraft that is part of the traffic at a controlled
aerodrome must:
maintain a lookout for other aerodrome traffic to avoid a collision;
maintain a continuous watch on the radio frequency for the aerodrome
control service; and
obtain clearance by radio, or visual signals, prior to carrying out any taxiing,
landing or take-off manoeuvre.
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.
USE OF AERODROMES (CAR 92)
An aircraft shall not land at, or take-off from, any place unless:
1 rules of the air
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aerodromes
81
the
place is an aerodrome established under the Air Navigation
Regulations; or
the
use of the place as an aerodrome is authorised by a certificate, or
registration under CASR Part 139; or
t he place is an aerodrome for which an arrangement under section 20 of
the Act is in force and the use of the aerodrome by aircraft engaged in
civil air navigation is authorised by CASA under that section; or
the
place (other than in points 1, 2 or 3) is suitable for use as an
aerodrome for the purposes of the landing and taking-off of aircraft; and,
having regard to all the circumstances of the proposed landing or take-off
(including the prevailing weather conditions), the aircraft can land at, or
take-off from, the place in safety. Guidance as to the suitability of such
aerodromes as may be found in CAAP 92-1(1) Guidelines for Aeroplane
Landing Areas.
PAVEMENT CONCESSIONS
A pilot planning a flight by an aircraft with tyre pressures and/or weight in
excess of that permitted by AGA must ensure that a pavement concession is
obtained.
Emergency Landings. When safety is involved, the nearest aerodrome which
will permit a landing without danger to the aircraft may be used, irrespective
of the damage that may be caused to the pavement.
Mercy Flights. Decisions should be made in accordance with the degree of
urgency involved. Severe overloading of pavements is acceptable if the safety
of patients, crew and aircraft is not thereby jeopardised.
CIRCUIT HEIGHT
By convention, the following circuit heights are flown;

High performance, above 150 kt, 1500 ft AGL
Medium performance, between 55 kt and 150 kt, 1000 ft AGL; and
Low performance, maximum 55 kt, 500 ft AGL
Circuit heights for aerodromes which have specific requirements are

published in ERSA.
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aerodrome markings
82
light and ground signals
SYMBOLS NEAR WIND DIRECTION INDICATOR
AERODROME
UNSERVICEABLE
GLIDING
OPERATIONS
IN PROGRESS
OPERATIONS ARE CONFINED

TO HARD SURFACE
RUNWAYS, APRONS AND
TAXIWAYS ONLY
UNSERVICEABLE AREA MARKER

UNSERVICEABLE AREA MARKER
UNSERVICEABLE
AREA
UNSERVICEABLE
AREA MARKER
MARKER
BOUNDARY MARKERS
BOUNDARY MARKERS
BOUNDARY MARKERS
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displaced threshold
CL
83
EA
RA
PP
RO
AC
TEMPORARILY DISPLACED
THRESHOLD MARKING (WHITE)
SU
RF
AC
PIANO KEY AND RUNWAY

DESIGNATION NUMBER
MARKINGS OBLITERATED
ARROWS LEADING
TO DISPLACED
THRESHOLD (WHITE)
60m
TEMPORARILY RELOCATED
RUNWAY DESIGNATION
MARKING (WHITE)
COMMENCEMENT OF LDA
COMMENCEMENT OF TODA
MARKINGS FOR A TEMPORARILY DISPLACED THRESHOLD DUE TO

OBSTACLE INFRINGEMENT OF THE APPROACH PATH FOR A PERIOD
IN EXCESS OF 30 DAYS
PIANO KEY, RUNWAY

DESIGNATION NUMBER
AND PORTION OF
RUNWAY EDGE MARKING
OBLITERATED
UNSERVICEABILITY
MARKERS
UNSERVICEABILITY MARKERS
(RED AND WHITE)
WORKS LIMIT
MARKERS
(ORANGE)
THRESHOLD MARKERS
(WHITE)
TEMPORARILY RELOCATED
RUNWAY DESIGNATION
MARKING (WHITE)
WORKS AREA
ARROWS LEADING TO
DISPLACED THRESHOLD
(WHITE)
COMMENCEMENT OF LDA

WORKS ON THE RUNWAY FOR A PERIOD IN EXCESS OF 30 DAYS
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84
displaced threshold
CL
EA
RA
PP
THRESHOLD MARKING (WHITE)
RO
AC
SU
RF
AC
60m
COMMENCEMENT OF LDA
NOTE: WHERE RUNWAY

IS NOT USED FOR RPT
SERVICES ONLY ONE VEE
NEED BE PROVIDED ON
EACH SIDE OF THE RUNWAY

OBSTACLE INFRINGEMENT OF APPROACH SURFACE FOR A PERIOD
OF 30 DAYS OR LESS.
UNSERVICEABILITY
MARKERS
UNSERVICEABILITY MARKERS TEMPORARILY DISPLACED

(RED AND WHITE)
THRESHOLD MARKERS
(WHITE)
WORKS LIMIT
MARKERS
(ORANGE)
COMMENCEMENT OF LDA
WORKS AREA

WORKS ON THE RUNWAY FOR A PERIOD OF 30 DAYS OR LESS
8/20/10 12:00 PM
radar transponders
primary and secondary radar
85
Primary Radar is a system where the ground based antenna transmits a radar
pulse then listens for the small amount of return energy that is reflected from an
aircraft. The time delay between the transmission of the pulse and the receipt of
the reflected return is a measure of the range.
Secondary Radar requires an airborne transponder which responds to the receipt
of a pulse from a ground based antenna by transmitting a return signal. Because
the transponder transmits a much stronger signal than that which is reflected off an
aircraft in primary radar systems, greater range and reliability can be achieved with
secondary radar and cheaper and more efficient ground equipment can be used.
Additionally, information such as altitude and a code can be added to the returned
signal from the transponder which is then displayed on the operators screen.
A Traffic Alert and Collision Avoidance System (TCAS) is an airborne system
which is capable of interpreting the transponder returns of nearby aircraft and
displaying the positions of these aircraft on a cockpit display. TCAS can warn the
crew of impending collisions and advise avoiding manoeuvres provided it receives
the altitude information from nearby aircraft. For this reason, mode C (the ALT
selection on a typical transponder) should always be selected by all aircraft outside
controlled airspace.
TCAS is fitted to most commuter aircraft that operate in Class D, E and G airspace.
It is therefore in everybodys interest for all VFR transponder equipped aircraft in
Class E or G to squawk code 1200 with ALT selected.
ADS-B APPROVAL AND OPERATIONS
Automatic Dependent Surveillance - Broadcast (ADS-B) is a means by which
aircraft, aerodrome vehicles and other objects can automatically transmit
or receive data such as identification, position and additional data, as
appropriate, in a broadcast mode via a data link. To receive an ADS-B derived
ATS surveillance service in Australian airspace, aircraft operators must make
application to Airservices Australia. Only aircraft meeting the criteria for
ADS-B operations in Australia as specified in CASA CAOs shall be eligible to
receive ADS-B derived services. ADS-B data from ineligible aircraft will not be
displayed to ATC.
VFR FLIGHTS IN CLASS E OR G AIRSPACE SQUAWK 1200 MODE C (ALT)
VFR OCTA
F STB
OF
ON A
TEST
LT
1 2 0 0
IDENT
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86
transponder operation
STANDARD TRANSPONDER CODES
1200 Civil VFR flights in Class E or G airspace.
2000 Civil IFR flights in Class G airspace.
3000 Civil flights in A, C and D airspace, or IFR flights in Class E airspace.
6000 Military flights in Class G airspace.
7500 Unlawful interference.
7600 Communications failure.
7700 Emergency.
Some important points in transponder operation
S
elect standby (STBY) before changing codes otherwise there is the real
possibility of transmitting a non-authorised code during the process.
D
o not press the IDENT feature unless requested by ATS. Squawk does
not mean press the IDENT. Squawk IDENT is the request used for this
purpose.
Squawk STBY means switch to the STBY position.
Squawk 5632 for example, means select STBY, then select code 5632,
then squawk ALT.
T
ransponders require a warm up before being selected ON or ALT.
The STBY position is used to warm up the transponder.
In the TEST position the reply light should come on while the selector is
held in this position.
T
he reply light comes on each time the transponder responds to an
interrogation. This may be from ground based secondary radar or from a
nearby TCAS equipped aircraft.
In the ON position no altitude information is being transmitted.
O
n occasions transponders may require recycling to restore correct
encoding. To recycle, briefly select STBY then return to ALT.
Information on the operation of transponders in the ATC RADAR environment
is given in Section 3 ATS surveillance services (page 224).
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87
section 2 pre-flight planning
8/20/10 12:00 PM
p r e pa r at i o n
88
pre-flight information
This pre-flight planning section of the VFG has been designed to bring
together the necessary information from various documents in one place to
enable the pilot in command to safely plan a flight. Some of the information
has been repeated from other sections to enhance usability of the document.
PRE-FLIGHT INFORMATION (AIP GEN 3.3)
The pre-flight briefing service is primarily an automated service. Pilots are
encouraged to obtain pre-flight briefing, either via the self-help electronic
system or through the briefing offices. These services are listed in ERSA
GEN, including the contact number for ATS and BOM staff for pilots who
require a personal briefing.
Pilots must obtain an appropriate pre-flight briefing before departure from
those places where suitable facilities exist. Where suitable facilities are
not available, a briefing may be obtained from FLIGHTWATCH as soon as
practicable after the flight commences. The service provided is normally
limited to information considered essential for the safe conduct of the flight
to the first point of intended landing where additional information can be
obtained.
Note: Pre-flight briefing will not normally be provided on ATC communication
channels.
PLANNING OF FLIGHT BY PILOT IN COMMAND (CAR 239)
Before beginning a flight, the pilot in command shall study all available
information appropriate to the intended operation, and, in the case of VFR
flights away from the vicinity of an aerodrome and all IFR flights shall make a
careful study of:
current weather reports and forecasts for the route to be followed and at
aerodromes to be used;
the airways facilities available on the route to be followed and the condition
of those facilities;
the condition of aerodromes to be used and their suitability for the aircraft
to be used; and
the air traffic control rules and procedures appertaining to the particular
flight.
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pre-flight information
89
Note: Full details on the briefing services provided are available in ERSA
GEN.
When meteorological conditions at the aerodromes of intended landing are
forecast to be less than VFR minima of a 1500 ft ceiling and a visibility of
8 km (AIP ENR 1.1), the pilot in command shall make provision for an
alternative course of action and shall arrange for the aircraft to carry the
necessary additional fuel.
This alternate provision does not apply to day VFR flights within 50 nm from
the point of departure.
WEATHER FORECAST REQUIREMENTS (CAR 239)
Weather forecasts must be either a flight forecast or an area forecast with
an aerodrome forecast for the destination and, when required, the alternate
aerodrome.
For flights for which a forecast is required and cannot be obtained, the flight
is permitted to depart provided the pilot is satisfied that the weather at the
departure point will permit the safe return of the flight within one hour of
departure. The flight is permitted to continue if a suitable forecast is obtained
for the intended destination within 30 minutes after departure (AIP ENR 1.1).
FORECAST REQUIREMENT
DECISION
O
N ED
IF IV
E
RN EC
TU R
RE T IS
ST AS
U
M REC
FO
30
MIN
60
MIN
WEATHER MUST
BE SUITABLE FOR
60 MINUTES FOR
DEPARTURE
MUST HAVE FORECAST

TO CONTINUE
An alternate must be provided for flights more than 50 nm from point of

departure when forecast conditions at the destination are below the VFR
alternate minima of 1500 ft ceiling and 8 km (AIP ENR 1.1).
2 preparation
8/20/10 12:00 PM
90
responsibilities of pilot
RADIO REQUIREMENTS (CAR 239)
HF communications systems must be capable of communication on all VHF
V
frequencies required to meet the reporting and broadcast requirements of
AIP ENR 1.1.
The communications systems must be fitted with frequencies appropriate
to the area of operation as specified in the AIP ERSA. The frequencies
appropriate fitted must be sufficient to enable continuous communication
with ATS units for the planned duration of the flight or while operating
within the specified area, taking into account the expected radio propagation
conditions during the period of operation.
t least one item of the required radio equipment must be capable of
A
maintaining continuous communication with ATS at all stages of the flight.
The term all stages of flight includes ground operations at the aerodromes
of departure and arrival, and cruising levels that could be required for any
emergency and/or abnormal operation en route.
n Australian Communication Authority approved and licensed hand-held VHF
A
radio may be used by pilots of:
VFR PVT and AWK aeroplanes with an MTOW not exceeding:

in the case of an aeroplane other than a seaplane 544 kg;
in the case of a seaplane with a single seat 579 kg; and
in the case of a seaplane with two seats 614 kg;
gliders; and
balloons.
dditionally, approved hand-held radios may be used by pilots of these
A
aircraft when operating in Class G. Pilots are responsible for ensuring that the
equipment is able to be operated without adversely affecting the safety of
the aircraft. The location of the antenna must be such that airframe shielding
does not prevent twoway communication with all aircraft operating on the
CTAF. Where the radio is not connected to the aircraft primary power supply,
there must be ready access to back-up power.
2 preparation
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responsibilities of pilot
91
Planning Chart Australia (AUS PCA) shows the areas in which an aircraft, flying
at the altitudes indicated, could be expected to maintain continuous VHF
communications with an ATS unit.
PVT, CHTR and AWK aircraft are exempt from the requirements to carry HF
radio communication with ATS when under some circumstances (AIP ENR 1.1).
rivate aircraft without radio may be admitted to the CTRs for maintenance
P
subject to the approval of the appropriate ATC unit. Pilots must comply with
any conditions contained in the approval (see AIP GEN 1.5).
alternate due to weather

ALTERNATES DUE TO WEATHER CONDITIONS
GENERAL (CAR 239, 234 and CAAP 234)
A pilot in command must make provision for flight to an alternatative
aerodrome, when required, in accordance with the following paragraphs.
When a flight is required to provide for an alternate aerodrome, any
aerodrome may be so nominated for that flight provided that:
it is suitable as a destination for that flight; and
is not an aerodrome for which that flight would be required to provide for
an alternate aerodrome.
When an aerodrome forecast is provisional, the pilot in command must make
provision for a suitable alternate that has a firm forecast (AIP ENR 1.1).
2 preparation
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92

WEATHER CONDITIONS
Except when operating an aircraft under the VFR by day within 50 nm of the
point of departure, the pilot in command must provide for a suitable alternate
aerodrome when arrival at the destination will be during the currency of, or up
to 30 minutes prior to the forecast commencement of, the following weather
conditions:
cloudmore than SCT below the alternate minimum; or
visibilityless than the alternate minimum; or
v isibilitygreater than the alternate minimum, but the forecast is endorsed
with a percentage probability of fog, mist, dust or any other phenomenon
restricting visibility below the alternate minima; or
w
inda crosswind or downwind component more than the maximum for
the aircraft.
Note: Wind gusts must be considered (AIP ENR 1.1).
Note: In determining requirements for alternate aerodromes, forecast
amounts of cloud below the alternate minima are cumulative. For
determining requirements, the cumulative cloud amount is interpreted
as follows:

FEW plus FEW is equivalent to SCT;
FEW plus SCT is equivalent to BKN;
SCT plus SCT is equivalent to BKN or OVC (AIP ENR 1.1).
ALTERNATE MINIMA
For flight by aeroplanes under the VFR (day or night) and helicopters operating
under the VFR at night, the alternate minima are a ceiling of 1500 ft and a
visibility of 8 km (AIP ENR 1.1).
When operating a helicopter under the VFR, and the use of the helicopter
VMC is permissible at the destination, the pilot in command must provide
for a suitable alternate aerodrome when either of the following conditions is
forecast at the destination:
cloud - more than SCT below a ceiling of 1000 ft; or
visibility - less than 3000 m (AIP ENR 1.1).
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93
When weather conditions at the destination are forecast to be as specified

as above, but are expected to improve at a specific time, provision for an
alternate aerodrome need not be made if sufficient fuel is carried to allow the
aircraft to hold until that specified time plus 30 minutes (AIP ENR 1.1).
When weather conditions at the destination are forecast to be above the values
specified above, but additionally, intermittent or temporary deteriorations in the
weather below those values are forecast, provision of an alternate need not be
made if sufficient additional fuel is carried to allow the aircraft to hold for:
30 minutes for intermittent deterioration (INTER); and
60 minutes for temporary deterioration (TEMPO) (AIP ENR 1.1).
When thunderstorms or their associated severe turbulence or their probability
is forecast at the destination, sufficient additional fuel must be carried to
permit the aircraft to proceed to a suitable alternate or to hold for:
30 minutes when the forecast is endorsed INTER; or
60 minutes when the forecast is endorsed TEMPO (AIP ENR 1.1).
INTER and TEMPO holding fuel requirements are not cumulative therefore,
when a forecast has a number of INTER or TEMPO deteriorations, holding
fuel is required only for the most limiting requirement (AIP ENR 1.1).
When TAFs include a FM or a BECMG causing an operational requirement
to either become effective or be removed, the timing for the change in
operational requirement is as follows:
w
hen the weather during the FM or BECMG is forecast to create an
operational requirement, that operational requirement will become
effective 30 minutes before the onset of the FM time, or 30 minutes
before the start of the BECMG period.
w
hen the weather during the FM or BECMG is forecast to remove an
operational requirement, that operational requirement will remain effective
until 30 minutes after the FM time, or 30 minutes after the end of the
BECMG period.
The additional fuel required by the above paragraphs must be carried when
the ETA of the aircraft at its destination or alternate falls within the period
of 30 minutes before the forecast commencement time to 30 minutes after
the expected time of cessation of these deteriorations (AIP ENR 1.1). If the
holding time required because of INTER or TEMPO or the probability of INTER
or TEMPO requirements (as described above) extends past 30 minutes after
the forecast cessation of these deteriorations, the aircraft need only carry
sufficient fuel to hold until 30 minutes after the forecast cessation time.
2 preparation
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94

Due to the continuous weather watch provided by TTF, the 30 minute
buffers required by the above paragraphs do not apply. Flights which will be
completed within the time of validity of the TTF may be planned wholly with
reference to the destination TTF (AIP ENR 1.1).
TTF may have either one visibility or two visibilities included in the report.
Operational requirements will apply when:
the sole visibility is less than the alternate minimum; or
the higher visibility is less than the alternate minimum (AIP ENR 1.1).
Flights which cannot use TTF will plan the flight on the current TAF until
such time as the destination ETA falls within the validity periods of a TTF
(AIP ENR 1.1).
For flight by aeroplanes under the VFR (day or night) and helicopters operating
under the VFR at night, the alternate minima are a ceiling of 1500 ft and a
visibility of 8 km (AIP ENR 1.1).
For VFR helicopter operations by day, the alternate minima are the same as
for night (above) unless the additional conditions specified on page 359 are
met. When these additional conditions are met, the alternate requirements
are as shown on page 358 (AIP ENR 1.1).
A flight permitted to operate under the VFR at night (see page 328) must
provide for an alternate aerodrome within one (1) hours flight time of the
destination unless:
t he destination is served by a radio navigation aid (NDB/VOR) and the
aircraft is fitted with the appropriate radio navigation system capable of
using the aid, or
t he aircraft is fitted with an approved GNSS receiver and the pilot and
aircraft meet the requirements of AIP GEN 1.5 (AIP ENR 1.1).
alternate due to facilities

For night VFR operations alternates are required based on airport lighting and
navaids. Details of these requirements are given in the night VFR section on
page 348.
2 preparation
8/20/10 12:00 PM
notice to airmen
95
NOTAM (Air Services Regulation 4.12, AIP GEN 0.1)

There are 3 types of NOTAMs available to pilots in Australia. They are Head
Office NOTAM, FIR NOTAM, and Location NOTAM.
NOTAM provide information that is of direct operational significance and
which may immediately affect aircraft operations. A NOTAM is issued in a
format containing the following fields:
Location identification;
Time of commencement of information or time of publication where

prior notification is required. This date/time will then reflect the actual
commencement time of the NOTAM information;
Time of cessation of information;
Times of periods of activity;
Plain language text;
Lower limit; and
Upper limit.
In the domestic environment, NOTAM numbering is preceded by the letter
C followed by the year e.g. C0689/08.
For each location, a separate series of numbers is issued; thus the NOTAM is
identified by both location and the number, not by the number alone.
In the international environment, Australia issues NOTAM against a series of
registers. These registers are by individual FIRs, multiple FIRs, or Australia
General. The individual FIRs and multiple FIRs registers are further subdivided
by NOTAM category.
The series are as follows:

Brisbane FIR - ATS and PRD NOTAM category
Brisbane FIR - all other NOTAM category
Melbourne FIR - ATS and PRD NOTAM category
Melbourne FIR - all other NOTAM category
Australia General FIR
2 P R E paration
8/20/10 12:00 PM
96
notice to airmen
A preflight information service is provided from an office located in Brisbane.
This office provides a NOTAM, meteorological, and flight notification service.
Some charges are applicable.
A description of the preflight information service available in Australia is
contained in ERSA GEN as well as on page 168.
NOTAM EXAMPLES
HEAD OFFICE NOTAMS
AUSTRALIA GEN (YBBB/YMMM)

C3/10
AMD AIP ENR 1.5 HANDLING SPEEDS AS FLW:
AMD ASTERISK NOTE TO TABLE 1.1 ON PAGE 1.5-11 DATED 19 NOV 2009
TO: MAX SPEED FOR REVERSAL PROCEDURES.
FROM 01 200601 TO PERM

C10/10
AMD AIP DESIGNATED AIRSPACE HANDBOOK (DAH) DATED 19 NOV 2009
SECTION 22 - IFR WAYPOINTS
DELETE THE FOLLOWING WAYPOINTS:
BADJA, BINDI, BRISO, CASPA, CLIFY, DONGA, FUNAL, MULGI, NAMBU
PAYNE, RABIT
FIR NOTAMS
MELBOURNE FIR (YMMM)

C6866/09
AMD AIP MAP AD VTC DATED 19 NOV 2009 AS FLW:
ON INSET MAP RE-LABEL IN TWO PLACES (IN VICINITY OF OUTER
HARBOUR),
D220 TO D213.
REFER TO MAIN MAP FOR CORRECT DEPICTION OF D213 AND D220
(D220 IS BEYOND 20 DME AD AND IN THE VICINITY OF RIVER MOUTH
2 preparation
8/20/10 12:00 PM
notice to airmen
97

C7178/09 REVIEW C7022/09
OBST LIT CRANE ALUMINA REFINERY ERECTED
PSN S33 14.2 E116 03.8
SFC TO 1434FT AMSL
LOCATION NOTAMS
ARCHERFIELD (YBAF)

START APPROVAL REQUIRED FOR CIRCUIT OPERATIONS
C216/09

C14/10 REVIEW C266/09
SIGNIFICANT INCREASE IN FLYING FOX ACTIVITY
IN VCY OF W BDRY IN THE APCH TO RWY 10

TEMPO OBST CRANE ERECTED
150FT AMSL BRG 037 MAG 1500M FM ARP
SFC TO 120FT AMSL
FROM 04 152329 TO 04 230700
DAILY 2000/0700
EXC SAT AND SUN
C66/10
2 preparation
8/20/10 12:00 PM
98
take-off and landing aircraft

WEIGHT AND BALANCE (CAR 235)
CASA may give directions as to how to estimate or determine the weight and
centre gravity of a particular aircraft and may require changes to the published
weight and centre of gravity limits.
hese limitations are found in the aircraft flight manual or placard information
T
and must be complied with during all stages of flight.
In determining the maximum weight and centre of gravity limits CASA may
take into consideration:
the type of aircraft;
the kind of operations to be carried out during the flight;
t he performance of the aircraft in configurations in which it is likely to be
flown and with faults that are likely to occur;
t he meteorological conditions at the aerodrome at which the aircraft is to
takeoff or land;
the altitude of the aerodrome at which that aircraft is to takeoff or land;
t he aerodrome dimensions in the direction in which the aircraft is to take
off or land;
t he material of which the surface of the aerodrome in the direction in
which the aircraft is to takeoff or land is constituted and the condition
and slope of that surface;
t he presence of obstacles in the vicinity of the flight path along which the
aircraft is to takeoff, approach or land;
t he anticipated meteorological conditions over the intended route to be
flown by the aircraft after take-off and over planned divergences from that
route; and
t he altitude of the terrain along and on either side of the intended route
to be flown by the aircraft after take-off and of planned divergencies from
that route.
n aircraft shall not takeoff, or attempt to takeoff, if its gross weight
A
exceeds its maximum take-off weight or, if a lesser weight determined in
accordance with a direction under CAR 235 is applicable to the take-off, that
lesser weight.
2 preparation
8/20/10 12:00 PM
take-off and landing aircraft
99
n aircraft shall not takeoff, or attempt to takeoff, if its gross weight

A
exceeds, by more than the weight of fuel that would normally be used in
flying to its next landing place or planned alternative aerodrome, its maximum
landing weight or, if a lesser weight determined in accordance with a direction
under CAR 235 is applicable to the landing at that place or aerodrome, that
lesser weight.
xcept in an emergency, an aircraft shall not land if its gross weight exceeds
E
its maximum landing weight or, if a lesser weight determined in accordance
with a direction under CAR 235 is applicable to the landing, that lesser
weight.
An aircraft shall not takeoff, or attempt to takeoff, unless any directions
with respect to the loading of the aircraft given under the regulation have
been complied with.
The pilot in command must ensure that the load of an aircraft throughout a
flight shall be so distributed that the centre of gravity of the aircraft falls within
the limitations specified in its certificate of airworthiness or its flight manual.
NOTE: CAAP 235 reiterates the safety precautions that should be used to
ensure compliance with this regulation. It includes directions on
how to determine runway clearance factors.
NATIONAL LOCAL CALL NUMBER
131 757
2 preparation
8/20/10 12:00 PM
100
declared density chart

DECLARED DENSITY CHART (CAR 138, CAO 20.7.0)
115
120
125
130
135
140
145
150
2800
10
10
3000
3000
2800
15
3000
15
2800
3000
2600
20
3200
3400
3600
25
>3600
3600
3600
3400
20
>3400
3400
3600
3200
25
2400
3000
2200
2800
30
2600
2400
2200
2000
1800
1600
35
30
2400
22002000
1800
2400
2200
2000
1800
1600
2000
35
2000
2200
1800
1600
18001600
2200
2000
40
2000
2200
DECLARED DENSITY ALTITUDE CHART

SUMMER (DECEMBER-FEBRUARY)
110
115
120
125
40
130
135
140
145
150
155
INSTRUCTIONS FOR USE

Locate the position of the aerodrome by means of latitude and longitude.
To obtain the Seasonal Declared Density Altitude, add the height above sea
level of the aerodrome to the value read from this chart.
2 preparation
8/20/10 12:00 PM

115
120
125
130
135
140
145
150
2800
3000
10
2800
3000
3200
101
10
3000
2600
2400
15
15
2800
3000
3200
20
>3400
>3400
3400
3200
3000
20
3400
>3000
3400
3000
3200
25
2400
25
3000
2800
2600
30
2200
2800
2000
1800 30
1600
1600
2600
2400
2400
2200
2000
1800
1600
1800
1600
35
2400
2200
2000
2200
2000
1800
1600
2400
1800
2400
35
1600
1600
1600
1200 1400
1600
1800
1000
40
AUTUMN (MARCH-MAY) - SPRING (SEPTEMBER-NOVEMBER)
110
115
120
125
130
40
1800
1000 1600
12001400
135
140
145
150
155

o obtain the Seasonal Declared Density Altitude, add the height above sea
T
2 preparation
8/20/10 12:00 PM
102

115
120
125
130
2600
135
140
145
2400
150
2200
10
10
2000
1800
15
2600
15
2400
2200
2200
2000
1600
20
20
1800
2000
1400
1600
25
1800
1400
25
1600
1400
1200
30
1200
1000
800
1000
600
600
35
30
1000
800
1200
600
400
200
800
1000
800
600
400
0
40
40
400
600
WINTER (JUNE-AUGUST)
110
115
120
125
130
135
140
35
200 400
145
600
150
155

o obtain the Seasonal Declared Density Altitude, add the height above sea
T
2 preparation
8/20/10 12:00 PM
airframe icing
103
ICING CONDITIONS AIRFRAME (CAR 238)

An aircraft shall not take-off for the purpose of making a flight during which
the aircraft may fly into known or expected icing conditions unless the aircraft
is adequately equipped with either de-icing or anti-icing equipment of the type
and quantities as directed by CASA.
carburettor icing
TO USE THE CHART

obtain the wet and dry bulb temperatures
enter the chart with the wet and dry bulb temperatures
refer to the shading legend (above) appropriate to the intersection of the
temperature lines
from the intersection of the temperature lines, obtain the relative humidity
on the curved scale, and the humidity ratio from the vertical scale.
2 preparation
8/20/10 12:00 PM
104
carburettor icing
EXAMPLE SHOWN ON THE CHART
wet bulb temperature 10C
dry bulb temperature 12C
f rom the intersection of the temperature lines the shading gives:
MODERATE ICING: cruise power; SERIOUS ICING: descent power
relative humidity 52 per cent
fuel requirements
FUEL REQUIREMENTS (CAR 234)
he pilot in command of an aircraft must not commence a flight within
T
Australian territory, or to or from Australian territory, unless he or she has
taken reasonable steps to ensure that the aircraft carries sufficient fuel and oil
to enable the proposed flight to be undertaken in safety.
n operator of an aircraft must take reasonable steps to ensure that an
A
aircraft does not commence a flight as part of the operators operations
unless the aircraft is carrying sufficient fuel and oil to enable the proposed
flight to be undertaken in safety.
For the purposes of these Regulations, in determining whether fuel and oil
carried on an aircraft in respect of a particular flight was sufficient within
the meaning of paragraphs (1) and (2), a court must, in addition to any other
matters, take into account the following matters:
the
distance to be travelled by the aircraft on the flight to reach the
proposed destination;
the
meteorological conditions in which the aircraft is, or may be required,
to fly;
the possibility of:

a forced diversion to an alternative aerodrome; and
a delay pending landing clearance; and
2 preparation
8/20/10 12:00 PM
fuel requirements

air traffic control re-routing the flight after commencement of the flight;
and
a loss of pressurisation in the aircraft; and
where the aircraft is a multi-engined aircraftan engine failure;
105
any

guidelines issued from time to time by CASA for the purposes of this
regulation.
GENERAL
Guidance concerning fuel to be carried is contained in Civil Aviation Advisory
Publication (CAAP) 234-1, available from Airservices Publications Unit,
LOCKED BAG 8500,
CANBERRA ACT 2601
Telephone: 1300 306 630
Facsimile: (02) 6268 5111
Web: www.casa.gov.au
fuel planning
FUEL PLANNING
PRE-FLIGHT PLANNING
CASA recommends that the following be undertaken (see CAAP 234-1):
determine total fuel capacity and useable fuel (refer Aircraft Flight
Manual);
determine fuel consumption rates (refer Pilots Operating Handbook);

familiarise yourself with the aircrafts fuel systems;
check fuel availability enroute (note suppliers and operating hours);
p
lan to arrive with all fuel reserves intact - never plan to use fixed or
variable reserve fuel;
w
eight versus fuel. (Keep in mind that you may not be able to carry full
tanks); and
check weather to determine holding and/or alternate fuel requirements.
2 preparation
8/20/10 12:00 PM
106
fuel planning
PRE-FLIGHT INSPECTION
Try to refuel on level ground to avoid inaccurate fuel measurements and
unwanted fuel transfer.
ip each tank to check the amount of fuel. If a tank cannot be dipped, fill at
D
least one tank (weight permitting) so there is a known fuel quantity.
ross-check fuel amounts by at least two separate methods. Use the lowest
C
figure if they vary by more than 3% (mandatory for aircraft with MTOW in
excess of 5700 kg).
Ensure drains and vents are working properly.
If using Avgas, rock the aircraft to move trapped water over the drain
point before carrying out a fuel drain (refer aircraft manufacturers
recommendations).
Check for contaminants, particularly water; and correct fuel type.
Ensure the fuel filler cap is secure and sealed.
IN FLIGHT
t regular intervals (at least 30 minutes and at turning points) compare fuel
A
remaining from gauges with planned figures and monitor tank selection.
Caution: Gauge readings as per aircrafts fuel calibration card.
se planned power settings and correct mixture leaning technique
U
(at all altitudes).
POST FLIGHT
Compare usage figures with planned figures when next refuelling.
FUEL RESERVE
TYPE
PISTON
TURBINE
CATEGORY
Private
Charter
PVT and AWK
CHTR
FLIGHT VARIABLE RESERVE FIXED RESERVE
VFR
VFR
VFR
VFR
not mandatory
15%
NIL
10%
45 minutes
45 minutes
30 minutes
30 minutes
2 preparation
8/20/10 12:00 PM
fuel planning
107
SCENARIO - PIPER LANCE

CATEGORY
Private
WIND
Nil
FROM
Mallacoota (YMCO)
CLIMB
110 kt
TO
Albury (YMAY) ETA 0500
CRUISE
150 kt
DISTANCE
160 nm
PIPER LANCE TYPICAL FUEL FLOW:

CLIMB 94 litres/hr
CRUISE 65 litres/hr
HOLDING 52 litres/hr
USE FIGURES FROM YOUR AEROPLANE'S PILOT OPERATING HANDBOOK
CLIMB
19 li
60
12 m
tres
in
65 l/
hr
60 li
in
10 m
ins
10
0%
(10
tres
in
45 m
65 l/
hr
tres
in
30 m
TAXI
5
6
60
HOLDING
26 li
3
4
FIXED RESERVE
49 li
15
(15%
52 l/
hr
60
60
NB: Allow appropriate fuel for

aircraft (time calculation
not applicable).
Min
L/Kg?...
12
55
19
60
67 79
Variable Reserve 10
12
Fixed Reserve
45 49
Holding
30 26
Taxi
10
FUEL REQUIRED 152 176
Margin
22 24
ENDURANCE
174 200
FROM
YMCO
SUB TOTAL
VARIABLE RESERVE
67
Alternate
60
55 m
1 Climb
2 Cruise
CRUISE
tres
FUEL CALC.
h
94 l/
2 preparation
8/20/10 12:00 PM
108
time
TIME (Chicago Convention on Civil Aviation)
Australia uses Coordinated Universal Time (UTC) for all operations.
The term Zulu is used when ATC procedures require a reference to UTC,
e.g.
0920 UTC ZERO NINE TWO ZERO ZULU
0115 UTC ZERO ONE ONE FIVE ZULU
To convert from Standard Time to UTC:

Eastern Standard Time
Subtract 10 hours
Central Standard Time
Subtract 9.5 hours
Western Standard Time
Subtract 8 hours.
Note: Daylight Saving is not applied universally across Australia and is not
published in the AIP.
The 24-hour clock system is used in radiotelephone transmissions. The hour
is indicated by the first two figures and the minutes by the last two figures,
e.g.
0001 ZERO ZERO ZERO ONE
1920 ONE NINE TWO ZERO
Time may be stated in minutes only (two figures) in radiotelephone

communications when no misunderstanding is likely to occur. Current time
in use at a station is stated to the nearest minute in order that pilots may use
this information for time checks.
Control towers will state time to the nearest half minute when issuing a taxi
clearance to a departing aircraft,
e.g.
0925:10 TIME, TWO FIVE
0932:20 TIME, THREE TWO AND A HALF
2145:50 TIME, FOUR SIX
2 preparation
8/20/10 12:00 PM
time
CO
O RD
INATED UNIVERSAL T
IME
0000
2300
2200
0900
0800
2100
0630
0600
0600
1000
EST
0830
0730
0700
2000
0930
CST
0100
0200
1100
1200
0300
1030
0700 0800 0900

WST
1130
1300
0500
1400
1100
1800
0400
0500
0430
0300
1330
1200
1300
Eastern Standard Time (EST) UTC + 10 hours
0300
0230
1500
0100
1500
0130
1700
2200
0030
2100
0000
0100
2330
2230
1500
0000
1800
2000
2130
2200
1400
1300
1200
1900
0600
0700
1800
1830
0800
1900
1930
2030
2000
2100
0500
1730
1700
2300
0200
1630
1600
1600
0000
1600
1430
0330 0200 Central Standard Time (CST) UTC + 9 1/2 hours 1400 1530
0400
Western Standard Time (WST) UTC + 8 hours

1700
0400
1230
1000
0530
1900
109
0900
1000
1100
TIME
Date and time is indicated in a combination of the date and time in a single six
figure group. However, a 10 figure group comprising the year, month, date,
hours and minutes is used for NOTAM and SUPs. This is reduced to an eight
figure group (nil year) for SPFIB. The format is as follows: YYMMDDHHMM
For example, 1215 hours UTC on 23 March 2010 would be written as
1003231215.
2 preparation
8/20/10 12:00 PM
110
daylight and darkness

DAYLIGHT AND DARKNESS (AIP GEN 2.7)
Night is that period between the end of the evening civil twilight and the
beginning of the morning civil twilight. For all intents an purposes, first light
should be construed as the beginning of civil twilight and last light as the end
of civil twilight. The terms sunrise and sunset have no relevance when
calculating day light operating times for the VFR pilot.
To compute the beginning or end of daylight using the graphs contained in
this section:
enter the top or bottom of the scale at the appropriate date;
m
ove vertically up or down to the curve for the latitude of the place
concerned (interpolating for intermediate latitudes if necessary);
m
ove horizontally to the left or to the right and read local mean time on
the vertical scale at the side;
t o convert to UTC, subtract (in E longitudes) from the LMT obtained, the
time increment corresponding to the longitude of the place concerned in
the Conversion of Arc to Time table.
to convert to EST, add 10 hours to UTC;
to convert to CST, add 9.5 hours to UTC; and
to convert to WST, add 8 hours to UTC.
Example: To determine the end of daylight at Echuca (S36 09.0 E144 46.0)
on 20th November. Using the graph, enter at 20th November
at the top of the page and follow downwards to latitude 36 (by
interpolation), then horizontally to the left and read off LMT =
1919. To convert to UTC, obtain the Arc of time by entering the
Conversion of Arc to Time table, at longitude 144 (9 hours 36
minutes). Add the increment corresponding to 46 in the right hand
column = 304 + 0936 = 0939

ubtract this from the LMT found: 1919 0939 = 0940UTC.

S
To find EST add 10 hours to UTC = 1940 EST.
Users of these graphs should note that the parameters used in compiling
the Daylight and Darkness Graphs do not include the nature of the terrain
surrounding a location, or the presence of other than a cloudless sky and
unlimited visibility at that location.
2 preparation
8/20/10 12:00 PM
111
Consequently, the presence of cloud cover, poor visibility or high terrain to

the west of an aerodrome will cause daylight to end at a time earlier than that
extracted from the appropriate graph. Allowance should be made for these
factors when planning a flight having an ETA near the end of daylight.
NAIPS automatically computes first light and last light. This information can
be provided through pilot access, as part of a telephone briefing, or from
Flightwatch (AIP GEN 2.7).
LOCAL TIME
Local Time in Australia falls into three separate zones:
E
ST is used in the States of New South Wales (except the Broken Hill
Area), Queensland, Victoria, Tasmania and the Australian Capital Territory;
C
ST is used in the State of South Australia, the Northern Territory and the
Broken Hill area; and
WST is used in the State of Western Australia.
However, certain States introduce local Summer Time each year between
October of that year and March of the succeeding year, which adds an
additional hour to the local time applicable in that State.
NOTAM or AIP Supplements will be issued detailing revised hours of
operation for those aeronautical facilities affected by local time changes
during periods of State Summer Time and which do not have such hours
promulgated in AIP.
2 preparation
8/20/10 12:00 PM
112

BEGINNING OF DAYLIGHT (AIP GEN 2.7)
15 06 29
- 09 49
= 14 20 40
Location: Launceston
Date: 15th August
Lat/Long: S41 32.7 E147 12.9
WORKED EXAMPLE - BEGINNING OF DAYLIGHT

nter at 15 August and follow downward until reaching latitude 41 32.7. (41
E
will do) then straight across to read the Local Mean Time (LMT) = 06 29
Technically 15 06 29 (date added).
n the Arc to Time table find Longitude 147 = 9 hours 48 minutes.
O
Add the increment corresponding to 13 (rounding up) = 0 52 = 09 48 + 01
01 (rounding up) = 09 49.
ubtract the Arc to Time from the LMT to give the Beginning of Daylight in
S
UTC = (15) 06 29 - 09 49 = (14) 20 40 on the 14th.
2 preparation
8/20/10 12:00 PM
113
END OF DAYLIGHT (AIP GEN 2.7)
2 preparation
8/20/10 12:00 PM
114

BEGINNING OF DAYLIGHT (AIP GEN 2.7)
2 P R E PA R AT I O N
8/20/10 12:00 PM
115
END OF DAYLIGHT (AIP GEN 2.7)
8/20/10 12:00 PM
116
8/20/10 12:00 PM
117
ARC TO TIME CONVERSION (AIP GEN 2.7)
DEGREES
MINUTES
TIME
LONG HOURS
DEG
MIN
TIME
TIME
LONG HOURS
DEG
MIN
TIME
LONG
MIN
MIN
SEC
LONG
MIN
MIN
SEC
110
20
140
20
00
30
00
111
24
141
24
04
31
04
112
28
142
28
08
32
08
113
32
143
32
12
33
12
114
36
144
36
16
34
16
115
40
145
40
20
35
20
116
44
146
44
24
36
24
117
48
147
48
28
37
28
118
52
148
52
32
38
32
119
56
149
56
36
39
36
120
00
150
10
00
10
40
40
40
121
04
151
10
04
11
44
41
44
122
08
152
10
08
12
48
42
48
123
12
153
10
12
13
52
43
52
124
16
154
10
16
14
56
44
56
125
20
155
10
20
15
00
45
00
126
24
156
10
24
16
04
46
04
127
28
157
10
28
17
08
47
08
128
32
158
10
32
18
12
48
12
129
36
159
10
36
19
16
49
16
130
40
20
20
50
20
131
44
21
24
51
24
132
48
22
28
52
28
32
133
52
23
32
53
134
56
24
36
54
36
135
00
25
40
55
40
136
04
26
44
56
44
137
08
27
48
57
48
138
12
28
52
58
52
139
16
29
56
59
56
2 preparation
8/20/10 12:00 PM
118
charts
CHARTS AVAILABLE
The following aeronautical charts are produced:

VFR
World Aeronautical Chart (WAC)
Visual Terminal Chart (VTC)
Visual Navigational Chart (VNC)
En Route chart - Low (ERC-L)
En Route chart - High (ERC-H)
Terminal Area Chart (TAC)
Aerodrome (AD) Chart
IFR
AIRSERVICES
PUBLICATION UNIT
LOCKED BAG 8500
CANBERRA ACT 2601
T. 1300 306 630
F. 02 6268 5111
PLANNING CHART AUSTRALIA

PCA depicts the following information:
ARFOR boundaries;

WAC coverage and chart titles;
location names and abbreviations;

estimated FIS VHF coverage at 5000 ft and 10 000 ft; and
HF network boundaries.
VISUAL CHARTS
WACs (scale 1:1,000,000) are designed for pre-flight planning and pilotage.
They are constructed on Lamberts Conformal Conic Projection. Australian
coverage is shown on the back of each chart.
VNCs (scale 1:500,000) are designed for operations under the VFR. They contain
an aeronautical overlay of controlled airspace over a topographical base, and contain
some radio communication and other navigational data appropriate for visual
navigation. Map coverage is shown on the front of each map. VNCs are intended
for use up to and including FL180.
VTCs (scale 1:250,000) are designed for visual operations near terminal areas.
They contain some topographical detail and appropriate airspace, radio
communication and navigation aid information. VTCs are intended for use up to
and including FL180.
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119
Note: When planning visual navigation outside the coverage of VTCs, pilots
will need to refer to the appropriate VNC (if available) or IFR chart
ERC-L for depiction of controlled airspace and Prohibited, Restricted
and Danger areas (AIP GEN 3.2).
EN-ROUTE CHARTS AND TERMINAL AREA CHARTS
ERCs-L, ERCs-H and TACs are presented at various scales and depict
airspace, air routes and radio navigation facilities.
ERCs-L are intended for use primarily up to and including FL180.
ERCs-L show an outline of the areas covered by TACs and VTCs.
These areas impact on the ERC-L presentation as follows:
W
ithin the areas covered by TACs, full details of air routes may not be
shown due to lack of space.
A
ir route information within these areas will usually only include the route
line and bearing. Where space permits, the route designator, distance and
LSALT may also be shown.
W
ithin the areas covered by TACs and VTCs, full details of airspace may
not be shown. Information may only indicate lateral boundaries. Restricted
and Danger area numbers and sport aviation symbols may not be shown.
For complete details of aeronautical data in these areas refer to the
appropriate TACs or VTCs.
ERCs-H are intended to be used for operations above FL180.
TACs show details applicable to both high and low level operations in terminal areas.
Aerodrome charts, Apron charts, Noise Abatement Procedures, SID charts,
STAR charts, DME and GPS Arrival charts and IAL charts are IFR charts and
are published in DAP East and DAP West (AIP GEN 3.2).
RESTRICTED AND DANGER AREA
Restricted and Danger areas are depicted as follows:
On all charts, Restricted areas are shown with a magenta verge.
On the ERCs and TACs, Danger areas are shown with a solid magenta line.
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charts
O
n the VTCs, Danger areas are shown with a solid magenta line with a
magenta dot verge along the inside of its boundary.
O
n all charts where a Restricted and Danger area have a common lateral
boundary, only the Restricted area verge is shown. The Danger area
boundary is indicated by labels (AIP GEN 3.2).
AIRSPACE BOUNDARY INFORMATION
Distances associated with airspace boundaries indicate the datum on which
the airspace is based, and is shown as follows:
nm indicates a distance from the aerodrome reference point.
DME or TAC indicated a distance based on that navigation aid.
S
ome control zones have boundaries based on a runway threshold; e.g.
7NM FM THR RWY 33 indicates a distance based on the threshold of
Runway 33 at the associated aerodrome (AIP GEN 3.2).
FREQUENCY INFORMATION
Flight Information Area (FIA) boundaries and frequencies are depicted in
green. ATC frequencies and the associated boundaries for use in Class E
airspace are depicted in brown.
The prefix to a frequency indicates the provider of the service.
Where a single area is divided vertically between different frequencies, the
vertical limits applicable to each frequency will be indicated (AIP GEN 3.2).
DEPICTION OF COMMON TRAFFIC ADVISORY FREQUENCY (CTAF)
At non-controlled aerodromes where multicom (126.7 MHz) is not the CTAF,
or non-controlled aerodromes that have an associated navaid, an entry CTAF
followed by the designated frequency, is annotated in a box associated with
the location. ERSA should always be consulted as part of the pre-flight planning
process prior to operating at non-controlled aerodromes.
In areas where numerous aerodromes and landing sites including uncharted
aerodromes share the same frequency, a note on charts states for operations
at aerodromes and landing sites in this area use CTAF<frequency>.
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prohibited, restricted, danger
121
PROHIBITED, RESTRICTED AND DANGER AREAS (CAR 140)

You must not fly the aircraft over a prohibited area.
You must not fly the aircraft over a restricted area if the flight is not in
accordance with conditions specified in the notice declaring the area to be a
restricted area.
Note: See also AIP ENR 1.4
If you find that the aircraft is over a prohibited area or a restricted area in
contravention of the above, you shall:
immediately have the aircraft flown to a position where it is not over the
area;
as soon as possible report the circumstances to the nearest ATC unit; and
land at such aerodrome as is designated by the ATC unit and, for that
purpose, obey any instructions given by the ATC unit as to the movement
of the aircraft.
services
WEATHER RADAR (AIP GEN 3.3)
Weather radar data derived from BoM radar sites is displayed at various ATS
working positions by means of a PC-based system known within Airservices
as METRAD.
The most effective range of the radars is up to 75 nm.
Weather radar sites, which may be utilised by ATS, are shown in ERSA MET.
Weather radar information within 75 nm of radar sites is available to pilots,
subject to ATS workload, on request.
When providing METRAD information to pilots, ATS will use the prefix MET
RADAR DISPLAY INDICATES.
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services
METEOROLOGICAL BRIEFING (AIP GEN 3.5)
A limited elaborative briefing service is available from regional forecasting
centres (RFCs) and meteorological offices on the following telephone
numbers:
Adelaide
08 8366 2617
Melbourne
03 9669 4850
Brisbane
07 3229 1854
Perth
08 9263 2255
Cairns
07 4034 9437
Rockhampton
07 4922 3597
Canberra
02 6247 0411
Sydney
02 9296 1527
Darwin
08 8920 3833
Townsville
07 4775 7311
Hobart
03 6221 2026
AVAILABILITY OF METEOROLOGICAL DOCUMENTATION

(AIP GEN 3.5)
Available documents include the following:
mean sea level analysis and prognosis charts;
upper level analysis and prognosis charts;
satellite imagery;
grid point winds and temperatures;
route sector winds and temperatures;
significant weather charts;
domestic TAF, domestic area forecasts (ARFOR); AREA QNH;
International TAF Bulletins according to major route corridors;
Selected route forecast for high density route; and
SIGMET, AIRMET and Volcanic Ash Advisories.
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NOTIFICATION REQUIRED FROM OPERATORS FOR DOMESTIC

OPERATIONS
All meteorological information issued on a routine basis and held by the
briefing office concerned is available without prior notice. Eight (8) hours
notice is required for nonroutine forecasts (AIP GEN 3.5).
FORECAST FOR FLIGHTS - VALID AREA FORECASTS NOT AVAILABLE
Route forecasts required for flights for which valid area forecasts are not
available will be supplied subject to the prior notification specified below.
Notification should include part or all of the following information:
departure aerodrome and ETD;
destination and ETA;
route;
ETAs and ETDs for intermediate stopping places;
alternate aerodrome and probable ETAs;
heights for upper winds and temperatures;
aerodrome(s) at which flight documentation is required; and
time briefing required (AIP GEN 3.5).
FORECAST REQUIRED
AVAILABILITY
A. Pre-flight
1 hour before ETD
B. Pre-flight for multi stage 1 hour before ETD
flights having a duration
of more than 6 hours
C. En route
As arranged
NOTICE REQUIRED
3 hours
8 hours
3 hours
Requests for these should be made to the appropriate MET office.

Note: Every effort will be made to expedite MET documentation for mercy
and SAR flights (AIP GEN 3.5).
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forecasts and reports

SIGNIFICANT ABBREVIATIONS (AIP GEN 3.5)
In reports, terminal forecasts and low level area forecasts, the amount of
cloud will be indicated by the following abbreviations:
NCD Nil Cloud Detected (in fully automated reports only)
SKC
Sky Clear
FEW Few
1 to 2 OKTAS
SCT
Scattered
3 to 4 OKTAS
BKN Broken
5 to 7 OKTAS
OVC Overcast
8 OKTAS
NSC Nil Significant Cloud
CAVOK Cloud and visibility OK
The only cloud type that are included in aeronautical code format are towering
cumulus (TCU) and cumulonimbus (CB). Forecasts in narrative form, such
as low level area forecasts, will include cloud types other than CB and
TCU when appropriate; and in the case of CB and TCU, the amount will be
indicated as follows:
ISOL
OCNL
FREQ
EMBD
isolated
occasional
frequent
embedded
for individual CBs

for well-separated CBs
for CBs with little or no separation
embedded in layers of other cloud
GOOD is used in the visibility section of low level area forecasts to indicate
a visibility greater than 10 km over the entire area. When weather elements
are forecast to reduce the visibility below 10 km, GOOD is replaced by those
elements and their associated visibilities. Note that the visibility remains
greater than 10 km in parts of the area unaffected by those elements.
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WEATHER CODE AND TRANSLATION (AIP GEN 3.5)

CODE TRANSLATION
WEATHER DESCRIPTORS
BC Patches (of fog)
BL Blowing
DR Drifting
FZ Freezing
MI Shallow
SH Showers
TS Thunderstorms (or thunderstorms with)
PR Aerodrome partially covered by (fog)
PHENOMENA
BR Mist
DU Dust
DS Dust storm
DZ Drizzle
FC Funnel Clouds
FG Fog
FU Smoke
GR Hail
GS Small hail pellets
HZ Haze
IC Ice Crystals (very small ice crystals in suspension, also known as
diamond dust)
PL Ice Pellets
PO Dust Devils
RA Rain
SA Sand
SG Snow Grains
SN Snow
SQ Squalls
SS Sand Storm
UP Unknown Precipitation (from weather sensor)
VA Volcanic Ash
Note 1: There is an option for intensity to be described with certain weather types.
In these cases, the weather group is prefixed by (-) for light, or (+) for
heavy. Moderate intensity has no prefix.
Note 2:METAR/SPECI may provide an indication of weather in the vicinity.
If this is included, one or more of the weather groups above may be
used, preceded by the abbreviation VC
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forecasts
TEMPO, INTER, FM and BECMG (AIP GEN 3.5)
TEMPO and INTER are used to indicate significant variations of a temporary or
intermittent nature.
TEMPO is used to indicate changes to conditions which are expected to last for
30 minutes or more but less than 60 minutes in each instance and where the
aggregate of the changes is expected to be less than half the total period indicated.
INTER is used to indicate changes expected to occur frequently and more or less
continuously for periods of less than 30 minutes in each instance and where the
aggregate of the changes is expected to be less than half the total period indicated.
The validity period is given in the format ddhh/ddhh in TAF and hhmm in TTF, where
d is day, h is hour and m is minute.
FM (from) and BECMG (becoming) are used when significant changes (both
deteriorations and improvements) from the preceding information are expected
to occur.
FM is used when rapid changes are expected at the specified time, and is given in
the format FMddhhmm, e.g. FM301000 (from 1000 UTC on the 30th).
BECMG is used (in TAF only) when the changes are expected to develop during
the specified time period, and is given in the format BECMG ddhh/ddhh, e.g.
BECMG 3010/3011 (between 10 and 11 UTC on the 30th). In both cases (FM and
BECMG), the new conditions will continue until the end of the validity period of the
TAF, or until replaced by another change group.
FM
TAF
START
TAF
FINISH
CLOUD HEIGHT DATUM

In aerodrome and trend forecasts, cloud heights are given above aerodrome
elevations. In other forecasts, heights are expressed:
as a flight level; or
with reference to mean sea level.
FORECAST CORRECTIONS
Corrections (COR) to the TAF metadata (e.g. validity) are issued as required.
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FORECAST AMENDMENTS
Amendments (AMD) to forecasts are issued as necessary when changes are
expected during the period of validity of a given forecast.
area forecasts
AREA FORECASTS (ARFOR) (AIP GEN 3.5)
These forecasts are issued in narrative form for aircraft operations at or below
FL200. They comprise a statement of the general synoptic situation and the
meteorological conditions expected to prevail in the designated area. A route
forecast is issued for any part of a planned flight for which a routine area
forecast is not prepared.
These forecasts are available from the ATS automated briefing systems, the
Bureau of Meteorology web site at www.bom.gov.au, and briefing offices
listed in ERSA GEN.
ARFOR AREAS
86
80
45
87
69
88
84
68
66
65
44
43
83
85
41
64
61
60
62
63
40
52
53
51
20
22
50
24
21
30
32
70
(no ARFOR asscociated with areas 24,87,88)
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pre-flight planning
FORMAT OF AN ARFOR
The following is the format used in an area forecast:
FORECAST NAME
VALIDITY PERIOD (in UTC DDHHMM)
APPLICABLE AREA NUMBER (can be more than one area at times)
OVERVIEW
SUBDIVISIONS (if any)
WIND
CLOUD
WEATHER
VISIBILITY
FREEZING LEVEL
ICING
TURBULENCE
CRITICAL LOCALITIES (if any)
aerodrome forecasts
AERODROME FORECASTS (TAF)
An aerodrome forecast (TAF) is a statement of meteorological conditions
expected for the specified period in the airspace within a radius of 5 nm of
the centre of the aerodrome or runway complex.
The TAF service provided is in accordance with the airfield category, the
category of airfield being determined by the type and the amount of traffic
(AIP GEN 3.5).
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aerodrome forecasts and reports

TAF (aerodrome forecast) format
NIL
TAF or
TAF AMD or
TAF COR or
PROV TAF
Location
Issue Time
Validity
CNL
Validity
Wind
VIS
WX
CLD
CAVOK
VIS
significant
changes
to mean
conditions
FM or
BECMG
significant
variations
from mean
conditions
PROB %
(30 or 40%)
probability
of TS or poor
visibility
PROB %
(30 or 40%)
WX
CLD
Wind
Time
CAVOK
Start
Time
INTER or
TEMPO
only used
for TS
Finish
Time
VIS
Wind
WX
CLD
not used
for fog
TS
Finish
Time
Start
Time
CLD
VIS
Fog, Mist, Dust, Smoke or Sand
CLD
RMK
significant
low level
turbulence
FM
Start
Time
TEMP
QNH
MOD TURB or
MOD/SEV TURB or
SEV TURB
BLW............FT
TILL
Finish
Time
METAR/SPECI (aerodrome weather report) format

VIS
METAR
or SPECI
Location
Date/
Time
AUTO
RVR
WX
Cloud
TEMP/
DEW PT
Wind
QNH
Supplementary
Information
RMK
CAVOK
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AERODROME WEATHER REPORT AND FORECAST DECODE

Identifier
METAR is used to identify routine observations (hourly or half-hourly) when
conditions are above specified levels. SPECI is used to identify special
observations, i.e. observations when conditions are below specified criteria,
or when there have been significant changes since the previous report.
SPECI is also used to identify observations reported 10 minutes following an
improvement to above SPECI conditions.
TTF METAR or TTF SPECI is used to identify METAR or SPECI to which a
trend forecast is appended. The use of this identifier is restricted to those
locations that issue trend forecasts.
TAF, TAF AMD, TAF COR, TAF... CNL, TAF ... NIL and PROV TAF are used
to identify Aerodrome Forecast, Amended Aerodrome Forecast, Corrected
Aerodrome Forecast, Cancelled Aerodrome Forecast, Nil Aerodrome Forecast
and Provisional Aerodrome Forecast respectively.
Location
The location is indicated by the ICAO location indicator, the place name, or the
approved abbreviation.
Issue Time
The origination date/time of TAF and METAR/SPECI is given in UTC using a
six figure group followed by the code Z (for UTC).
Validity Period
The validity period of a TAF is given in UTC in the format ddhh/ddhh, where
ddhh is the day of month and hour, e.g. 0100/0206 is a validity period from 00
UTC on the 1st until 0600 UTC on the 2nd.
AUTO
This group will be included when the METAR/SPECI contains only automated
observations, which may include visibility, present weather, and cloud.
When the Automatic Weather Station (AWS) includes sensors for horizontal
visibility, present weather and cloud, the AUTO report will include the
parameters from these sensors in the body of the message (where
previously only manually observed visibility, present weather and cloud data
were included).
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Note: Pilots should exercise caution when interpreting automated visibility,
present weather and cloud information as data from these instruments
may not be equivalent to human observations.
Wind
Wind direction is rounded to the nearest 10 degrees and is given in three
figures relating to True North. Wind speeds are given in two figures. When
the wind is calm, the group is encoded as 00000KT.
A variable wind direction is given as VRB and is used when the reporting or
forecasting of a mean wind direction is not possible, such as in the following
conditions:
Light winds (3 kt or less).
When forecasting a single direction is not possible; e.g. with a tropical
cyclone, or with the passage of a thunderstorm, in which case the
forecast wind might be, for example,VRB60KT.
Maximum wind speed is given only when it is 10 kt or more greater than the
mean wind speed. It is indicated by the letter G which is followed by the
maximum wind speed; e.g. 280, mean speed 20 kt, maximum speed 35 kt,
is given as 28020G35KT.
Visibility
In TAF, the prevailing visibility (the greatest visibility covering more than half
the aerodrome) is always given.
In METAR/SPECI, if the visibility is not the same in different directions and:
the minimum visibility is the prevailing visibility, or
the visibility is fluctuating rapidly, then
the minimum visibility is the only information provided. Otherwise, both
the prevailing visibility and the minimum visibility will be given when the
minimum visibility is less than 5000 m. In this case the prevailing visibility
is reported first followed by the minimum visibility including an indicator
to show the general direction of the minimum visibility in relation to the
observing point (the meteorological station), e.g. the visibility groups 9000
0600N indicate a prevailing visibility of 9000 m and a minimum visibility of 600
m to the north.
A visibility of 10 km or more is given by 9999.
Automatic Visibility Information
A report from an AWS with a visibility sensor will include data from this
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sensor if the report is fully automated (in which case the abbreviation AUTO
is also included in the message). When the data has been obtained from only
one sensor, the data will be followed by NDV to indicate that no directional
variation can be reported (manual observations of visibility will include, when
certain criteria are met, a directional variation in addition to the prevailing
visibility).
Note: Pilots should exercise caution when interpreting automated visibility
information as it may not be equivalent to a human observation
because:

the information is reported as a ten minute average; and
as it is sourced from a single instrument sampling only a very small parcel

of the atmosphere, it may not be representative of the entire airport.
Fully automated AWS may issue special reports (SPECI) for visibility using
data from visibility sensors.
Runway Visual Range (RVR)
RVR at the runways touchdown zone may be reported in SPECI messages
from aerodromes with RVR instrumentation. It will be reported in the format
RDD/VVVVi or RDD/VVVVVVVVVi where R and V are fixed indicators, DD
gives the runway number, VVVV gives the RVR value and i gives the tendency
(either U, D or N for up, down or nil). When RDD/VVVV is reported, VVVV
is the 10-minute average. RDD/VVVVVVVVV is reported when the RVR has
varied significantly during the averaging period. The group gives the oneminute mean minimum value followed by V followed by the one-minute mean
maximum value during the averaging period.
Present Weather
Present Weather is given using the codes listed on page 125.
If more than one form of precipitation is observed, the appropriate letter
abbreviations shall be combined in a single group with the first being the
dominant type of precipitation. In such a group, the intensity shall refer to the
total precipitation.
Up to three groups may be given.
The intensity of precipitation, blowing dust, sand or snow, dust storm and
sand storm will be indicated by the prefix (-) for light, (+) for heavy, and no
prefix for moderate.
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The qualifier VC will be used to report certain significant weather phenomena
in the vicinity (between approximately 8 and 16 km of the aerodrome
reference point) of the aerodrome.
Automatic Present Weather Information
A report from an AWS with a present weather sensor will include data from
this sensor if the report is fully automated, in which case the abbreviation
AUTO is also included in the message. Pilots should exercise caution when
interpreting automated present weather information, as it may not be
equivalent to a human observation.
Cloud
Cloud height is given in hundreds of feet using three figures; e.g. 700 ft is
reported as 007.
Cloud amount is given using the following abbreviations listed on page 124.
Cloud information is given from the lowest to the highest layer or mass in
accordance with the following:
The lowest layer or mass, regardless of amount;
The next layer or mass, covering more than 2 OKTAS;
The next higher layer or mass, covering more than 4 OKTAS; and
Cumulonimbus and/or towering cumulus clouds whenever observed or
forecast and not given in one of the groups above.
Type of cloud is identified only for cumulonimbus and towering cumulus.
These will be given as CB and TCU respectively. When an individual layer or
mass of cloud is composed of cumulonimbus and towering cumulus with a
common cloud base, the type of cloud is reported as cumulonimbus only, and
the amount shall be reported as the sum of the CB and TCU amounts.
Whenever cumulonimbus cloud is forecast, the degree of associated
thunderstorm activity or probability of occurrence is included.
A clear sky will be indicated in a report by SKC. When the sky is obscured,
the cloud group is omitted and vertical visibility may be given in the format
VVhhh, where hhh is the vertical visibility in hundreds of feet. When
information on vertical visibility is not available, hhh may be given as ///,
indicating that the sky is obscured but information on the vertical visibility is
not available.
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Automatic Cloud Information

A report from an AWS with a cloud sensor will include data from this sensor
if the report is fully automated (in which case the abbreviation AUTO is
also included in the message). The data will be in the same form as manual
reports except that:
NCD will be reported if no cloud is detected; and
there will be no indication of cumulonimbus or towering cumulus.
Note: Pilots should exercise caution when interpreting automated cloud
information as it may not be equivalent to a human observation
because:
The information is reported as a 30 minute average with double weighting
given to the last 10 minutes; and
As it is sourced from a single ceilometer sampling only the sky directly
overhead, it may not be representative of the skyline.
Fully automated AWS may issue special reports (SPECI) for cloud using data
from cloud sensors.
CAVOK
CAVOK is included in reports (from staffed stations only) and forecasts when
the following conditions are observed, or forecast to occur, simultaneously:
visibility of 10 km or more;
nil significant cloud, i.e. no cloud below 5000 ft or below the

highest 25 nm minimum sector altitude, whichever is greater, and no
cumulonimbus or towering cumulus at any height; and
nil significant weather.

When the term CAVOK is given, the elements visibility, weather and cloud
will not be given.
Whenever a total of BKN or more of low or middle cloud cover is at or above
5000 ft, and CAVOK has been used, the cloud amount and base may be given
as a remark (i.e. after RMK).
Significant Variation
Aerodrome forecasts will include significant changes or variations (indicated
by FM, BECMG, INTER and TEMPO) to the previously given conditions
when the relevant criteria are met. These relate to improvements as well as
deteriorations.
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The variation groups TEMPO and INTER are used to indicate significant
variations of a temporary or intermittent nature. The change groups FM and
BECMG are used to specify changes that are more lasting in nature. The
indicators are the beginning of a self-contained forecast.
When reduced visibility due to fog, mist, dust, smoke or sand is forecast, but
the probability is assessed at between 30% and 40%, the terms PROB30 or
PROB40 are used. The term may also be added before a TEMPO or INTER
statement to express probability assessments of thunderstorms. If greater
than, or equal to, 50% probability is forecast, reference is made to the
phenomena in the forecast itself and not by the addition of the statements
PROB30 or PROB40.
The terms NSW (nil significant weather), SKC and NSC may be included
following FM or BECMG to indicate significant improvements expected.
If a TAF or TTF includes a forecast of turbulence, its commencement will
be indicated by the abbreviation FM, and its cessation within the forecast
coverage will be indicated by the abbreviation TILL. Start and finish times are
given in the format ddhhmm (day of month, hour, minute).
Temperature
Aerodrome weather reports contain both air temperature and dewpoint in
whole degrees celsius.
Up to four forecast values of air temperature are given in TAF, for the times
HH, HH+3 hours, HH+6 hours and HH+9 hours, where HH is the time
of commencement of the TAF validity period. These forecasts are point
forecasts for these times but are valid for:
in the case of the first value, ninety minutes after the time point HH; and,
for subsequent values, ninety minutes each side of the time point.
The temperature forecasts are prefixed by the letter T. Negative values are
indicated by the letter M before the numeral.
QNH
QNH is given in whole hectopascals using four figures.
In aerodrome weather reports, QNH is prefixed by the letter Q (e.g. Q0999).
Observed intermediate values are rounded down (e.g. 1001.9 is reported as
1001).
Up to four forecast values of QNH are given in TAF, for the times HH,
HH+3 hours, HH+6 hours and HH+9 hours, where HH is the time of
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commencement of the TAF validity period. These forecasts are point

forecasts for these times but are valid for:
in the case of the first value, ninety minutes after the time point HH; and,
for subsequent values, ninety minutes each side of the time point.
The QNH forecasts are prefixed by the letter Q.
Supplementary Information
In METAR/SPECI, supplementary information is used to report the following:
recent weather (RE) of operational significance; and
wind shear (WS) information on a takeoff or landing runway.
Remarks Section
Rainfall
The remarks section of the report will include rainfall recorded by an
automatic rain gauge. The information is in the form RF##.#/###.# where the
first three digits after the indicator RF will report the rainfall recorded in the
10 minutes prior to the observation time, and the next four digits report the
total rainfall recorded since 0900 local time. Both amounts are expressed in
millimetres to the nearest 0.2 mm.
Plain Language
Any other significant weather conditions (e.g. an approaching front or visible
bushfires) are appended as plain language.
Elements Not Available
A report from a fully automated AWS that does not include information from
sensors for visibility, weather, or cloud will report ////, // or ////// respectively in
lieu of these parameters.
Aerodrome Forecast (TAF) Examples
TAF YCOM 070635Z 0708/0720 18015KT 9999 FEW005 BKN020
TEMPO 0710/0714 2000 -SHSN BKN005 SCT020
RMK T 03 00 M02 M04 Q 1008 1007 1006 1006
TAF YSSY 020435Z 0206/0312 31005KT CAVOK
FM021400 16015KT 8000 SHRA BKN008 SCT030
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138
aerodrome forecasts
FM022300 23010KT 9999 NSW SCT030
RMK T 25 21 18 15 Q 1012 1013 1014 1014
TAF YSCB 270448Z 2706/2806 33015G28KT 3000 +RA
BKN010 OVC100 FM271400 16015KT 8000 SHRA FEW010 SCT040 SCT100
INTER 2710/2714 1000 +TSRA BKN005 SCT040CB
RMK FM270800 MOD TURB BLW 5000FT TILL271300
T 14 13 13 11 Q 1016 1015 1013 1016
Aerodrome Weather Report Examples
SPECI YMML 092000Z 22002KT 0600 R16/0600D R27/0500N FG VV///
04/04 Q1020 RMK RF00.0/004.0
SPECI YBCS 221745Z 23014G29KT 6000 1200NE TSRA
FEW040CB BKN100 26/22 Q1003 RMK RF04.0/004.0
SPECI YSSY 271915Z VRB01KT 3000 VCFG FEW030 18/17
Q1018 RMK RF00.0/000.0
METAR YMOR 100400Z 06013KT 9000 VV/// 31/08 Q1010
RMK RF00.0/000.0 SKY OBS DUE BUSH FIRE SMOKE
SPECI YSCB 141400Z AUTO 20008KT 9000NDV // BKN016
14/11 Q1001 RMK RF00.0/000.0
SPECI YMAV 240215Z AUTO 36018G28KT 9999NDV // NCD
31/10 Q1014 RMK RF00.0/000.0
METAR YSBK 241700Z AUTO 15002KT 0900NDV // //////
04/04 Q1020 RMK RF00.0/000.0 CLD: SKY MAY BE OBSC
2 meteorology
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trend forecast
VIS
TTF
METAR
or SPECI
Location
Date/
Time
RVR
WX
139
Cloud
TEMP/
DEW PT
Wind
QNH
Supplementary
Information
Remarks
CAVOK
no
significant
changes
NOSIG
significant
changes
to mean
conditions
FM TIME
significant
variations
from mean
conditions
significant
low level
turbulence
VIS
WX
CLOUD
Wind
CAVOK
INTER
or
TEMPO
FM TIME
Start
Time
Finish
Time
MOD TURB or
MOD/SEV TURB or
SEV TURB
Wind
VIS
BLW............FT
WX
TILL
CLOUD
Time
Trend Forecast (TTF)

At major aerodromes, a statement of trend, valid for three hours (unless
otherwise indicated) from the time of the observation, is appended to the
observation. The TTF relates to weather conditions expected to affect the
aerodrome of origin for the validity period of the forecast.
The decode of the TTF is as per that for the METAR/SPECI except there is a
statement of trend appended to the end of the forecast. This may contain the
following:
NOSIG is used to indicate that no significant changes to the elements
wind, visibility, weather and cloud, as reported in the METAR/SPECI, are
expected to occur during the validity period of the TTF;
FM (time) indicates that significant changes to a new set of mean

conditions, from those previously given, are expected to occur at the
2 meteorology
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140
trend forecast

specified time and to persist until the end of the validity period of the TTF
or until new mean conditions are given;
Intermittent variations (for periods less than 30 minutes) and temporary

variations (for periods of 30 minutes or more but less than 60 minutes) are
given as INTER and TEMPO respectively, followed by the validity period in
the format hhmm/hhmm where h = hour and m = minute UTC; and
Moderate or severe low-level turbulence excludes turbulence associated

with convective weather. TILL (time) is used if the turbulence is expected
to cease before the end validity period of the TREND.
The TTF supersedes the TAF for its validity period and is the current forecast
for pilots of aircraft whose arrival time falls within the validity period. For
aerodromes where the TTF service is not a 24 hour service, the TAF will
become the valid forecast from the time indicated in the remarks section of
the TTF e.g. USE TAF FOR ARRIVAL AFTER 0800Z.
Note: For pilots whose arrival time falls outside the three-hour period, the TAF
is the current forecast. Where applicable, TTF replaces TAF and present
weather in VOLMET broadcasts.
Trend Forecast (TTF) Examples
TTF SPECI YPAD 012200Z 00000KT 5000 DZ OVC005 14/14 Q1025 RMK
RF00.4/000.4
FM2200 00000KT 9999 NSW BKN008 FM2300 03005KT 9999 NSW SCT020
TTF SPECI YMML 100200Z 05008KT 4000 DZ BKN005 OVC100 16/15 Q1017
RMK RF00.2/000.2
NOSIG
TTF METAR YPPH 120500Z 36015KT CAVOK 32/08 Q1014 RMK
RF00.0/000.0
FM0630 28025KT 9999 NSW BKN030 INTER 0530/0730 5000 SHRA
BKN008
TTF METAR YBTL 220730Z 35006KT 9999 FEW050TCU 31/21 Q1005 RMK
RF00.0/000.0 DISTANT THUNDER
NOSIG
TTF SPECI YBTL 240800Z 03010KT 4000 TSRA BKN030CB SCT120 27/24
Q1008 RMK RF00.0/000.0
FM0830 03005KT 9999 SHRA BKN035
INTER 0830/1100 4000 TSRA SCT010 SCT030CB
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trend forecast
141
TTF METAR YSCB 140600Z 20008KT CAVOK 14/11 Q1001 RMK

RF00.0/000.0
NOSIG
USE TAF FOR ARRIVALS AFTER 0800Z
windshear warnings
Windshear warnings provide information on observed, reported or assessed
risk of wind shear which could adversely affect aircraft between runway level
and 1600 ft above that level. A Windshear warning will be cancelled when the
wind shear is no longer expected.
This service is provided at Cairns, Brisbane, Sydney, Melbourne, Adelaide,
Darwin, Perth and some Defence locations.
When windshear is forecast, or reported by pilots at an intensity greater
than light, this information, together with a forecast low level wind, will be
included on the ATIS at any of the above aerodromes.
meteorological reports
Aerodrome Weather Reports are reports of observations of meteorological
conditions at an aerodrome. The reports are generated by electronic recording
devices called automated weather stations (AWS) and may have manual input
by approved observers.
ROUTINE REPORTS (METAR) are issued at fixed times, hourly or half-hourly,
and are made available at preflight briefing or on request to aircraft in flight.
SPECIAL REPORTS (SPECI) are aerodrome weather reports issued
whenever weather conditions fluctuate about or are below specified criteria.
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142
TAKE-OFF AND LANDING REPORTS
Are provided at aerodromes where a control tower is established. This
service may also be provided by a CA/GRS or UNICOM, details of which can
be obtained in ERSA.
Take-off and landing reports are included on ATIS, where available, or passed
to aircraft reporting taxiing or inbound. Take-off and landing reports contain, as
available, the following:
wind velocity, with direction in degrees magnetic;
altimeter setting;
air temperature (if appropriate to the type of aircraft);
low cloud, if significant;
v isibility, if significant - in metres up to and including 5000 m, above
this value in km. A visibility greater than 10 km is given as VISIBILITY
GREATER THAN 10KM.
a dditional items, ie extent of cloud below the main ceiling, disposition and
intensity of rain, reported turbulence area;
C
AVOK - when the following conditions are observed to occur
simultaneously:

visibility of 10 km or more;
no cloud below 5000 ft or below the highest minimum sector altitude,

whichever is the greater, and no cumulonimbus;

no precipitation, thunderstorm, shallow fog, low drifting snow or dust

devils. When the term CAVOK is used, the elements low cloud, visibility
and additional items will not be advised.
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143
The meteorological information provided by air traffic controllers may be

obtained by observation of the whole horizon or only the area that will contain
the probable flight path of an aircraft. Reports based on AWS data will be
limited to wind direction and velocity, QNH and temperature, except when a
qualified observer at the aerodrome provides visually observed information.
APPROVED OBSERVERS
Approved Observers are officers of the BoM, air traffic controllers, and other
persons on the ground approved for the purpose by the BoM and/or CASA.
For the purpose of observing visibility for take-off and landing at an aerodrome,
the pilot in command shall be deemed an approved observer for that flight.
OBSERVING POINT
The location of the observing point for the aerodrome weather reports is
such that the meteorological conditions observed within visual range, or
interpreted from instruments at that point, are representative of conditions at
the aerodrome.
AIRCRAFT WEATHER REPORTS

The pilot in command of an aircraft is required to observe and report en route
meteorological conditions as prescribed in AIP GEN 3.5. For this purpose, he/
she is deemed an approved observer.
In addition to requirements for special AIREP reports concerning MET
conditions likely to affect the safety of other aircraft, pilots in areas
where ground meteorological reports are scanty are encouraged to report
observations of MET conditions which they consider will assist in the
provision of meteorological services.
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144
meteorological advices
SIGMET
SIGMET information concerns the occurrence or expected occurrence, in an
area over which meteorological watch is being maintained, of one or more of
the following:

- thunderstorms
- tropical cyclones
- severe line squalls
- hail
- severe turbulence
- severe icing
- severe mountain waves
- heavy sandstorms or duststorms
- volcanic ash cloud
Pilots in command of aircraft encountering any of the above phenomena,

not notified by SIGMET advices, must report details of the phenomena in an
AIREP SPECIAL.
SIGMET information is issued by MET forecasters and addressed by ATS as
a Hazard Alert to aircraft operating on routes or in areas likely to be affected.
This information will normally relate the phenomena reported to designated
reporting points, and where possible, will indicate the area in which the
phenomena exist.
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145
AIRMET
AIRMET information concerns the occurrence or expected occurrence
affecting the levels at or below 18 500 ft in an area over which meteorological
watch is being maintained, of one or more of the following phenomena:
isolated and occasional thunderstorms;
moderate icing except when associated with convective cloud;
m
oderate turbulence, except when this is expected to occur in an area,
or at a time, where or when it is a normal seasonal feature, or if it is
associated with convective cloud;
e
xtensive areas of visibility of less than 8 km, or of cloud coverage of BKN
or OVC below 1500 ft above ground level;
winds of 40 kt or more within 2000 ft above ground level;
AIRMET information, which concerns phenomena of a lesser degree of
severity than SIGMET information, is given to aircraft operating at or below
10 000 ft.
AIRMET Information is issued by MET forecasters and addressed by ATS as a
Hazard Alert to aircraft operating on routes or in areas likely to be affected. It
will indicate the locality or area in which the phenomena exist or are expected
to exist.
AIRMET information will not be issued on phenomena which are included in
a current area forecast. Pilots in command who encounter any of the above
phenomena, which have not been notified by a forecast or an AIRMET advice,
should report the details by SHORT AIREP.
Note: AIRMET information is additional to SIGMET information which is
issued to all aircraft types.
2 meteorology
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146
HAZARDOUS WEATHER
RESPONSIBILITY
Cooperative and concerted action is required by pilots, meteorologists and
ATS to ensure the most accurate information is promulgated to assist pilots in
the avoidance of hazardous weather, particularly those phenomena associated
with thunderstorms - icing, hail and turbulence.
Meteorologists are responsible for the observation of weather phenomena
and forecasting their occurrence, development and movement, in terms
applicable to aircraft operations. These forecasts need to be produced in
sufficient time for avoiding action to be taken.
ATS is responsible for distributing reports of hazardous meteorological
conditions to pilots as a part of the Flight Information Service. ATS also
makes visual and limited radar weather observations for the information of
meteorologists and pilots, and is responsible for relaying pilot weather reports
to the BoM. At some locations, ATS is provided with METRAD or RAPIC
which may supplement weather advice by the ATS. Details are given in AIP
GEN 3.3.
Whilst manoeuvring in hazardous weather situations, pilots are responsible for
the safety of their own aircraft using advices and clearances passed by ATS
and information obtained from their own visual or airborne radar observations.
They are also responsible for passing visual and airborne radar observations of
hazardous weather to ATS.
PILOT ACTION
Outside controlled airspace all hazardous weather avoidance action is the
sole responsibility of the pilot in command. However, in order to preserve the
safety of the aircraft and other air traffic, the pilot in command is requested to
advise ATS of intended actions.
The pilot in command, both inside and outside controlled airspace, must
advise ATS promptly of any hazardous weather encountered, or observed
either visually or by radar. Whenever practicable, those observations should
include as much detail as possible, including location and severity. Hazardous
weather includes, in particular, thunderstorms, severe turbulence, hail, icing
and line squalls, and volcanic ash cloud.
2 meteorology
8/20/10 12:00 PM
147
WIND SHEAR - PILOT REPORTING

Wind shear encountered by aircraft must be reported by pilots as follows:
light - shear causing minor excursions from flight path and/or airspeed;
moderate - shear causing significant effect on control of the aircraft;
s trong - shear causing difficulty in keeping the aircraft to desired flight
path and/or airspeed;
severe - shear causing hazardous effects to aircraft controllability;
Pilots encountering wind shear of intensity moderate, strong or severe
should immediately report the degree, type of shear and the altitude at which
the greatest adverse effect was experienced. At non-towered aerodromes,
the report should also be broadcast to all aircraft on the CTAF and should
include the name of the aerodrome (AIP GEN 3.5).
The responsibility to continue an approach to land, or to takeoff following
notification of low level wind shear rests with the pilot in command.
AUTOMATIC METEOROLOGICAL BROADCASTS

Routine broadcasts of selected operational meteorological information for use
by aircraft in flight are made from suitable locations using discrete ground-toair frequencies.
AUTOMATIC EN ROUTE INFORMATION SERVICES (AERIS)

The AERIS continuously broadcasts METAR from a network of VHF
transmitters installed around Australia. Details of transmitter sites,
frequencies and locations for which METAR are provided are at ERSA GEN.
2 meteorology
8/20/10 12:00 PM
148
DARWIN
GOVE
KUNUNURRA
KARRATHA
LEARMONTH
BELLENDEN KERR
GOOCHEGOOCHERA
DERBY
BROOME
CAIRNS
TOWNSVILLE
TENNANT CREEK
MOUNT ISA
TELFER
PARABURDOO
ALICE SPRINGS
AYERS ROCK
Mt BLACKWOOD
ROCKHAMPTON
MEEKATHARRA
Mt MOWBULLAN
CARNARVON
BROKEN HILL
GERALDTON
KALGOORLIE
MILDURA
PERTH
ESPERANCE
ALBANY
BRISBANE
POINT LOOKOUT
Mt CANOBOLAS SYDNEY
CEDUNA
DUBBO
CANBERRA
Mt WILLIAM
Mt GAMBIER
Mt GININI
MELBOURNE
LAUNCESTON
HOBART
VHF AUTOMATIC EN ROUTE INFORMATION SERVICE (AERIS) NETWORK

(COVERAGE AT 20 000 FT)

OUTLET
VHF
METAR MENU
Mt. WILLIAM
119.75
Adelaide, Hobart, Launceston, Melbourne,

Perth, Mildura
Mt. GININI
119.95
Adelaide, Canberra, Hobart, Melbourne,

Wagga Wagga
Mt. CANOBOLAS
119.85
Adelaide, Alice Springs, Brisbane,

Melbourne, Perth, Sydney, Williamtown
POINT LOOKOUT
119.75
Brisbane, Canberra, Gold Coast, Melbourne,

Rockhampton, Sydney, Williamtown
Mt. MOWBULLAN
119.95
Brisbane, Gold Coast, Mackay,

Maroochydore, Rockhampton, Sydney
Mt. BLACKWOOD
119.85
Brisbane, Cairns, Hamilton Island, Mackay,

Rockhampton, Townsville
BELLENDEN KERR
119.75

128.45
Alice Springs, Brisbane, Cairns, Mt. Isa,

Tindal, Townsville
128.45
Alice Springs, Cairns, Darwin,
2 meteorology
Mt. ISA
VFRG 2010 with mark
up 5 final changes B.indd 148
GOOCHEGOOCHERA
8/20/10 12:00 PM

149

OUTLET
VHF
METAR MENU
Mt. WILLIAM
119.75
Adelaide, Hobart, Launceston, Melbourne,

Perth, Mildura
Mt. GININI
119.95
Adelaide, Canberra, Hobart, Melbourne,

Wagga Wagga
Mt. CANOBOLAS
119.85

Melbourne, Perth, Sydney, Williamtown
POINT LOOKOUT
119.75
Brisbane, Canberra, Gold Coast, Melbourne,

Rockhampton, Sydney, Williamtown
Mt. MOWBULLAN
119.95
Brisbane, Gold Coast, Mackay,

Maroochydore, Rockhampton, Sydney
Mt. BLACKWOOD
119.85

BELLENDEN KERR
119.75

Mt. ISA
128.45
Alice Springs, Brisbane, Cairns, Mt. Isa,

Tindal, Townsville
GOOCHEGOOCHERA
128.45
Alice Springs, Cairns, Darwin,

Tennant Creek, Tindal, Townsville
DERBY
128.45
Broome, Darwin, Kununurra, Meekatharra,

Perth, Port Hedland
MEEKATHARRA
128.45
Broome, Kalgoorlie, Karratha, Meekatharra,

Mt. Magnet, Perth, Port Hedland
CEDUNA
128.45
Adelaide, Alice Springs, Kalgoorlie,

Melbourne, Perth, Sydney
KALGOORLIE
128.25
Adelaide, Alice Springs, Ceduna,

Kalgoorlie, Laverton, Perth
BROKEN HILL
128.25

Darwin, Melbourne, Sydney
2 meteorology
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150
AIREP
AIREP SPECIAL
A pilot in command should make a special AIREP report (see ERSA Flight
Planning) when requested, or as soon as practicable after encountering any
SIGMET condition which has not been notified, or any other MET condition
which is likely to affect the safety or markedly effect the efficiency of other
aircraft.
The estimate of next position may be omitted from an AIREP SPECIAL report
except where the report is made at a planned position reporting point.
In the climb-out and approach phases, a pilot in command must report
meteorological conditions, not previously advised, which are likely to affect
the safety of aircraft operations. The preferred format of the report is detailed
in ERSA Flight Planning.
SHORT AIREP
Short AIREP should be provided by pilots when requested.
ATS should be advised when a pilot encounters:
C
loudunexpected significant variations to amount, base or tops (by
reference to QNH);
V
isibilityreduced due to fog, mist, hail, rain, snow or dust, or
improvement observed;

Windsignificant variation to forecast;
Other

phenomenaincidence of severe or moderate turbulence,
thunderstorms, moderate or severe icing, hail, line squalls, standing
waves or winds of 40 kt or more within 2000 ft of ground level.
The report comprises:
callsign of the ground station;
callsign of the aircraft;
Short AIREP;
position and time; or
EN ROUTE (departure point ) TO (destination); and
weather report.
2 meteorology
8/20/10 12:00 PM
f l i g h t s o v e r wat e r
pre-flight
151
FLIGHTS OVER WATER (CAR 258)

An aircraft shall not fly over water at a distance from land greater than the
distance from which the aircraft could reach land if the engine, or, in the case of
a multi-engined aircraft, the critical engine (being the engine the non-operation
of which when the other engines are in operation gives the highest minimum
speed at which the aircraft can be controlled) were inoperative, except:
in accordance with directions issued by CASA; or
in the course of departing from or landing at an aerodrome in accordance
with a normal navigational procedure for departing from or landing at that
aerodrome.
Aircraft engaged in PVT, AWK or CHTR operations, and which are normally
prohibited by CAR 258 from over-water flights because of their inability
to reach land in the event of engine failure, may fly over water subject to
compliance with the following conditions. These conditions are additional to
the requirements for flight over land (AIP ENR 1.1).
There is no limitation for PVT, AWK or freight-only CHTR operations.
ach occupant of the aircraft must wear a life jacket during the flight over
E
water unless exempted from doing so under the terms of CAO 20.11.
A meteorological forecast must be obtained.
FR flights are required to submit a SARTIME flight notification to ATS or
V
leave a Flight Note with a responsible person.
SAR Alerting
V
FR flights may choose to operate on reporting schedules for the over
water stages of a flight. Schedules may be arranged before commencing
the overwater stage and terminate on completion of the crossing.
V
FR aircraft not equipped with radio which will enable continuous
communication, or not radio equipped, must carry a survival beacon as
prescribed in CAO 20.11, for the over-water stages of the flight.
2 flights over water
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152
safety equipment
LIFE JACKETS
Aircraft shall be equipped with one life jacket that complies with the
standards specified in CAO 20.11 for each occupant when the aircraft is over
water and at a distance from land:
in the case of a single engine aircraft greater than that which would
allow the aircraft to reach land with the engine inoperative; and
in the case of multi-engine aircraft greater than 50 nm.
Note 1: For the purposes of this paragraph land shall mean land suitable
for an emergency landing.
Note 2: Except as specified for RPT or CHTR, the provisions of this
paragraph need not apply to land aircraft departing from or
landing at an aerodrome in accordance with a normal navigational
procedure for departing from or landing at that aerodrome.
Where required by CAO 20.11, a life jacket or individual flotation device shall be
stowed at or immediately adjacent to each seat. In addition, sufficient additional
life jackets or individual flotation devices shall be carried in easily accessible
positions for use by infants or children for whom a life jacket or individual
flotation device is not available at or adjacent to their seated position.
Life jackets shall be so stowed in the aircraft that one life jacket is readily accessible
to each occupant and, in the case of passengers, within easy reach of their seats.
Where life jackets are required to be carried by single engine aircraft each
occupant shall wear a life jacket during flight over water. However, occupants
of aeroplanes need not wear life jackets during flight above 2000 ft above the
water.
Where life jackets are required to be carried in accordance with paragraph
5.1.4 each occupant of a single engine aircraft shall wear a life jacket during
flight over water when the aircraft is operated beyond gliding distance from
land or water, as appropriate, suitable for an emergency landing. However,
occupants need not wear life jackets when the aircraft is taking-off or landing
at an aerodrome in accordance with a normal navigational procedure for
departing from or arriving at that aerodrome, and occupants of aeroplanes
need not wear life jackets during flight above 2000 ft above the water.
8/20/10 12:00 PM
safety equipment
153
LIFE RAFTS (CAO 20.11)

An aircraft that is flown over water at a distance from land greater than the
permitted distance (a distance equal to 30 minutes at normal cruising speed,
or 100 nm, whichever is the less), must carry, as part of its emergency and
lifesaving equipment, sufficient life rafts to provide a place in a life raft for
each person on board the aircraft.
Life rafts shall be in addition to the life jackets that are required for the flight. Life
rafts carried in accordance with this section shall be stowed so as to be readily
accessible in the event of a ditching without appreciable time for preparatory
procedures. When life rafts are stowed in compartments or containers, such
compartments or containers shall be appropriately and conspicuously marked.
Life rafts shall comply with a standard approved by CASA.
SIGNALLING EQUIPMENT (CAO 20.11)
Aircraft or flights where the carriage of life rafts is required by CAO 20.11,
or on such other overwater flights as the Authority specifies, shall carry
approved types of the following signalling equipment:
o
ne ELT when one life raft is carried and at least two ELTs when more than one
raft is carried. The ELTs shall meet the standards specified by CASA and shall
be stowed so as to facilitate their ready use in an emergency; and
a supply of pyrotechnic distress signals.
Single engine aircraft on flights over water, which are not equipped with radio
communication equipment or are not capable of continuous air ground
communication and which are not required to carry a life raft, shall be required
to carry an ELT.
SURVIVAL EQUIPMENT (CAO 20.11)
An aircraft shall carry survival equipment for sustaining life appropriate to the
area being overflown on the following flights:
where the carriage of life rafts are required; and
d
uring operations within or through the remote areas specified by the
remote area maps; and
on such other flights as may be directed by CASA.
8/20/10 12:00 PM
d e s i g n at e d r e m o t e a r e a s
154
maps
DARWIN
KATHERINE
DALY WATERS
TALGARNO
CAIRNS
TOWNSVILLE
TENANT CREEK
MT ISA
ALICE SPRINGS
BRISBANE
WILUNA
LAVERTON
KALGOORLIE
BOURKE
LEIGH CREEK
PERTH
SYDNEY
ADELAIDE
MELBOURNE
DESIGNATED REMOTE AREAS
NOTE 1 - Flight through corridors shall be made within sight of the highway
concerned but in no case more than five nm therefrom.
NOTE 2 - Australian administered islands adjacent to the remote Area between
Talgarno and Cairns are part of the Designated Remote Area.
NOTE 3 - Mainland within 50 nm of Darwin excluded from Designated Remote
Area.
2 designated remote areas
8/20/10 12:00 PM
maps
155
CANBERRA
THARWA
MT FRANKLIN
ALBURY
KHANCOBAN
EA
BENALLA
AR
BERRIDALE
ED
TE
RE
DELEGATE
T
NA
JAMIESON
G
SI
DE
MELBOURNE
MT BAW BAW
WEST POINT
DEVONPORT
DE
BLACK
BLUFF
RE
EA
OT
EM
DR
TE
NA
SIG
15 nm
LAUNCESTON
15 nm
HOBART
CAPE BRUNY
8/20/10 12:00 PM
156
maps
REMOTE AREAS (CAO 20.11)
Aircraft planned to operate within or through the designated remote areas
are required to carry survival equipment suitable for sustaining life in the area
over which the flight is planned (CAO 20.11).
8/20/10 12:00 PM
safety precautions
passengers
157
BRIEFING OF PASSENGERS (CAO 20.11)

The operator of an aircraft shall ensure that all passengers are orally briefed
before each take-off on:
smoking, including the prohibition of smoking in toilets;
the use and adjustment of seat belts;
the location of emergency exits;
the use of oxygen where applicable;
the use of flotation devices where applicable;
stowage of hand luggage; and
the presence on board of special survival equipment where applicable.
A typical passenger briefing on a private flight could go something like this:

The law requires that you refrain from smoking on the tarmac and in
the terminal as well as during take-off, landing, and refuelling.
Your seatbelts are similar to your cars and I would ask you to keep
them fastened comfortably during take-off, landing and any other
time I feel it is necessary for your safety.
The exits operate like this and will only be opened on the ground.
Please stow your hand luggage under the seat or I can secure it in
the baggage compartment.
If you feel uncomfortable in any way, please let me know and Ill do
everything I can to improve the situation.
Passenger briefings such as this can instill confidence in your passengers and
start the flight off well.
The operator of an aircraft shall ensure that a handicapped person, and the
person assisting the handicapped person, if any, is given individual briefing
appropriate to the needs of that person in the procedures to be followed in the
event of emergency evacuation of the aircraft. The briefing should include which
emergency exit to use and when to move to the exit. The person giving the
briefing should also enquire as to the most appropriate manner of assisting the
handicapped person so as to prevent pain or injury to that person.
2 safety precautions
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pre-flight
REMOVAL OF LOCKING AND SAFETY DEVICES (CAO 20.2)
Prior to take-off, the pilot in command of an aircraft shall ensure that all
control surface locks, undercarriage pins and locks, and any other devices
used for restricting movement or preventing operation of any part of an
aircraft or its equipment when not in flight or taxiing are removed.
Where external control surface locks, undercarriage pins and locks, or other
external locking or restricting devices have been fitted, they shall, except
where otherwise approved by CASA, be removed prior to commencement
of taxiing for the purpose of taking off. They shall be removed only by the
pilot in command or the co-pilot, or by a person instructed in this function
and authorised to perform it by the owner, hirer, operator or pilot in
command.
Where external control surface locks, undercarriage pins and locks, or other
external locking or restricting devices are removed by a person other than
the pilot in command or co-pilot:
removal shall only be effected as directed by the pilot in command;
t he locks, pins and other external devices shall be exhibited to the pilot
in command from a position which will enable him to readily determine
that all pins, locks and devices are being displayed;
d
uring the hours of darkness the owner, hirer, operator or pilot in
command shall ensure that adequate lighting is provided to enable the
pilot in command to see the articles displayed; and
w
hen the pilot in command is satisfied that all locking devices have
been removed and displayed he or she shall give an agreed form of
acknowledgement to the person effecting removal.
When an aircraft has been parked, taxied or towed in winds exceeding
35 kt and the control systems and surfaces have not been effectively
restrained either by a person in the cockpit or by approved control surface
gust locks, the pilot in command or an appropriately licensed maintenance
engineer shall, before flight, inspect the control systems and control surface
attachments for damage.
Where external control surface locks or restricting devices have been
removed or where an aircraft is to be flown for the first time following
maintenance work involving the aircrafts control surfaces or control surface
systems, the pilot in command shall, immediately before taxiing for the
purpose of taking off, test the flight controls to the full limit of their travel
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159
and make such other tests as are necessary to ensure that those controls
are functioning correctly.
Note: Civil Aviation Regulation 244 (1)(a) requires that immediately before
taking-off on any flight, the pilot in command of an aircraft shall test
the flight controls on the ground to the full limit of their travel and
make such other tests as are necessary to ensure that those controls
are functioning correctly.
SECURITY OF DOORS AND HATCHES (CAO 20.2)
Immediately before taxi-ing for the purpose of taking off on any flight, the pilot
in command shall ensure that all doors, escape hatches and loading hatches
are properly secured.
PRECAUTIONS BEFORE SOLO FLIGHT IN AIRCRAFT FITTED WITH DUAL
CONTROLS (CAO 20.2)
The pilot in command of an aircraft fitted with dual controls, which is to
be flown solo, shall ensure that safety harness and any other articles or
equipment which may foul the controls are safely secured; if the second
control column is readily detachable, it shall be removed.
FUEL SYSTEM INSPECTION (CAO 20.2)
The operator and pilot in command shall ensure that the following inspections
and tests for the presence of water in the fuel system of the aircraft are made:
either:

- if the aircraft manufacturers data specifies the manner in which

inspections and tests for the presence of water in the aircrafts
fuel system are to be made and the data has been approved under
regulation 42M as part of the aircrafts system of maintenance, an
inspection and test in accordance with the approved data; or
- in any other case, before the start of each days flying, and after each
refuelling, with the aircraft standing on a reasonably level surface, drain
a small quantity of fuel from each fuel tank into a clear transparent
container and check by an approved method for the presence of
water; and
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pre-flight
o
n such aircraft types which may be specified by CASA, extend the
foregoing inspection to fuel system filters and collector boxes. It is
recommended that all aircraft fuel system filters and collector boxes be
checked for water contamination at frequent intervals.
Note: It is important that checks for water contamination of fuel drainage
samples be positive in nature and do not rely solely on sensory
perceptions of colour and smell, both of which can be highly deceptive.
The following methods are acceptable:
P
lace a small quantity of fuel into the container before taking samples
from tank or filter drain points. The presence of water will then be
revealed by a visible surface of demarcation between the two fluids in the
container.
C
heck the drainage samples by chemical means such as water detecting
paper or paste, where a change in colour of the detecting medium will
give clear indication of the presence of water.
In the case of turbine fuel samples, tests should also include inspection
for persistent cloudiness or other evidence of the presence of suspended
water droplets, which will not necessarily be detected by methods
mentioned in notes 1 and 2. Should any doubt exist of the suitability of the
fuel, the checks specified in the aircraft operators Maintenance Manual
should be followed. It is advisable to allow turbine fuel a reasonable period
of stagnation before drawing test samples from fuel drain points; this
allows settling of suspended water which is a slower process in turbine
fuel than in aviation gasoline.
The paragraph above does not apply to helicopters that are being hot refuelled
in accordance with section 20.10.
If, at any time, a significant quantity of water is found to be present in an
aircraft fuel system, the operator and pilot in command shall ensure that all
traces of it are removed from the fuel system, including the fuel filters, before
further flight.
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161
Note: In eliminating water from an aircraft fuel system, it is important that
consideration be given to the possibility of water lying in portions of
the tanks or fuel lines where, because of the design of the system or
the existing attitude of the aircraft, it is not immediately accessible to a
drain point.
The operator and pilot in command shall ensure that, before the
commencement of each days flying, all external fuel tank vents are inspected
for freedom from obstruction.
daily inspection
An inspection (called a daily inspection) must be carried out on the aircraft
before the aircrafts first flight on each day on which the aircraft is flown.
A daily inspection must consist of the making of such checks set out in the
aircraft flight manual (AFM) or the following table as applicable to the aircraft.
TABLE OF CHECKS INCLUDED IN A DAILY INSPECTION
C
heck that the ignition switches are off, the mixture control is lean or cut
off, the throttle is closed and the fuel selector is on.
C
heck that the propeller blades are free from cracks, bends and
detrimental nicks, that the propeller spinner is secure and free from
cracks, that there is no evidence of oil or grease leakage from the
propeller hub or actuating cylinder and that the propeller hub, where
visible, has no evidence of any defect which would prevent safe
operation.
C
heck that the induction system and all cooling air inlets are free from
obstruction.
C
heck that the engine, where visible, has no fuel or oil leaks and that the
exhaust system is secure and free from cracks.
C
heck that the oil quantity is within the limits specified by the
manufacturer for safe operation and that the oil filler cap, dipstick and
inspection panels are secure.
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daily inspection
Check that the engine cowlings and cowl flaps are secure.
C
heck that the landing gear tyres are free from cuts or other damage,
have no plies exposed and, by visual inspection, are adequately inflated.
C
heck that the landing gear oleo extensions are within normal static limits
and that the landing gear doors are secure.
C
heck that the wing and fuselage surfaces are free from damage and that
the inspection panels, flight control surfaces and flight control devices are
secure.
C
heck that the interplane and centre section struts are free from damage
and that the bracing wires are of the correct tension.
C
heck that the pitot heads and static ports are free from obstruction and
that the pitot cover is removed or is free to operate.
C
heck that the fuel tank filler caps, chains, vents and associated access
panels are secure and free from damage.
C
heck that the empennage surfaces are free from damage and that the
control surfaces control cables and control rods, where visible, are secure.
C
heck that the canard surfaces are free from damage and that the control
surfaces, control cables and control rods, where visible, are secure.
Check that the flight controls, the trim systems and the high lift devices
operable from the ground have full and free movement in the correct sense.
C
heck that the radios and antennae are secure and that where visible, radio
units and interwiring are secure.
Check that the drain holes are free from obstruction.
Check that there is no snow, frost or ice on the wings, tail surfaces,
canards, propeller or windscreen.
Check that each tank sump and fuel filter is free from water and foreign
matter by draining a suitable quantity of fuel into a clean transparent
container.
Check that the windscreen is clean and free from damage.
Check that the instruments are free from damage, legible and secure.
C
heck that the seat belts, buckles and inertia reels are free from damage,
secure and functioning correctly.
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163
ADDITIONAL ITEMS FOR AGRICULTURAL AEROPLANES

Check that the agricultural equipment is secure.
C
heck that the dump and fan brake mechanisms are free from
obstructions and operate correctly.
ADDITIONAL ITEMS FOR SEAPLANES
C
heck that the hull and floats are free from damage, corrosion and water
accumulation.
C
heck that the float attachment struts, bracing wires and attachment
fittings are secure and free from damage and corrosion.
C
heck that the water rudder and its attachments are secure and free from
damage and corrosion and that the water rudder has full, free and correct
travel.
ELT
ELT REQUIREMENTS (CAR 252A)
Before undertaking a flight at a greater distance than 50 nm radius from
the aerodrome of departure, you must carry a serviceable ELT. If the ELT is
installed on the aircraft it must be armed before flight. If it is a portable ELT it
must be carried in a readily accessible place.
Exceptions to this requirement are:
flights wholly within 50 nm of the aerodrome of departure;
an aerial agriculture flight;
where CASA have issued an approval (CASR 21.197);
t he flight is for the purpose of moving the aircraft to a place where an ELT
is to be installed, repaired or overhauled;
t he ELT fitted to the aircraft has been removed for inspection, repair,
modification or replacement provided that

- an entry has been made in the aircrafts log book stating the ELT make,
2 safety preca U T ions
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ELT
model and serial number together with the date it was removed and
the reason for doing so;

- a placard stating ELT not installed or carried has been placed in a

position visible to the pilot; and
- not more that 90 days have passed since the ELT was removed.
MONITORING OF 121.5MHz
Pilots should monitor 121.5 MHz before engine start and after shut down (AIP
GEN 1.5). Reception of an ELT transmission must be reported to ATS or the
RCC immediately.
Transmissions from early style superseded marine style ELTs may be
identified by breaks on the modulating tone.
CHECKING ELTs
Test transmissions from ELTs should be limited to 5 seconds and it is
preferred that such tests be conducted within the first five minutes of the
hour. Before conducting operational tests operators must notify AusSAR, and
where the beacon is operated on 406 MHz, its HexID must be provided.
If your ELT has been inadvertently activated for more than 10 seconds you
should contact AusSAR at 1800 815 257.
Activation of the test switch results in a transmission which is detected by
COSPAS-SARSAT satellites and by other aircraft.
ELT FREQUENCIES
In addition to 121.5 MHz, current ELTs may also radiate on frequencies of
243 MHz and 406 MHz.
EMERGENCY USE OF ELTs
Information on the emergency use of ELTs is contained in section 4 of this
guide and in ERSA at EMERG.
2 safety preca U T ions
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165
NOTIFICATION - GENERAL (AIP ENR 1.10)

Pilots of VFR flights nominating a SARTIME to ATS, and those intending to
operate in controlled airspace (except for VFR flights in Class E airspace) must
submit flight details to ATS.
The preferred methods for pilots to submit comprehensive flight notification are:
via pilot access to NAIPS via the internet;
in writing;
by telephone; or
by radio to Flight Watch.
Pilots submitting SARTIME flight notifications by facsimile must confirm
receipt of the notification with the briefing office. Further, Airservices strongly
recommends that when any flight notification is submitted by facsimile, the
pilot or operator telephones the briefing office before departure to confirm
that the facsimile has been received.
Abbreviated details for operations in controlled airspace may be advised by radio
if the flight is to operate locally, or operations will be for a brief duration. However,
prior contact with ATC may avoid delays. Pilots may submit details by radio to ATS
when associated with a clearance request, or to nominate a SARTIME.
When submitting flight notification by radio, pilots should be mindful of the
need to minimise frequency congestion and transmit only that information
required by the ATS for the current flight stage. Acceptance is subject to ATS
workload and may be delayed.
Submission of comprehensive travel flight notification by radio is not a
preferred method of notification and should not be used when submission
by some other means is available. Flight notification by radio for travel flights
requiring the submission of comprehensive details will not be accepted at
controlled aerodromes.
Pilots of VFR flights wishing to operate in other than classes C or D airspace,
and who wish to nominate a SARTIME, may submit details in the NAIPS flight
notification SARTIME format. If submitting the flight notification by facsimile
or via telephone, the only form available is the Australian Domestic Flight
Notification form.
VFR flights in the following categories are required to submit a SARTIME
flight notification to ATS, or, as an alternative, to leave a Flight Note with a
responsible person:
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166
RPT and CHTR flights;
over-water flights;
flights in Designated Remote Areas; and
fl
ights at night proceeding beyond 120 nm from the aerodrome of
departure.
VFR flights which are required to, or wish to, use a SARTIME may do so by
providing ATS with the following details:
callsign;
aircraft type;
departure point;
route to be flown;
destination;
POB; and
SARTIME
Note: Only one SARTIME may be current at any time. To prevent the existence
of multiple SARTIMEs for aircraft used by more than one pilot, SARTIMES
should be nominated immediately before the start of each flight.
VFR flights may operate on reporting schedules in the following
circumstances:
mercy flights;
flood, fire or famine relief flights;
overwater flights;
search and rescue flights; and
military flights.
When the pilot of a flight wishes to indicate a variation of SAR requirements,
this must be indicated in Item 8 - Flight Rules, amplified in Item 15 (Route) by
the position at which the change will occur, followed by the new flight Rules.
Submission of flight details at least 30 minutes before ETD is
recommended.
Where notification of flight details, or changes to details, are submitted less
than 30 minutes before ETD, delays will be encountered when an ATC unit
requires that the data be programmed into the computerised SSR Code/Call
sign Management System.
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167
Pilots may cancel a SARTIME via:

telephone to CENSAR on 1800 814 931,
Flight Service or ATC when telephone facilities are not available, or
relay through another pilot.
SARTIMEs are managed on a national basis by the central SARTIME
management database, CENSAR.
The following table identifies flight notification options for the various classes
and types of operations when flying IFR or VFR:
If advising ATS of a change of aircraft ident and/or registration, pilot of SARTIME
flights must also advise, prior to take-off, that the flight is subject to a SARTIME.
To assist in managing the airways system, pilots should always warn

ATS of any flight notification amendments by utilising appropriate alerting
phraseologies: eg
MELBOURNE CENTRE, DELTA MIKE GOLF, IFR FLIGHT PLAN AMENDMENT
or
FLIGHTWATCH, DELTA MIKE GOLF, SARTIME FLIGHT PLAN AMENDMENT
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168
briefing services
The briefing and notification options, in order of preference are:
NAIPS direct dial pilot access
User software is required. Software is available from Airservices web site or
by purchasing a CD-ROM from Airservices Publications Centre. NAIPS also
has flight notification facilities in either the Domestic Flight Notification Form
(for controlled airspace) or the simpler SARTIME notification.
NAIPS From Airservices web site
www.airservicesaustralia.com click on Pilot Briefing Service. The user
interface is different to NAIPS. NAIPS from the web site also has the flight
notification facilities.
AVFAX
Phone 1800 805 150. A self-help system delivering MET and NOTAM
information, including charts to a nominated fax number in response to a
tone generated telephone request. Charges apply via Phone Away card;
registration is via the help desk. AVFAX also accepts hard copy Flight
Notification.
DECTALK
Phone 1800 805 150. It is a self-help system that delivers MET information
on the telephone using a computer generated voice, in response to a tone
generated telephone request. Charges apply via your Phone Away card; No
registration is required. No flight notification facility is available.
BRIEFING OFFICER
Phone 1800 805 150 and wait for the operator. This is a verbal briefing but
longdistance call charges apply.
FLIGHTWATCH
Available from Area FLIGHTWATCH FREQ. Primarily intended for in-flight
updates. A 24 hour national help desk is available on 1800 801 960. A Phone
Away card is purchased from Airservices Publications centre or from pilot
shops.
WEATHER BRIEFINGS
Forecasts, weather radar images, synoptic charts and other useful information
are available direct from the BoM web site at www.bom.gov.au.
A user ID of: bomw0007 and a password: aviation have been provided.
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169
Information for the purposes of flight planning should be obtained from

Airservices throught the National Aeronautical Information Processing System
(NAIPS) which is a multifunction, computerised, internet-based aeronautical
information system. It provides pre-flight briefing information and a means of
lodging flight notification. NAIPS is accessed by:
direct dialling from a PC; or
accessing via the internet
A username and password are required as described in NAIPS access below.
PRE-FLIGHT BRIEFING REQUIREMENTS
Remember that a weather forecast and NOTAMS are mandatory for flights
away from the vicinity of an aerodrome (CAR 239) and, for VFR, an alternate
must be provided for flights more than 50 nm from point of departure
when forecast is below alternate minimum of 1500 ft ceiling and 8 km
(AIP ENR 1.1).
NAIPS ACCESS
ACCESS BY DIRECT DIALLING FROM A PC
This requires the NAIPS for Windows software to be installed on your
computer. It can be downloaded from www.airservicesaustralia.com and click
on flight briefing, or it is available from Airservices on CD (call 1300 306 630).
When the NAIPS for Windows software is installed on your PC it is accessed
by direct dial to 0198 304 767 or via the internet.
You need a user name and password; this will be issued immediately at the
prompt.
YOUR USER NAME
YOUR PASSWORD
The help desk number 1800 801 960
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NAIPS
ACCESS VIA THE INTERNET
Internet access to NAIPS does not require the NAIPS software to be installed
on your PC so it can be accessed from internet cafes etc.
The address is www.airservicesaustralia.com. You still require the username
and password as described above.
The NAIPS for Windows software also allows for internet access.
The internet version allows you to copy and paste sections of the briefing into
a compact document for in-flight use.
NAIPS PRE-FLIGHT INFORMATION
Pre-flight briefing and briefing update included by:
u
se of stored personal flight filesAirservices stored routes for tailored
standard briefings;
b
riefing by locationweather and NOTAM based on locations nominated by
the pilot
briefing by areabased on the forecast areas;
b
riefing by route (SPFIB)weather and NOTAM based on departure,
destination and en-route locations. Briefing material is filtered by:

- time (based on ETD and time period)
- height (low is below 10 000 ft) and
- wake turbulence category (low applies to aircraft of

7000 kg MTOW or less).
updates of pre-flight briefings (AVFAX and SPFIB briefings only);

display of original briefings;
a rea forecasts, Area QNH, METAR/SPECI, TAF, SIGMET, AIRMET, CHARTS
and ATIS;
first and last light calculations;
GPS RAIM predictions;
location-specific NOTAMS;
FIR NOTAMS;
Head Office NOTAMS; and
UTC time check;
Note that SPFIB = Specific Pre-Flight Information Bulletin.
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171
BRIEFING ON INDIVIDUAL LOCATIONS
This enables the user to obtain Met and Notam information for single
nominated locations.
1. Enter the aircraft ID or flight number.
2. Tick either MET or NOTAM depending on what products are required.
3. Tick Head Office NOTAM or SIGMET if they are required.
4. Enter validity time of briefing from 0 to 240 hours (default is 24 hours) only
data current within this time will be presented.
5. Enter up to 10 locations in the spaces provided.
6. To get an area forecast enter the number of the forecast only.
7. To get FIR NOTAM, enter the area forecast area with the prefix 7 and
ending in a zero.
8. To get Restricted Area Notams enter the restricted area number in full, if it
is part of an airspace group enter the group designator (R623A or AMX).
9. Individual locations can be entered in the following formats:

Full name (BRISBANE);
ICAO four letter designator (YBBN); and
Navaid identifier (BN).
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NAIPS
10. The briefing request can be saved by clicking on the SAVE icon.
11. Use location search to find location codes if not known.
BRIEFING BY AREAS
This enables the user to obtain Met and Notam briefings for nominated
briefing areas based on the area forecast areas.
A 9 series, four digit number must be entered, this number consists of
the number 9;
the area forecast area for which the briefing is required; and
the number 0.
briefing and notification
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173
1. Enter the aircraft ID or flight number.

2. Met and Notams can be selected depending on what products are
required for up to 5 areas.
3. Tick head office NOTAM if required.
4. Enter validity time of briefing from 1 to 240 hours (default is 24 hours) only
data current within this time will be presented.
5. An Area directory and map is available to help with selection of the area
and code.
briefing and notification
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NAIPS
BRIEFING BY ROUTE
The SPFIB enables Met and Notam information relevant to the departure,
destination and enroute locations to be retrieved. Wind and temperature
information relevant to the route will also be available if flying above F110.
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175
a maximum of 10 stages can be created;

the SPFIB form can be saved onto your computer;
a SPFIB saved in NAIPS as a flight file can be activated via the icon;
a ccess to the routes stored in NAIPS is available via the Route Directory,
use of the stored routes guarantees a complete briefing will be provided;
t he SPFIB will be valid for a nominated time (1 to 240 hours) and a briefing
reference number will be allocated to each briefing to enable updates to
be obtained at a later time;
N
otams are presented as a 1 line summary if more than 7 days old, full
text can be obtained if required; and
fi
lters are applied to SPFIB Time, height, wake turbulence, these can
affect the amount of data that is received.
NAIPS FLIGHT NOTIFICATION
You can lodge the full Domestic ICAO Flight Notification or the much simpler
SARTIME notification.
T
he DOMESTIC/ICAO notification is required for flights into controlled
airspace.
The SARTIME notification may be used for flights in Class G airspace.
The NAIPS printed flight notification format is not suitable for use in flight so a
separate flight plan and flight log is required for this purpose.
You can use:
data generated from the pre-flight briefing (SPFIB) via the website only; or
stored flight files or Airservices stored routes or you can store your own.
It is necessary to follow the required format otherwise the plan will be
rejected by the system.
All light blue fields are mandatory.
For training purposes you can lodge practice notifications under IDENT NOSEND;
Some notable requirements are:
speed in knots is entered Nxxxx i.e. 105 knots is N0105;
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NAIPS
e
ndurance and estimated elapsed time (EET) are in hours and minutes
(hhmm) so 300 minutes is 0500 (note: unfortunately this is contrary to the
common practice on flight plans and flight logs used in navigation where
times are kept in minutes);
a ircraft types are international designations i.e. a Warrior is a P28A (listed
on Airservices website and in NAIPS);
r outeuse DCT for direct (this limits information to departure and
destination aerodromes) or list significant points along route;
p
erformance category is based on an aircrafts speed at threshold (VAT);
Category A is up to 90 KIAS and Category B 120 KIAS (AIP ENR1.5); and
N
AIPS will not let you nominate multiple SARTIMEs for multistage
flights so either use TBA for the later stages and activate them via
FLIGHTWATCH or nominate a SARTIME only for the final stage.
A flight notification form is accessed via the NAIPS briefing menu.
Neither of the NAIPS formats are intended for use in flight. A flight plan
form is required for this purpose. Since the SARTIME format may not
contain sufficient detail for search and rescue purposes, a flight note with
a responsible person plus a SARTIME notification provides the maximum
protection possible provided that the flight note details are available to
AusSar. One way to ensure this is to add these details to the RMK/: section
such as : Flight note with Bunyip Aero Club (03) 9739 1406.
AusSAR contact details are:

tel: 1 800 815 257

fax: 1 800 622 153
The following details are applicable to typical light GA aircraft under VFR.
More extensive details can be found at www.airservicesaustralia.com.
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177
NAIPS SARTIME FLIGHT NOTIFICATION
The SARTIME form of flight notification is the simpler alternative and only
requires basic information but it can only be used for operations wholly within
Class G airspace.
SARTIME FLIGHT NOTIFICATION
A 2 legs with a Sartime for each leg.
B Route details (not mandatory).
C Sartime for arrival YMCF (first leg).
D Indicating a Sartime is required for the second leg.
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NAIPS
Departure:
Enter the departure aerodrome. This may be entered

as a standard abbreviation (e.g. YSWG) or as a
latitude/longitude. A directory of locations can be
obtained by clicking on the Location Directory link
and entering the details in the pop-up window.
ETD:
Enter a 4-figure UTC date/time group.
Significant Points:
Enter significant points along the route.
Destination:
Enter the destination as a standard abbreviation (e.g.

YMIA) or as a latitude and longitude.
Alternate:
Enter the alternate aerodrome.
After completing the stage data, enter Other/SAR Information as follows:

RMK/:
Enter any other relevant information here.
SARTIME:
Only one SARTIME is permitted per flight

notification.
DTG: Enter SARTIME as a 6-figure DTG or TBN or
TBA.
For: Select either Arrival or Departure.
To ATS Unit: Enter the name of the ATS unit who will
hold the SARTIME for Departure (e.g. BRISBANE).
SARTIME for ARR are held by CENSAR.
At: Enter the destination aerodrome (or the latitude/
longitude if the location does not have an approved
abbreviation) for the SARTIME.
Endurance:
Enter the aircrafts endurance as a 4-figure time in

hours and minutes (e.g. 0523 is an endurance of 5
hours and 23 minutes).
Persons on Board:
This field accepts up to 20 characters of free text.
ELB(A):
Select the type of emergency locator beacon carried.
Pilot in Command:
Enter the name of the pilot in command.
Contact Phone
Number:
Enter a phone number where the person filing the

flight notification can be reached.
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179
NAIPS DOMESTIC/ICAO FLIGHT NOTIFICATION REQUIREMENTS
The following is the full flight notification which is required for flights in
FLIGHT NOTIFICATION SUBMISSION

A VFR flight tracking via published routes.
B Aircraft is equipped with an approved GPS, requires Z in Nav/Com
equipment and GPSRNAV in field 18 NAV/.
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NAIPS
A VFR flight notification, note the Bearing and distance and latitude/longitude
in the significant points section of the route:
A Bearing and distance is Location followed by 6 figures DDDMMM.
B Latitude/longitude can be either 7 (eg. 23S1413E)
or 11 characters (eg. 2330S14320E).
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181
A training flight with airwork being conducted at Gold Coast for 30 minutes:
A This is indicated by DLA/CG0030 (delay CG for 30 min) this is the location
or area that the aircraft will be operating for a specified time.
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182
NAIPS
VFR flight to a location that does not have a valid code.

A ZZZ is used as the destination code and expanded in field 18 DEST/.
B Real place name in field 18 RMK/.
C The latitude and longitude of the destination in the format DDMMS
DDDMME.
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NAIPS
183
8/20/10 12:00 PM
184
NAIPS
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NAIPS
185
8/20/10 12:00 PM
186
NAIPS
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NAIPS
187
COMMON AIRCRAFT TYPE DESIGNATORS (ICAO) FOR NAIPS

Auster
J-1 J1
J-5 Autocar ACAR
Beagle
Pup PUP
Airedale AIRD
Beechcraft
Baron 55 BE55
Baron 58 BE58
Bonanza 33 BE33
Bonanza V tail BE35
Bonanza 36 BE36
Musketeer BE23
Sundowner BE23
Bellanca Citabria
Citabria 7ECA CH7A
other models CH7B
Cessna
150 C150
152 C152
172/RG C172
Cardinal C177
182/RG C182
205 C205
210 C210
310 C310
337 C337
de Havilland
DH60 Moth DH60
Tiger Moth DH82
Chipmunk DHC1
Grumman
Trainer AA1
Traveller AA5
Luscombe 8 L8
Mooney
Mark 20 M20P
Mark 21 M20P
Mark 22 M22
201 M20P
231 M20T
Partenavia
P.68 P68
Piper
J2 Cub J2
J3 Cub J3
Colt PA22
Pacer PA20
Tri-Pacer PA22
Super Cub PA18
Tomahawk PA38
Cherokee P28A
Archer P28A
Cherokee 235 P28B
Arrow P28R
Cherokee 6 PA32
Comanche PA24
Twin ComanchePA30
Apache PA23
Piper Aztec PA27
Seneca PA34
Seminole PA44
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188
internet briefings
MET and NOTAM briefings are available via the Internet, similar to AVFAX, for
areas and locations. This service is available via the Airservices home page:
http://www.airservicesaustralia.com
When prompted, apply for a user name and password which will be issued
immediately.
YOUR USER ID
YOUR PASSWORD
Information available via the Internet includes:

location specific NOTAM;
FIR and sub-FIR NOTAM;
Head Office NOTAM; and
area forecasts, Area QNH, METAR/SPECI, TAF, SIGMET, AIRMET and ATIS.
FLIGHT INFORMATION OFFICES
Briefing staff provide a flight notification acceptance service and NOTAM,
meteorological and other briefing information by telephone and facsimile in
response to requests for specific information. Call charges apply.
Telephone: 1800 805 150
8/20/10 12:00 PM
AVFAX
189
AVFAX
Fax number 1800 805 150.
Touch tone is used for requesting data which is then faxed back.
Full details of codes and designators are published in ERSA at GEN.
A phone away card is required.
Each briefing contains a reference number to facilitate updating. Registration
is via the help desk on (07) 3866 3573 or fax (07) 3866 3685.
A fast access mode is provided which is suited to auto-dialling.
Five digit product codes are used to request the required material. The first
digit is the Product Type Prefix in accordance with the following:

0 Used only with a custom code (a code registered by the user which
allows up to 41 products by using one code).
1 Meteorological information. For use with location or group.
2 NOTAM information only for a single location or group. Only a one-line

summary will be received for NOTAMS over seven days old.
3 En route NOTAM for overflying aircraft.
4 Meteorological and NOTAM information for single location only.
5 NOTAM with full text regardless of age for single location only.
6 Meteorological and NOTAM information for use with group only.
7 GPS RAIM.
8 Charts pictorial information and special products.
9 NOTAM selected by text and number full text will be provided.
The following four digits are the product code.

Example: 16500 is the code for Forecast Area 65.
Group codes denote information areas coincident with ARFOR areas.
The complete code list is in ERSA GEN.
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190
DECTALK
Phone 1800 805 150 and when prompted, key in the access code : 1111.
The codes are listed in ERSA GEN.
Registration is not required for DECTALK and charges are made via your
Phone Away card.
domestic flight notification form

An example of the Australian Domestic Flight Notification form is shown below.
Instructions for completion of the Australian Domestic Flight notification form for
both IFR and VFR flights are contained on the following page. In a number of cases,
particularly in Item 19, completion is recommended as good practice. If mandatory
Items are left incomplete, delays may occur.
Books of flight notification forms are available from the Airservices Publications
Centre at a charge. For flights not operating along an ATS route, estimated elapsed
times should be provided for locations approximately 30 minutes or 200 nm apart.
If a common name is entered into NAIPS in lieu of aerodrome abbreviation or
navigational aid/waypoint, the flight notification output will assume that the aircraft
is tracking over a navigational aid/waypoint and not the aerodrome; eg, the location
HOLBROOK will translate to HBK, not YHBK.
Pilots entering details in terms of latitude and longitude or by the use of bearing and
distance must adhere to the correct format. Location abbreviations should be the
published in AIP abbreviations.
In instances where NAVAID training is required, but diversion to an alternate
aerodrome for that training is likely, and when procedures at the alternative location
require the submission of flight notification, the pilot will be required to provide
details of both locations in Item 15 (Route), expanded in Item 18(a). For example,
for an aircraft requiring PILS at either Sydney, or alternatively Richmond:

DCT BK PEC MQD SY RIC BK DCT
Item 18(a) will show SY PILS or RIC PILS. Pilots not formally required to submit
flight notification, or leave a flight note as defined in the preceding paragraph,
are nevertheless encouraged to leave a flight note as shown on page 191.
Pilots of VFR flights must include POB when submitting flight notification
or when leaving a flight note and are encouraged to notify ATS of any
subsequent changes.
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191
8/20/10 12:00 PM
192

ATS FLIGHT NOTIFICATION - USER GUIDE
ITEM 7 - AIRCRAFT IDENTIFICATION
Enter Aircraft registration/flight number. ZZZZ and TBA cannot be
accepted.
Requirements For VH registered aircraft, enter the three letters after the
prefix only, e.g. for VH-ZFR enter ZFR.
For flight numbers, and other approved callsigns, enter a
mixture of figures and letters that do not exceed seven
characters; e.g. QF 611.

One callsign per flight notification.
ITEM 8 - FLIGHT RULES

Circle
I for Instrument Flight Rules (IFR)
V for Visual Flight Rules (VFR)
Y for IFR then VFR
Z for VFR then IFR
Requirements If Y or Z is circled, an entry in Item 15 must specify where

the change of flight rules will occur; e.g. YBAF VFR.
Type of flight
Circle
S for scheduled air service
N for non-scheduled air service
G for general aviation
M for military
ITEM 9 - NUMBER OF AIRCRAFT

Enter Number of aircraft where there are more than one,
otherwise leave blank.
Type
Enter Aircraft type. Where more than one aircraft type is included
in a formation, enter the type of the lowest performance
aircraft. Additional details regarding the formation must be
inserted at Item 18.
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193
Requirements Use the two or four letter ICAO approved aircraft type
abbreviations.
For aircraft type abbreviations not approved by ICAO, enter ZZZZ and
specify the type of aircraft in Item 18 (b) preceded by TYP/.
Wake Turbulence Category
Circle H for aircraft 136 000 kg MTOW or more

M for aircraft between 7000 and 136 000 kg MTOW
L for aircraft 7000 kg MTOW or less
ITEM 10 - EQUIPMENT
Circle the equipment carried by the aircraft that the pilot is qualified to use:
N for no COM/NAV/Approach Aid equipment for the route to be flown or the
equipment is unserviceable
S for standard COM/NAV/Approach Aid equipment of VHF/ADF/ILS/ VOR
D for DME
F for ADF
G for GNSS (reserved for future use)
H for HF
I for Inertial NAV
J for Data link
L for ILS
O for VOR
R for RNP type certification
T for TACAN
U for UHF
V for VHF
W for Reduced Vertical Separation Minimum (RVSM)
Z for other equipment
Note: G does NOT mean GPS. If an aircraft is fitted with an approved GPS
receiver, circle Z, and in Item 18(b) insert NAV/GPSRNAV.
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194

SURVEILLANCE EQUIPMENT
Circle
N for Nil
A for SSR Transponder Mode A
C for SSR Transponder Mode C
D for ADS-C equipped aircraft
ITEM 13 - DEPARTURE AERODROME

ITEM 16 - DESTINATION AERODROME
ALTERNATE AERODROME
Enter
Aerodrome abbreviation in four letters.
Requirements Use the four letter authorised abbreviation.

For aerodromes without an authorised abbreviation, enter
ZZZZ. In Item 18(a) write DEP/ (or as applicable DEST/
ALTN/) followed by the latitude and longitude of the
aerodrome or bearing and distance from a location with an
authorised abbreviation.
In item 18(a), enter the common name of the alternate
location after RMK/.
Note: F
or bearing and distance, enter the designator of the location followed
by three figures in degrees magnetic followed by three figures in
nautical miles; e.g. BN270120 is a position 120 nm, 270 degrees from
Brisbane.
AFIL AFIL (Flight Notification Filed in the Air) can be used instead
of the departure aerodrome abbreviations when ATS
services are only required for entry to, or to cross controlled
airspace. (Time of Departure become the estimate for the
point where the ATS service is to commence).
TIME OF DEPARTURE
Enter Estimated time of departure (ETD) in four figure UTC, or
the estimate for the point where the ATS service is to
commence (applicable for use with AFIL - as referred to
above in the departure aerodrome section).
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195
Requirements Provide an ETD for every flight stage as DDHMM.

ETDs of more than 7 days at the time of notification cannot
be accepted. A change of more than 30 minutes to a
submitted ETD should be advised to ATS or through NAIPS.
ITEM 15 - CRUISING SPEED
Enter
Enter TAS in knots or enter Mach number.
Requirements
ircle N, then enter zero and three figures for knots; e.g.
C
0180. Circle M, then enter zero and two figures for mach
number to the nearest hundredth of a unit; e.g. 082.
LEVEL
Enter
First planned cruising level.
A followed by three figures to indicate altitude in hundreds

of feet up to and including 10 000 ft e.g. A085.
F followed by three figures to indicate flight levels above

10 000 ft e.g. F350
Requirements Cruising levels must be entered in the required format.
ITEM 15- ROUTE
Enter Details of the planned route, change of level, flight rules and
cruise climb.
Requirements for For an aerodrome, use the authorised abbreviation;
locations /
eg YMBL for Marble Bar. For a navaid identifier, use
published
two or three letter abbreviation; e.g. KSC for Kingscote NDB.
waypoints For a latitude and longitude identification, use degrees and
minutes in an eleven character group; eg 2730S15327E.

For a waypoint use assigned designator; e.g. CANTY.
For bearing and distance, enter the designator of the location

followed by three figures in degrees magnetic followed by
three figures in nautical miles; e.g. BN270120 is a position
120 nm, 270 degrees from Brisbane.
Requirements For ATS route designator, enter published chart designator;
8/20/10 12:00 PM
196

for route
e.g. B456, H62.
Route details must start with DCT (direct) to indicate the flight
is planned to track from the departure aerodrome (YSCB for
Canberra), to the first en route point, then from the last en
route point to the destination (YSSY for Sydney); e.g. DCT CB
SY DCT.
When planning to track direct from the departure aerodrome
to the destination aerodrome, ie without the use of
navigational aids, enter DCT only.
When operating outside a designated ATS route, enter DCT
followed by a significant point; e.g. DCT PH CKL BIU PH DCT
or DCT 1239S14325E 1300S14335E DCT
When operating in a designated ATS route, enter the name of
the location where the route is joined followed by the route
designator; e.g. on a flight departing Ceduna for Griffith via
the route designators J149 and B469 enter DCT CD J149
WHA B469 GTH DCT in Item 15.
On survey work in a block or airspace, enter DCT followed
by significant points to the survey area, included the point
of commencement of survey, then the point of exit from the
survey area and the significant points to the destination;

e.g. DCT BN KCY GAY YGYM MC BN DCT.
When planning to conduct survey work, a map of the survey

area must be provided to ATS with the flight notification.
When planning survey work, write in Item 18(b) the expected
delay (DLA) at the commencement of survey; e.g. DLA/GAY
0130 indicates a delay at Gayndah for 90 minutes.

Note1: A designated route begins and ends at the navaid

except where the departure or destination is not
serviced by a navaid.
Note 2: Pilots should refer to AIP ENR 1.1 para 20 Route

Specifications and AIP ENR 1.1 para 19 Navigation
Requirements when planning a route.
8/20/10 12:00 PM
197
Requirements Enter the significant point where the change will

for change
occur, followed by an oblique stroke, the cruise speed and the
of speed/level level; e.g. AY/N0130A080. Both cruise speed and level must
be entered even if only one has changed.
Requirements Enter details of a change to flight rules following the
for change
entry in Items 8 of Y or Z.
of flight rules Enter the location where the change will occur followed by a
space and VFR or IFR; e.g. YBAF VFR.

Can accompany change in level; e.g. ROM/N0180A090 IFR.
equirements
R
for cruise
climb/
block level
reservation
Enter the letter C followed by an oblique stroke, the point at

which the cruise climb or reservation is planned to start, an
oblique stroke, the speed to be maintained during the cruise
climb or reservation, AND the two levels defining the layer to
be occupied during the cruise climb or block reservation, OR
one level and the word PLUS; e.g. C/FERET/N0380F370F390,
or C/FERET/N0380F370PLUS
TOTAL EET
Enter Total estimated elapsed time of the flight as four figures in
hours and minutes; e.g. 0340 and include any aerial work
delay noted as DLA in Item 18(a).
ITEM 18(A)
Enter Other information relevant to a stage of the flight and
information about navaid training, block surveys and other
plain language remarks of significance.
EET

For flights that enter or leave the Australian FIR use EET/ to
indicate the estimated elapsed time to the FIR boundary.
DEP DEP/ when ZZZZ has been entered in Item 13 followed by

latitude and longitude or bearing and distance from a location
with an authorised abbreviation; e.g. DEP/BN090120.
DEST DEST/ when ZZZZ has been entered in Item 16 followed by
latitude and longitude or bearing and distance from a location
with an authorised abbreviation; e.g. DEST/2730S1527E.
8/20/10 12:00 PM
198

ALTN ALTN/ when ZZZZ has been entered in item 16 followed by
lattitude and longitude or bearing and distance from a location
with an approved abbreviation; e.g. ALTN/2700S15320E.
DLA DLA/ when aerial work will be conducted at a location followed
by the point where the aircraft will be operating, a space, the
estimated time in hours and minutes as a four figure group e.g.
DLA/MDG 0030 RMK/MDG NDB indicated that the aircraft will
be delayed at Mudgee for 30 minutes training on the NDB.
RMK/FLT Insert if flight numbers are used either in RTF phraseologies or
for traffic sequencing, and are not entered in Item 7.
RMK/FORM Insert details of the aircraft taking part in a formation flight if
more than one aircraft type is included in the formation. The
number, type and wake turbulence category of the second and
subsequent types of aircraft are entered, separated by a plus
sign; e.g. RMK/FORM 2PC9+4F18 M OPS in R577.
ITEM 18(B)
Enter Other information relevant to ALL stages of the flight.
OPR
OPR/ when name of operator is required.
TYP TYP/ when an approved aircraft type designator has not been
assigned and ZZZZ has been entered in Item 9; e.g. TYP/ Echo
Mk1.
REG
REG/VH enter full aircraft registration; e.g. REG/VHZFR
PER PER/ to indicate aircraft performance as described in AIP ENR

1.5 para.1.2; e.g. PER/B. IFR aircraft arriving at a controlled
aerodrome must insert their performance category.
STS
STS/ for special aircraft handling; e.g. STS/MED 1, STS/MED 2.
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199
COM COM/ when changes to communication equipment and Z has

already been entered in Item 10; e.g. COM/HF3452.
NAV NAV/ when changes to navigation equipment and Z has
already been entered in Item 10; e.g. NAV/GPSRNAV.
DAT
Datalink capability as follows:
DAT/S
DAT/H HF
DAT/V
DAT/M S SR Mode S
CODE

CODE/ ICAO 24.6 + Aircraft Address expressed in

hexadecimal format.
Satellite
VHF
STS/SARTIME
Requirements Date/time as a six figure group.

nly one SARTIME to be entered as per flight notification;

O
e.g. 080430.
If more than one SARTIME is desired, then TBA can be

entered as remark in Item 18(a) of each stage.
For Arrival At (or departure) aerodrome for cancellation of
SARTIME enter location as:
authorised aerodrome abbreviation, or
navaid identifier, or
latitude/longitude
ZZZZ cannot be accepted.
ITEM 19 - SUPPLEMENTARY INFORMATION
Enter Additional information relevant to the flight for search and
rescue purposes (optional).
Requirements Fuel endurance to be entered for each stage of flight in hours
and minutes after E/; eg 0430 hours.
Under dinghies, enter number of dinghies carried, the total
capacity of ALL dinghies and colour. Persons on board to
be entered as the total number carried for each flight. Enter
TBA if the number is to be advised after time of filing flight
notification.
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200

Survival equipment to be circled as follows:
P - First Aid
D - Emergency Rations
M - Water
J - Jackets
Remarks is provided for any additional survival equipment

carried. Pilot in command should include telephone, mobile
and fax number, and company name.
flight note
A Flight Note is not lodged as part of the ATS SARWATCH system as is the
case with an AVFAX or NAIPS Flight Notification. It is a document, left with
a responsible person which gives full details of the planned flight and an
expected time of arrival at the destination. It would be used for search and
rescue purposes should you fail to cancel the Flight Note by the time you
have nominated.
Thus a Flight Note does not provide an official SARWATCH but relies on
action by the responsible person calling the AusSAR number (1800 815 257)
on the form.
The recommended format, provided by Australian Search and Rescue
(AusSAR), is shown below. The forms (called AMSA 104) are available from
the AusSAR web site at www.amsa.gov.au/forms/index.asp. It is in the Search
and Rescue block under Flight Note.
Note that, in order to be fully effective, complete details of the planned tracks
and landing points should be provided on the Flight Note.
8/20/10 12:00 PM
flight note
201
FLIGHT NOTE EXAMPLE
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f l i g h t i n f o r m at i o n s e r v i c e
202
in-flight information
PILOT RESPONSIBILITY
Pilots are responsible for requesting information necessary to make
operational decisions.
OPERATIONAL INFORMATION
Information about the operational aspects of the following subjects is
normally available from ATS:
meteorological conditions;
air routes and aerodromes, other than ALAs;
navigational aids;
communications facilities;
ATS Procedures;
airspace status;
hazard alerts;
search and rescue services;
maps and charts; and
regulations concerning entry, transit and departure for international flights.
IN-FLIGHT INFORMATION
The in-flight information services are structured to support the responsibility of
pilots to obtain information in-flight on which to base operational decisions relating
to the continuation or diversion of a flight. The service consists of three elements:
Automatic Broadcast Services;
On Request Service; and
Hazard Alert Service.
AUTOMATIC BROADCAST SERVICES
The automatic broadcast services consist of:
Automatic Terminal Information Service (ATIS);
Automatic En Route Information service (AERIS);
Aerodrome Weather Information Service (AWIS), and
Meteorological Information for Aircraft in Flight (VOLMET).
2 flight information service
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203
ATIS
At aerodromes specified in ERSA the normal operational information
required by aircraft prior to take-off or landing is broadcast automatically
and continuously either on a discrete frequency or on the voice channel of
one or more radio navigation aids. The broadcast may be pre-recorded or
computerised.
When control zones are deactivated the ATIS may be used to broadcast
operational information of an unchanging nature. This information may
include the CTAF PAL frequency, preferred runways and noise abatement
procedures. It may also include the expected reopening time of the tower.
Pilots are encouraged to monitor the ATIS outside the normal hours of the
tower. There is no need to nominate receipt of the ATIS code with CTAF
reports.
The following information is transmitted on the ATIS: (aerodrome) TERMINAL
INFORMATION (code letter ALPHA, BRAVO, etc, as assigned to each
separately prepared transmission). ZULU is not used. TIME (hh mm UTC)
{Time of observations, if appropriate} Type of approach expectation; e.g.
EXPECT ILS APPROACH, etc.
One runway in use:
RUNWAY (number), [DAMP], [WET], [WATER PATCHES] [FLOODED]
(if applicable);
or
More than one runway in use:
RUNWAY/S (number/s) AND (number/s) FOR ARRIVALS,
RUNWAY/S (number/s) AND (number/s) FOR DEPARTURES,
[DAMP] [WET] [WATER PATCHES] [FLOODED] (if applicable)
Holding delay, if appropriate; e.g. ...MINUTES HOLDING MAY BE
EXPECTED, etc (when being used) LAND AND HOLD SHORT OPERATIONS
IN PROGRESS
CURFEW RUNWAY NOMINATION (when runway is nominated due to Noise
Abatoment legislation and the crosswind and/or downwind component is in
excess of that specified in ENR 1.1).
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204
WIND
WIND DIRECTION quoted as either:
A. SINGLE MEAN DIRECTION
B. TWO VALUES representing variation in wind direction will be given
whenever:

i the extremes in wind direction vary by 60 or more; or
ii the variation is considered to be operationally significant (e.g. the

variation is less than 60, but the variation from the mean results is
either a downwind and/or significant cross-wind component on a
nominated runway).
C. VARIABLE will be used when the reporting of a mean wind direction is not
possible, such as:

i in light wind conditions (3 kt or less); or
ii t he wind is veering or backing by 180 or more (e.g. passage of

thunderstorms, or localised wind effect).
WIND SPEED quoted as either:

A. CALM (less than 1 kt, eg WIND CALM);
B. SINGLE MAXIMUM VALUE whenever the extremes between minimum
and maximum are 10 kt or less (e.g. WIND 250 DEGREES MAXIMUM 25
KNOTS);
C. TWO VALUES REPRESENTING MINIMUM AND MAXIMUM VALUES
whenever the extremes in wind vary by more than 10 kt (e.g. WIND 250
DEGREES MINIMUM 15 KNOTS, MAXIMUM 28 KNOTS).
Note: When quoting a wind with variations in speed and direction, the above
criteria may be varied in order to indicate the true cross-wind and/or
downwind.
Where threshold wind analysers are installed, and the wind at the threshold
of a duty runway varies from that of the central wind analyser or the threshold
wind on the other duty runway by criteria specified for the revision of ATIS,
threshold winds may be broadcast on the ATIS; eg. THRESHOLD WIND
RUNWAY(number),/, RUNWAY(number),/
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205
VISIBILITY (distance is reported as appropriate):

A. >10 km GREATER THAN WUN ZERO KILOMETRES or actual distance
...KILOMETRES;
B. Greater than 5 km and 10 km (inclusive) ...KILOMETRES;
C. Up to and including 5000 m ...METRES; and
D. <1500 m RVR is reported when available.
PRESENT WEATHER (as applicable; eg, showers in area)
or
CAVOK
CLOUD (below 5000 ft or below MSA, whichever is greater; cumulonimbus,
if applicable; if the sky is obscured, vertical visibility when available).
TEMPERATURE
DEW POINT
QNH
Any available information on significant meteorological phenomena in the
approach, take-off and climb-out.
O
N FIRST CONTACT WITH (eg GROUND, TOWER, APPROACH) NOTIFY
RECEIPT OF (code letter of the ATIS broadcast).
T
his contact information may not be transmitted when recording space is
limiting.
At locations where runway threshold wind analysers are installed, a tower
controller must provide a departing aircraft with the wind at the upwind area
of the runway if it varies from the ATIS broadcast by 10 or 5 kt or more, and
the variation is anticipated to continue for more than 15 min. Such information
shall be passed by use of the phrase WIND AT UPWIND END/.
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206
WIND SHEAR
When moderate, strong or severe wind shear has been reported on the
approach or take-off paths, or has been forecast, the information will be
included on the ATIS in the following format, eg:
W
IND SHEAR WARNING - CESSNA 210 [(wake turbulence category)
CATEGORY AIRCRAFT (if military ATIS)] REPORTED MODERATE WIND
SHEAR ON APPROACH RUNWAY 34 AT TIME 0920, (plus, if available,
wind shear advice issued by MET, e.g. FORECAST WIND AT 300 FEET
ABOVE GROUND LEVEL 360 DEGREES 45 KNOTS); or
P
ROBABLE VERTICAL WIND SHEAR FROM 0415 TO 0430 FORECAST
WIND AT 200 FEET ABOVE GROUND LEVEL 110 DEGREES 50 KNOTS.
AERIS
The Automatic En Route Information Service continuously broadcasts routine
meteorological reports (METAR) from a network of VHF transmitters installed
around Australia.
The information broadcast on the individual transmitters caters primarily for
the needs of aircraft operating in control areas within VHF range of the facility.
The network frequencies, the operational information and transmitter
locations are shown on pages 149.
AERODROME WEATHER INFORMATION SERVICE (AWIS)
and weather and terminal Information RECITER (WATIR)
AWIS and WATIR provide actual weather conditions via telephone and/or
radio broadcast at specified locations. AWIS provides information from the
AWS only. WATIR combines the AWS information with additional terminal
information from the airport operator.
Basic AWS provide wind direction and speed, temperature, humidity,
pressure setting and rainfall. Advanced AWS provide automated cloud and
visibility. Information provided in AWIS will contain some of the following
information:
station identifier as a plain language station name
identifier AWS AERODROME WEATHER
8/20/10 12:00 PM
207
wind direction in degrees magnetic and wind speed in knots

altimeter setting (QNH)
temperature in whole degrees Celsius
cloud below 12 500 ft *
visibility *
dew point in whole degrees Celsius
percentage relative humidity
rainfall over the previous ten minutes
Provided as guidance material only. Pilots should exercise caution when
*
interpreting automated visibility and cloud information as data from these
instruments may not be equivalent to human observations.
Information broadcast from the AWS and WATIR information is considered
to be real time data. When information is not available about a particular
item, either because of invalid data or an inoperative sensor, the element
of the broadcast will be identified as CURRENTLY NOT AVAILABLE; e.g.
TEMPERATURE CURRENTLY NOT AVAILABLE.
The integrity of the barometric system in BoMaccepted AWS is such that
they are an approved source of QNH. Therefore, QNH from these AWSs
may be used in accordance with ENR 1.5 to reduce the published minima
for DME arrival procedures, and the published landing, circling and alternate
minima. Information derived from other sensors within the AWS, e.g. wind
and temperature, does not have the same degree of integrity and should be
used at pilot discretion.
When AWIS information is available after the hours of control tower staff and
the aerodrome is uncontrolled, reference will be made to its availability in
ATIS ZULU.
The availability of AWIS and WATIR is contained in ERSA FAC and MET.
8/20/10 12:00 PM
208
ON REQUEST SERVICE - FLIGHTWATCH
An on-request FIS is available to aircraft in all classes of airspace on ATC VHF
or HF (Domestic and International) frequencies.
Pilots must prefix any request for FIS on ATC VHF frequencies with the callsign of the appropriate ATC unit and the generic call-sign FLIGHTWATCH
e.g. MELBOURNE CENTRE FLIGHTWATCH REQUEST ACTUAL WEATHER
(location).
Due to workload considerations, ATC may re-direct pilot requests for FIS to an
alternative VHF frequency or Flightwatch HF.
When operating on Domestic HF (call-sign FLIGHTWATCH) and International
HF (call-sign BRISBANE), pilots must include the frequency on which they
are calling, e.g. (FLIGHTWATCH or BRISBANE), ROMEO JULIET DELTA, SIX
FIVE FOUR ONE, REQUEST ACTUAL WEATHER (location).
Information will be provided in an abbreviated form, paraphrased into brief
statements of significance. The full text of messages will be provided on
request.
8/20/10 12:00 PM
209
HAZARD ALERT SERVICE

Hazard Alerts contain information, assessed by ATS to be of an unexpected
and critical nature, that could assist pilots to avoid hazardous situations.
Hazard Alerts will be:
b
roadcast on the appropriate ATS frequencies in the hour following the
observed or notified onset of the conditions and, as necessary,
d
irected to those aircraft maintaining continuous communications with
ATS (at the time the hazard is assessed) that are within one hour flight
time of the hazardous condition.
Hazard Alerts include:
SIGMET;
AIRMET; and
o
bservations, pilot reports, or amended forecasts indicating that weather
conditions at the destination have unexpectedly deteriorated below the
IFR or VFR alternate minima, and any additional information that could
possibly assist the pilot in the avoidance of hazardous situations.
Hazard Alert Information, or its availability, will be directed or broadcast on the
appropriate ATS frequencies;
e.g. ALL STATIONS HAZARD ALERT MELBOURNE. WEATHER
OBSERVATION NOTIFIES UNEXPECTED DETERIORATION BELOW
THE IFR ALTERNATE MINIMA.
e.g. ALL STATIONS HAZARD ALERT DUBBO. Pilot reports unexpected
deterioration below the VFR alternate minima.
Note: Broadcasts will normally be made on receipt, H+15, and H+45.
When appropriate, ATC towers may provide advice about Hazard Alert
Information on the ATIS.
INFORMATION BY PILOTS
A pilot in command becoming aware of any irregularity of operation of any
navigational or communications facility or service or other hazard to navigation
must report the details as soon as practicable. Reports must be made to the
appropriate ATS unit except that defects, or hazards, on a landing area must
be reported to the person or authority granting use of the area.

8/20/10 12:00 PM
210
When a landing is made on a water-affected runway, the pilot is requested
to advise ATS of the extent of water on the runway and the braking
characteristics experienced.
The following terms should be used to describe water on a runway:
DAMP
The surface shows a change of colour due to moisture.
WET
The surface is soaked but there is no standing water.
WATER PATCHES
Patches of standing water are visible.
FLOODED
Extensive standing water is visible.
The following terms should be used to describe braking characteristics

experienced:
GOOD Pilots should not expect to find the conditions as good
as when operating on a dry runway, but should not
experience any directional control or braking difficulties
because of runway conditions.
MEDIUM Braking action may be such that the achievement of
a satisfactory landing or accelerate-stop performance,
taking into account the prevailing circumstances,
depends on precise handling technique.
POOR There may be a significant deterioration both in braking
performance and directional control.
uring the bush fire danger period, pilots in command of an aircraft should
D
notify the nearest ATS unit promptly of any evidence of bush fires observed
which they believe has not been previously reported.
8/20/10 12:00 PM
211
section 3 operations
8/20/10 12:00 PM
g e n e r a l i n f o r m at i o n
212
classes of airspace
Australian airspace is classified in accordance with an ICAO international
standard.
The details, as they apply to VFR operations, are summarised as follows.
AUSTRALIAN AIRSPACE ORGANISATION WITH REFERENCE TO VFR
OPERATIONS
Class Type
Separation
of
Provided
flight
IFR
All aircraft
A
VFR not permitted
IFR
Service
Provided
Speed
Limitation
ATC service
N/A
IFR from IFR, ATC service

IFR from VFR
IFR from
Special VFR
VFR
C
VFR from IFR 1. ATC service

for separation
from IFR
2. VFR/VFR traffic
INFO (and traffic
avoidance advice
on request)
Special Special VFR
ATC service
VFR
from Special
VFR, when
VIS does not
meet VMC
IFR
IFR from IFR ATC service,
IFR from
traffic information
Special VFR
about VFR flights
VFR
Nil
ATC service,
traffic INFO on all
other flights
Special Special VFR
ATC service
VFR
from Special
VFR when
visibility is
less than
VMC
N/A except
where
specified in
ERSA for
a particular
location
Radio COM SUBJ

RQMNTS
ATC
CLR
Continuous Yes
two-way
Continuous
two-way
Yes
250 kt IAS
Continuous
below 10 000 two-way
ft AMSL
Yes
Continuous
two-way
Yes
Continuous
two-way
Yes
Continuous
two-way
Yes
Continuous
two-way
Yes
200 kt IAS at
or below 2500
ft AAL within
4 nm of the
primary Class
D aerodrome
(Note 2)
250 kt IAS - in
the remaining
Class D
airspace
3 general information
8/20/10 12:00 PM
pre-flight altimeter check

E
IFR
IFR from IFR
VFR
Nil
IFR
Nil
VFR
Nil
ATC service and

traffic info on
VFR flights as far
as is practicable
FIS
RIS - flight
following O/R,
(ATC workload
permit)
FIS
250 kt below
10 000 ft
AMSL*
Continuous
two-way
Yes
250 kt below
10 000 ft
AMSL*
Continuous
two-way
No
Continuous
two-way
No
FIS
RIS - flight
following O/R,
(ATC workload
permit)
250 kt IAS
below 10 000
ft AMSL*
250 kt IAS
below 10 000
ft AMSL*
VHF radio
No
required
for OPS
above 5 000
ft AMSL
and at
aerodromes
where
carriage and
use of radio
is required
250 kt IAS
VHF radio
No
below 10 000 required
ft AMSL*
for OPS in
reduced
VMC
213
Note 1: Speed limitations are not applicable to military aircraft

Note 2: If traffic conditions permit, ATC may approve a pilots request to exceed the 200 kt
speed limit to a maximum limit of 250 kt unless the pilot informs ATC a higher minimum
spped is required.
The VMC applicable to the various classes of airspace are provided on pages
218-224.
PRE-FLIGHT ALTIMETER CHECK (AIP ENR 1.7)
GENERAL
Whenever an accurate QNH is available and the aircraft is at a known
elevation, pilots must conduct an accuracy check of the aircrafts 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.
8/20/10 12:00 PM
214
altimeter setting rules

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 100 ft (110 ft at test sites above 3300 ft) to be accepted as serviceable
by the pilot. If an aircraft fitted with two VFR altimeters continues to fly with
one altimeter reading 100 ft (110 ft) 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.
GENERAL
Heights measured from a QNH or Area QNH datum must be expressed in
full, e.g. 3000 ft as THREE THOUSAND and 1800 ft asONE THOUSAND
EIGHT HUNDRED adding, if necessary, ON (QNH).
Expressions of height measured from the 1013.2 HPa 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.
8/20/10 12:00 PM
altimeter setting rules
215
TRANSITION LAYER, ALTITUDE AND LEVEL (AIP ENR 1.7)

The system of altimetry used in Australia makes use of a transition layer between
the transition altitude which is always 10 000 ft and the transition level of FL110
to separate aircraft using QNH from those using 1013.2 HPa as a datum.
For all operations at or below the transition altitude, the altimeter reference will be:
the current local QNH of a station along the route within 100 nm of the
aircraft; or
the current Area Forecast QNH if the current Local QNH is not known.
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 below.
QNH is available from a reporting station, the ATIS, TAF, AFOR, AERIS or from
ATS. Cruising within the transition layer is not permitted.
Prior to transition layer, set Local QNH or, if not available, Area QNH
FL110
TRANSITION
LEVEL
T R A N S I T I O N L AY E R
10000
TRANSITION
ALTITUDE
Set 1013.2
Set Area QNH just prior to top of climb
8000
Set Local QNH (if available)
6000
ALTITUDES - All operations on Local QNH or Area Forecast QNH
4000
2000
Set Local QNH if known, otherwise aerodrome elevation
MSL
ALTIMETRY FL125
FL120
FL115
FL110
NOT AVAILABLE WHEN AREA QNH IS BELOW 963 HPA

NOTE: local QNH of a station along the route within 100 nm of the aircraft
8/20/10 12:00 PM
216
visual flight rules

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:
A
rea QNH forecasts are to be within +/- 5 HPa of the actual QNH at any
low-level point (below 1000 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 on page 215.
LIMITATIONS
To retain a minimum buffer of 1000 ft 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 980 HPa respectively.
VISUAL FLIGHT RULES (VFR) (CAR 172)
VFR flight may only be conducted:
in VMC; (see pages 218-224);
p
rovided that, when operating at or below 2000 ft above the ground or water,
the pilot is able to navigate by visual reference to the ground or water;
at sub-sonic speeds; and
in accordance with the 250 kt IAS speed restrictions identified in AIP ENR
1.1. (see page 78).
Unless the pilot in command holds a command instrument rating or night
VFR (NGT VFR) rating and the aircraft is appropriately equipped for flight at
night, a VFR flight must not depart from an aerodrome:
before first light or after last light (see page 110); and
u
nless the ETA for the destination (or alternate) is at least 10 minutes
before last light after allowing for any required holding.
8/20/10 12:00 PM
visual flight rules
217
If the pilot in command only holds a NGT VFR agricultural rating, a NGT
VFR flight must not be conducted in controlled airspace. NGT VFR flight is
restricted to CHTR, AWK and PVT operations in aeroplanes not exceeding
5700 kg maximum take-off weight, helicopters, airships and balloons.
Passenger carrying CHTR flights in single engine (non-turbine powered)
aircraft are not permitted to operate under VFR at night.
SPECIAL VFR
By day, when VMC does not exist, the ATC unit responsible for a CTR may
issue, at pilot request, a Special VFR clearance for flight in the CTR, or in a
CTA next to the CTR for the purpose of entering or leaving the CTR, provided:
the Special VFR flight will not unduly delay an IFR flight;
the flight can be conducted clear of cloud;
t he visibility is not less than 800 m for helicopters or 3000 m for
aeroplanes; or for balloons, not less than 100 m below 500 ft AGL and
3000 m at and above 500 ft AGL.
a helicopter will be operated at such a speed that the pilot has adequate
opportunity to observe any obstructions or other traffic in sufficient time
to avoid collisions; and
t he flight can be conducted in accordance with the requirements of CAR
157 with regard to low flying, (see page 29).
Note: Special VFR is not permitted in Class E airspace.
DETERMINATION OF VISIBILITY FOR VFR (CAR 174)
light visibility shall be determined by the pilot in command from the cockpit
F
of the aircraft while in flight.
Subject to CAR 257, the pilot in command of an aircraft operating under the
VFR 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.
8/20/10 12:00 PM
218
VMC
VISUAL METEOROLOGICAL CONDITIONS (VMC) TAKE-OFF,
EN ROUTE, AND LANDING
CONTROLLED AIRSPACE CLASS C (AIP ENR 1.2)
1500
metres
1000 ft
Visibility 8 km
10 000 ft (AMSL)
1000 ft
1000 ft
1500
metres
Visibility 5000 m
1000 ft
CONTROLLED AIRSPACE CLASS C
8/20/10 12:00 PM
VMC
219
CONTROLLED AIRSPACE CLASS D (AIP ENR 1.2)
500ft
600
metres
visibility 5000m
1000ft
500ft
600
metres
visibility 5000m
CONTROLLED AIRSPACE CLASS D
8/20/10 12:00 PM
220
VMC
CONTROLLED AIRSPACE CLASS E (AIP ENR 1.2)
FL 180
1000 ft
Visibility 8 km
1500
metres
10 000 ft (AMSL)
1000 ft
1000 ft
1500
metres
Visibility 5000 m
1000 ft
4500 ft (AMSL)
CONTROLLED AIRSPACE CLASS E
8/20/10 12:00 PM
VMC
221
NON-CONTROLLED AIRSPACE CLASS G (AIP ENR 1.2)
8/20/10 12:00 PM
222
VMC
1000 ft
1500
metres
Visibility 8 km
1000 ft
000(AMSL)
ft (AMSL)
1010
000'
1000 ft
1500
metres
Visibility 5000 m
1000 ft
Clear of cloud
5000 m VIS
3000 ft (AMSL)
Clear of cloud
Visibility 5000 m
1000 ft (AGL)
NON-CONTROLLED AIRSPACE CLASS G
8/20/10 12:00 PM
VMC
223
NON-CONTROLLED AIRSPACE BALLOONS
ft
00
15
above
nd
grou
Visibility 5000 m
500 ft AGL
Visibility 100 m
10 nm
Aerodrome with instrument approach procedure

NON-CONTROLLED AIRSPACE - BALLOONS
8/20/10 12:00 PM
224
ATS surveillance services

OPERATION OF TRANSPONDERS (AIP ENR 1.6)
Note: Background information on Transponders and TCAS is included on page 85.
Except as indicated below, ATS will assign a temporary discrete code for each
flight for aircraft operating in controlled airspace, and for aircraft participating
in Radar/ADS-B Information Service (RIS).
Unless otherwise advised by ATC, pilots of Mode 3A transponder-equipped
aircraft operating in Australian airspace must activate their transponders,
and where a Mode 3C capability is also available it must be activated
simultaneously with Mode 3A.
Pilots must ensure that transponders are activated and that altitude
function is selected as:
P
rimary radar coverage only exists within 50 nm of major airports and the
remainder of the ATS surveillance system relies on SSR transponder and
ADS-B transmitter information; and
R
elies on transponder information for its pilot alerting and collision
avoidance functions.
OPERATING REQUIREMENTS FOR ADS-B TRANSMITTERS
Pilots of aircraft fitted with a serviceable ADS-B transmitter which has been
confirmed suitable to receive ADS-B derived ATS surveillance services in
Australia should activate the transmitter at all times during flight.
Note 1: Some ADS-B installations may share controls with the SSR
transponder, meaning that independent operation of the two systems
is not possible.
Note 2: If it is not possible to comply with a particular instruction the pilot
must advise ATC and request alternative instructions.
Aircraft equipped with ADS-B having an aircraft identification feature shall
transmit the aircraft identification as specified in the flight notification or,
when no flight notification has been filed, the aircraft registration.
When operating in Australian airspace, transponder-equipped aircraft must
select and use codes in accordance with the following criteria:
8/20/10 12:00 PM
225
C
ivil flights in Classes A, C and D airspace, or IFR flights in Class E
airspace - the assigned temporary discrete code, otherwise 3000.
C
ivil IFR flights in Class G, or VFR flights in Class E or G airspace
participating in RIS - the assigned temporary discrete code.
Civil IFR flights in Class G airspace not participating in RIS 2000.
Civil VFR flights in Class E or G airspace not participating in RIS 1200.
C
ivil flights not involved in special operations or SAR, operating in Class G
airspace in excess of 15NM offshore 4000.
Civil flights engaged in littoral (coastal) surveillance - 7615.
Pilots of flights which will require a RIS and/or a clearance into controlled
airspace, and for which a discrete code has already been coordinated, must
select that code immediately prior to making their RIS /clearance request.
A pilot must not operate the special identification function IDENT (SPI)
unless requested by ATC. Note that squawk does not mean press IDENT
(SPI).
A pilot departing from a radar controlled aerodrome must leave the
transponder selected to STANDBY until entering the departure runway, and
on arrival select STANDBY or OFF as soon as practicable after landing.
TRANSPONDER EMERGENCY CODES
The pilot of an aircraft encountering an emergency in flight, other than loss
of two-way communications, should select code 7700 unless he/she has
specific reason to believe that maintaining the assigned code would be the
better course of action.
The pilot of an aircraft losing two-way communications must set the
transponder to code 7600 on page 394.
8/20/10 12:00 PM
226

EMERGENCY
F STB
OF
ON A
TEST
LT
7 7 0 0
IDENT
COMM FAILURE
F STB
OF
ON A
TEST
LT
7 6 0 0
IDENT
A radar controller observing a 7600 code shall request the pilot to operate
the identification (SPI) function. If the identification signal is received, further
control of the aircraft will be continued using the identification transmission to
acknowledge receipt of instructions issued.
If the identification is not received, the aircraft must continue with the transponder
on code 7600 and follow radio failure procedures on pages 390-394.
RADIO COMMUNICATIONS PROCEDURES
Pilots requesting ATS surveillance services should address their request to
the ATS unit with which they are communicating.
8/20/10 12:00 PM
227
IDENTIFICATION PROCEDURES
Before providing an ATS surveillance service there will be positive
identification of the aircraft concerned. However, control services will not be
provided until the aircraft is within controlled airspace.
RADAR VECTORING PROCEDURES
On receipt of heading instructions the pilot must, unless otherwise instructed,
immediately commence a rate 1 turn, or the standard rate of turn for the
aircraft type, and then maintain the heading given.
Aircraft will normally be vectored on routes along which the pilot can monitor
navigation.
ATC are not permitted to vector special VFR flights.
When an aircraft is given a vector which will take it off an established route,
the pilot will be advised of the reason for the vector, unless it is self-evident.
When an aircraft reports unreliable directional instruments, the pilot will be
requested, prior to the issuance of manoeuvring instructions, to make all turns
at an agreed rate and to carry out the instructions immediately on receipt.
When aircraft are radar vectored, the controller will assign altitudes which
allow for terrain clearance. However, in VMC by day, an aircraft may be
permitted to arrange its own terrain clearance. In such instances the aircraft
will be instructed to CLIMB (or DESCEND) TO (level) VISUAL.
Pilots being radar vectored will be routinely advised of their position to enable
pilot navigation in the event of radio or ATS surveillance system failure.
The interval between ATC transmissions will be kept short to enable the pilot
to quickly recognise a communication failure. When aircraft are on headings
that could infringe terrain clearance or separation standards, the intervals
between transmissions will not exceed 30 seconds.
Before take-off, ATC may asign a heading for a departing aircraft to assume
after take-off, followed by frequency change instructions if appropriate.
Headings, other than those assigned for a standard radar (SID), will only be
issued for a visual departure by day in VMC.
Arriving aircraft may be vectored to:
establish for a radar or pilot-interpreted approach;
a position from which a visual approach can be made;
avoid areas of hazardous weather or severe turbulence; and
expedite traffic flow or conform to noise abatement requirements.
8/20/10 12:00 PM
228
TVASIS
T-VASIS
(AIP AD 1.1)
T
- VASIS
VERY HIGH
VERY LOW
HIGH
LOW
SLIGHTLY HIGH
SLIGHTLY LOW
ON GLIDE SLOPE
8/20/10 12:00 PM
PAPI
229
PAPI (AIP AD 1.1)
TOO HIGH (MORE THAN 3.5 degrees)
SLIGHTLY HIGH (MORE THAN 3.3 degrees)
ON CORRECT APPROACH PATH (3 degrees)
SLIGHTLY LOW (APPROX. 2.7 degrees)
TOO LOW (LESS THAN 2.5 degrees)
8/20/10 12:00 PM
c o m m u n i c at i o n s
230
communications Class G
INTERPILOT AIR-TO-AIR COMMUNICATION (AIP GEN 3.4)
In accordance with regional agreements, 123.45MHZ is designated as the
air-to-air VHF communications channel. Use of this channel will enable aircraft
engaged in flights over remote and oceanic areas out of range of VHF ground
stations to exchange necessary operational information and to facilitate the
resolution of operational problems.
AERODROME FREQUENCY RESPONSE UNIT (AFRU)
(AIP GEN 3.4)
To assist pilots awareness of inadvertent selection of an incorrect VHF
frequency when operating into non-towered aerodromes, a device known as
an Aerodrome Frequency Response Unit (AFRU) may be installed. An AFRU
will provide an automatic response when pilots transmit on the CTAF for the
aerodrome at which it is installed.
The features of the AFRU are as follows:
W
hen the aerodrome traffic frequency has not been used for the past five
minutes, the next transmissions over two (2) seconds long will cause a
voice identification to be transmitted in response, eg, GOULBURN CTAF.
W
hen the aerodrome traffic frequency has been used within the previous
five (5) minutes, a 300 millisecond tone will be generated after each
transmission over two (2) seconds long.
A series of three (3) microphone clicks within a period of five (5) seconds
will also cause the AFRU to transmit a voice identification for the particular
aerodrome.
In the event that the transmitter in the AFRU becomes jammed for a period of
greater than one minute, the unit will automatically shut down.
The operation of the AFRU provides additional safety enhancements by
confirming the operation of the aircrafts transmitter and receiver, the volume
setting, and that the pilot has selected the correct frequency for use at that
aerodrome.
3 communications
8/20/10 12:00 PM
231
CERTIFIED AIR/GROUND RADIO SERVICE

(AIP GEN 3.4)
A Certified Air/Ground Radio Service (CA/GRS) is an aerodrome-based radio
information service, which may operate at non-controlled aerodromes. The
service is a safety enhancement facility which provides pilots with operational
information relevant to the particular aerodrome. The service is operated by or
for the aerodrome operator within the hours published, on the CTAF assigned
to the particular aerodrome. It is not an Airservices or RAAF provided air
traffic service.
The service is not a separation service.
The call-sign of the service is the aerodrome location followed by Radio; e.g.
Ayers Rock Radio. The radio operators of the service have been certified to
meet a CASA standard of communication technique and aviation knowledge
appropriate to the service being provided.
When a CA/GRS is operating, pilot procedures are unchanged from the
standard non-controlled operating and communication procedures.
The operational information provided by a CA/GRS assists pilots in making
informed operational decisions. Pilots retain authority and responsibility for
the acceptance and use of the information provided.
Aircraft making the normal inbound or taxiing broadcast receive a responding
broadcast from the CA/GRS operator, conveying the following information:
Confirmation of correct CTAF selection.
C
urrent known, relevant traffic in the vicinity and on the manoeuvring
area of the aerodrome. Traffic information may include some or all of the
following:

the call-sign, aircraft type, position and intention; or
where circuit flying is in operation, general advice on the number of

aircraft in the circuit, and position in the circuit if relevant.
Note: This information is provided to assist pilots in arranging self-separation.

W
eather conditions and operational information for the aerodrome.
The information which may be advised includes:

runway favoured by wind or noise abatement;
wind direction and speed;
runway surface conditions;
3 communications
8/20/10 12:00 PM
232

aerodrome QNH;
aerodrome surface temperature; and
estimated cloud base, visibility and present weather.
This information will be provided by means of an Automatic Aerodrome

Information Service (AAIS) broadcast on a discrete published frequency
(similar to ATIS). Pilots should monitor the published AAIS frequency
before making the taxiing or inbound broadcast and indicate that the AAIS
information has been received when making the inbound or taxiing broadcast.
Other operational information of a local nature, relevant to the safety of
operations at the aerodrome will also be broadcast.
The CA/GRS will provide emergency services call-out if requested by the pilot
in an emergency or, if in the opinion of the operator, a call-out is warranted.
The weather information provided by the service is derived from approved
measuring equipment, which meets BoM aeronautical precision standards.
QNH provided by a CA/GRS or AAIS may be used to reduce landing, circling
and alternate minima in accordance with AIP ENR 1.5 (QNH Sources).
The CA/GRS operator may act as a representative of an air operator (where
formal agreement with the operator has been established) for the purposes of
holding SARWATCH.
UNICOM (AIP GEN 3.4)
UNICOM (Universal Communications) is a non-ATS communications service
provided to enhance the value of information normally available about a nontowered aerodrome.
The primary purpose of the frequency used for UNICOM where the frequency
is the CTAF is for pilots to be able to exchange relevant traffic information.
Services available from a UNICOM should be considered as secondary and
must not detract from the interchange of traffic information between pilots.
Persons providing a Unicom service are required to be licensed by the
Australian Communication and Media Authority (ACMA). Detailed information
regarding the licensing and use of equipment may be obtained by contacting
the ACMA in the appropriate State or Territory capital city.
3 communications
8/20/10 12:00 PM
233
Participation in Unicom services relates to the exchange of messages

concerning:
fuel requirements;
estimated times of arrival and departure;
aerodrome information;
m
aintenance and servicing of aircraft including the ordering of parts and
materials urgently required;
passenger requirements;
unscheduled landings to be made by aircraft;
general weather reports; and
basic information on traffic.
This information is available to all aircraft during the times that Unicom is
operating.
Weather reports, other than simple factual statements about the weather,
may not be provided by Unicom operators unless they are properly authorised
to make weather observations under CAR 120.
The Unicom operator is solely responsible for the accuracy of any information
passed to an aircraft, while the use of information obtained from a Unicom is
at the discretion of the pilot in command.
Unicom operators must comply with the requirement of CAR 83 (2).
RADIO TELEPHONY REQUIREMENTS OUTSIDE CONTROLLED AIRSPACE
(AIP GEN 3.4)
When initiating a transmission to Air Traffic Services (ATS), you should
commence the transmission with the callsign of the unit being addressed
followed by the aircraft callsign e.g. Brisbane Centre, Alpha Bravo Charlie
..........
When you read back an ATS message you should add the aircraft callsign at
the end of the transmission.
Broadcasts by aircraft in the vicinity of non-towered aerodromes should be
prefixed with the location followed by the word traffic and the aerodrome
name should also be added to the end of the transmission e.g. Bathurst
traffic .......... Bathurst. This is to emphasise the location in situations where
more than one aerodrome may use the CTAF frequency.
3 communications
8/20/10 12:00 PM
234
All transmissions between aircraft should be prefixed with the aircraft
callsign. When calling FLIGHTWATCH add the frequency in use to the initial
transmission. This assists the operator in monitoring multiple frequencies.
COMMON TRAFFIC ADVISORY FREQUENCY (CTAF)
The CTAF is the frequency on which pilots operating at a non-towered
aerodrome should make positional radio broadcasts. If a discrete frequency
is not listed use Multicom 126.7 MHz. These frequencies are not normally
monitored by ATS.
To achieve the greatest degree of safety, CAR 166C requires pilots of aircraft
carrying a serviceable radio which they are qualified to use, to make a
broadcast whenever it is reasonably necessary to do so to avoid a collision,
or the risk of a collision with another aircraft at a non-towered aerodrome.
In certain circumstances carriage of radio and being qualified to use it
are mandatory. Refer to the table on page 235 for report and broadcast
requirements.
Pilots of higher performance aircraft, or pilots operating at busy aerodromes,
are encouraged to monitor/broadcast on the CTAF earlier to allow sufficient
time to gain situational awareness of the traffic.
The responsibility for collision avoidance, sequencing, and knowledge of local
procedures lies solely with the pilot in command.
Aircraft overflying a non-towered aerodrome should avoid the circuit area, and
the routes commonly flown by arriving and departing traffic.
Where a number of non-towered aerodromes are in close proximity, a single
discrete CTAF may be allocated to those aerodromes. Where a discrete CTAF
is prescribed, these frequencies are shown in ERSA and ERC Low charts.
Where no specific frequency is prescribed the default CTAF is 126.7 MHz.
When a UNICOM service is provided at a non-towered aerodrome and the
Unicom is the CTAF, ERSA identifies the frequency as CTAF/Unicom.
3 communications
8/20/10 12:00 PM
VFR operations
235
VFR OPERATIONS IN CLASS E & G AIRSPACE

SUMMARY OF REPORTS AND BROADCASTS VFR AIRCRAFT IN CLASSES
E & G AIRSPACE
Situation
FREQ to Use
Remarks
For clearance into controlled

airspace
ATC
Report
Before and on completion of

overwater stage (see ENR 1.1,
Section 62)
ATS
Report (if requesting schedules)
* CAR 166C requires a pilot to

make a broadcast whenever
it is reasonably necessary
to do so to avoid a collision,
or the risk of a collision with
another aircraft in the vicinity
of the aerodrome (see Notes
1 and 2)
CTAF
Broadcast: (must include (Location)

Traffic (Aircraft Type) (Call-sign)
(Position/Intentions) (Location)
The pilot intends to depart

from the aerodrome (See
Notes 1 and 2)
CTAF
Broadcast - Immediately before, or

during taxiing
The pilot intends to enter a

runway (See Notes 1 and 2)
CTAF
Broadcast - Immediately before

entering a runway
The pilot is inbound
CTAF
Broadcast 10 nm from
the aerodrome, or earlier,
commensurate with aeroplane
performance and pilot workload,
with an estimated time of arrival
(ETA) for the aerodrome
The pilot is ready to join the

circuit
CTAF
Broadcast - Immediately before

joining the circuit
Pilot intends to make a

Straight-in approach;
or
CTAF
Broadcast - on final approach at not

less than 3 nm from the threshold
(See Note 4)
Base leg join

The pilot intends to fly through
the vicinity of, but not land at,
a non-towered aerodrome
Prior to joining on base

CTAF
Broadcast - When the aircraft

enters the vicinity of the aerodrome
(as defined) (See Note 3)
3 communications
8/20/10 12:00 PM
236
VFR operations
Situation (cont.)
FREQ to Use
Remarks
Instrument approach when,

a. departing FAF or
established on final approach
segment inbound
b. terminating the approach,
commencing the missed
approach
CTAF
Broadcast
Note 1: The general broadcast requirement annotated * in the above table

is mandatory; all other braodcasts in the Table are recommended.
Note 2: Carriage of radio, and being qualified to use it, are mandatory at
non-towered aerodromes depicted in ERSA as being certified,
registered or military. However, CAR 166E allows, subject to
compliance with specified procedures, for use of such aerodromes
without servicable radio. See ENR 1.1 Para 20.2.5. and CAAP
166-1(0).
Note 3: An aircraft is in the vicinity of a non-towered aerodrome if it is
in airspace other than controlled airspace, within 10 nm of the
aerodrome and at a height above the aerodrome that could result in
conflict with operations at the aerodrome.
Note 4: Some distances above refer to the runway threshold and others to
the aerodrome reference point (ARP). Pilots should be aware that a
GPS indication of 3 nm from an aerodrome may not be 3 nm to the
runway threshold.
3 communications
8/20/10 12:00 PM
n o n - TOWERED a e r o d r o m e s
general
237
A non-towered aerodrome is an aerodrome where air traffic control is not

provided. This can be either an aerodrome that is always in Class G airspace,
an aerodrome with a control tower where no air traffic control service is
currently provided or an aerodrome which would normally have an air traffic
control service but the service is presently unavailable.
Non-towered aerodromes where the carriage of radio is required includes
all certified, registered and military aerodromes as published in ERSA. CASA
may designate other aerodromes on a case by case basis, as published in
ERSA or by NOTAM. CAR 243 details the requirements for pilots when an
aircraft is fitted with a radio to maintain a listening watch at all times.
NOTE: Pilots are reminded that non-towered aerodromes include those
aerodromes with Class C or D ATC services during the times when
such services are unavailable. Pilots should always consult the ERSA
and latest NOTAMs for operating times of ATC services at those
aerodromes.
Operations at non-towered aerodromes can present many challenges to pilots
who operate into, out of, or in the vicinity of these aerodromes. These can
include:
complying with standard operating procedures;
fitting into the circuit traffic; and
dealing with threats and hazards that may be encountered.
Non-towered aerodromes can have a mix of passenger-carrying aircraft, IFR/
VFR, smaller general aviation aircraft, VFR agricultural aircraft, and various
VFR sport and recreational aircraft at any one time.
At aerodromes where the carriage of radio is not mandatory, good airmanship
dictates that pilots of radio-equipped aircraft would also monitor their radios
and broadcast their intentions in accordance with the minimum required calls.
Pilots should also observe local and published noise abatement procedures
and curfews.
3 non - T O W E R E D aerodromes
8/20/10 12:00 PM
238
non-towered areodromes
HOW TO DETERMINE WHERE RADIO CARRIAGE IS REQUIRED
Sample extract from
ERSA
aerodrome
for Parkes
Noosa
Sample
extract
from ERSAchart
aerodrome
chart for and
Parkes
and Noosa
radio carriage MANDATORY

at all CERT, REG, MIL aerodromes
radio carriage NOT MANDATORY

at UNCR aerodromes unless
required by the aerodrome operator
or designated by CASA.
FOR ILLUSTRATIVE PURPOSES ONLY
Figure 1: How mandatory radio carriage is depicted in ERSA
8/20/10 12:00 PM
non-towered areodromes
239
AIRMANSHIP
The use of standard aerodrome traffic circuit procedures and radio broadcast
procedures for all radio-equipped aircraft as described in the AIP is strongly
recommended at all non-towered aerodromes.
Pilots are encouraged to turn on external lights, where fitted, when in the
vicinity of a non-towered aerodrome, and until the aircraft has landed and is
clear of all runways.
Transponders can be detected by aircraft equipped with Airborne Collision
Avoidance System (ACAS) or Traffic Collision Avoidance System (TCAS),
allowing them to see other aircraft and take evasive action. Pilots of
transponder-equipped aircraft should at all times ensure their transponder
is switched to ON/ALT (Mode C), including when operating in the vicinity
of a non- towered aerodrome. In the event of a radio failure, it is important
that pilots select code 7600 and Mode C on their transponders and continue
squawking.
So as not to impede commercial aviation, pilots flying recreational or sport
aircraft for their own enjoyment, or pilots flying general aviation (GA) aircraft
for their own leisure, should consider giving way to aircraft being used for
commerce provided that the inconvenience to their own operation is not
great and it can be done safely. Operators of commercial aircraft should never
expect a give way offer to be assumed or automatic. Any offer to give way
must be explicit and its acceptance acknowledged.
circuit procedures
CIRCUIT PROCEDURES
Standard Circuit. The standard aerodrome traffic circuit facilitates the orderly
flow of traffic, and is normally a left circuit pattern with all turns to the left.
When arriving at an aerodrome to land, the standard circuit will normally
be joined on the upwind, crosswind or downwind legs, at or before middownwind. Landings and take-offs should be accomplished on an operational
runway most closely aligned into the wind (the active runway).
If a secondary runway is being used, pilots using a secondary runway should
avoid impeding the flow of traffic that is using the active runway.
8/20/10 12:00 PM
240
circuit procedures
Aerodromes that have right-hand circuit requirements are listed in ERSA.
Note: At many aerodromes at night, circuit directions are different to those
applicable during the day. Generally, the differences are because of
terrain or obstructions or noise abatement procedures.
Maximum speed. Aircraft should be flown in the circuit at an indicated
airspeed (IAS) not above 200 kt.
Circuit heights.
Type of aircraft
Standard circuit
speed range
Standard circuit height
High performance
(includes jets and many
turboprops)
Above approximately
150 kt
1500 ft above aerodrome elevation
Medium performance
(includes most piston
engine aircraft)
Between
approximately 55
and 150 kt
Low performance
Approximately 55 kt
maximum
Table 1: Standard circuit heights depend on aircraft performance
Standard traffic circuit

Active side
1500 FT High performanceabove 150 KT
1000 FT Medium performance
500 FT
Low performancemax 55 KT
Non-active side
8/20/10 12:00 PM
circuit procedures
241
During initial climbout, the turn onto crosswind should be made appropriate
to the performance of the aircraft, but in any case not less than 500 ft above
terrain so as to be at circuit height when turning onto downwind.
Pilots may vary the size of the circuit depending on:
the performance of the aircraft;
safety reasons; or
in accordance with the AFM/Pilot Operating Handbook (POH)
requirements or company SOPs.
Departing the circuit area. When departing from the aerodrome circuit area,
aircraft should depart by extending one of the standard circuit legs. However,
an aircraft should not execute a turn opposite to the circuit direction unless
the aircraft is well outside the circuit area and no traffic conflict exists. This
will normally be at least 3 nm from the departure end of the runway. The
distance may be less for aircraft with high climb performance. The distance
should be based on pilots being aware of traffic and the ability of the aircraft
to climb above and clear of the circuit area.
Note: Pilots of departing aircraft should be aware of traffic intending to join
the circuit by the recommended overfly procedure as they can be
2000 ft or higher above aerodrome elevation.
Final approach. The turn onto final approach should be completed by
a distance and height that is common to the operations at the particular
aerodrome and commensurate with the speed flown in the circuit for the
aircraft type. In any case, the turn onto final should be completed by not less
than 500 ft above aerodrome elevation. This should allow sufficient time
for pilots to ensure the runway is clear for landing. It will also allow for the
majority of aircraft to be stabilised for the approach and landing.
8/20/10 12:00 PM
242
arrival and departures

Arrival and departure procedures
Aerodrome traffic circuit
Joining circuit on
a downwind leg
Crosswind leg
Downwind leg
Joining circuit
at crosswind
Descend to
circuit height
Joining at 45
Arriving at not
less than 500ft
above circuit
height
Arriving at not less

than 500ft above
circuit height
Final
Base leg
Joining circuit
on a base leg
Joining for straight

in approach not
less than 3nm
Recommended circuit join
8/20/10 12:00 PM
243
It is expected that pilots departing and arriving at non-towered aerodromes

where the carriage of radio is mandatory will monitor their radios and
broadcast their intentions. Pilots should also make additional broadcasts
when considered necessary to minimise any risk of collision.
Where a pilot is unfamiliar with the aerodrome layout, or when its
serviceability, wind direction, wind speed, or circuit direction cannot be
ascertained prior to arrival, the overfly procedure should be used. The pilot
should overfly or circle the aerodrome at least 500 ft above the circuit altitude,
usually 2000 ft or more above the aerodrome elevation. When the circuit
direction has been determined, the pilot should position the aircraft to a point
well clear (normally the non-active side of the circuit) before descending to
the circuit altitude that equates to the aircrafts performance. Pilots should
not descend into the active side of the traffic circuit from directly above the
aerodrome.
Recommended Circuit Join
swin
s
Cro
d le
Ini
tia
l
leg
Non
Acti
Acti
ve s
ide
ve s
Do
wn
leg
Final leg
500 FT circuit
leg
1000 FT circuit
Ba
se
1500 FT circuit
win
d
ide
Overfly not below

2000 FT when conducting
recommended circuit join
8/20/10 12:00 PM
244

For low performance ultralight aircraft and rotorcraft with a maximum speed
of approximately 55 kt it is recommended that the aircraft overfly midfield at
500 ft above aerodrome elevation. This will minimise the risk of conflict with
higher or faster traffic.
When arriving and intending to join the circuit from overhead, the aircraft
should descend on the non-active side of the circuit and be established at its
circuit altitude as it crosses the runway centreline on crosswind, between
midfield and the departure end of the runway.
When arriving on the live side, the recommended method is to arrive at
the circuit altitude entering midfield at approximately 45 degrees to the
downwind leg while giving way to the aircraft already established in the
circuit.
On downwind, the applicable circuit altitude should be maintained until
commencement of the base leg turn. The base leg position is normally
when the aircraft is approximately 45 degrees from the reciprocal of the final
approach path, measured from the runway threshold. Along the base leg,
continue to lookout and maintain traffic separation.
When on the final leg, confirm that the runway is clear for the landing.
Go arounds. Suggested go around manoeuvre
8/20/10 12:00 PM
245
A pilot who elects to abort a landing should manoeuvre to keep other traffic in
sight. Maintain a safe distance from all aircraft and rejoin the circuit when it is
safe to do so.
Straight-in approaches. Straight-in approaches, whilst not prohibited, are not
a recommended standard procedure. Pilots who choose to adopt a straight-in
approach should only do so when it does not disrupt or conflict with the flow
of circuit traffic. The pilot, when conducting a straight-in approach, must give
way to any other aircraft established and flying in the circuit pattern at the
aerodrome.
Before conducting a straight-in approach, pilots must determine the wind
direction and speed and the runway in use at the aerodrome. There are
several ways to determine the wind direction, speed and runway in use:
Automatic Weather Station (AWS), Aerodrome Weather Information
Service (AWIS), Automatic Aerodrome Information Service (AAIS), CA/
GRS or UNICOM;
radio contact with a ground-based radio communication service, company
agent, approved observer [CAR 120], or aircraft currently operating at the
aerodrome; or
visual indications if the information cannot be determined by the above
means.
When conducting a straight-in approach, the aircraft must be established on
final at not less than 3 nm from the landing runways threshold. Pilots should
include their intention to conduct a straight- in approach with their inbound
broadcast. A further broadcast of intentions when not less than 3 nm from
the runway threshold should also be made.
Pilots conducting a straight-in approach should observe the following:
Pilots should not commence a straight-in approach to a runway when
the reciprocal runway is being used by aircraft already established in the
circuit;
Within 3 nm minor corrections such as normal speed and track
adjustments that are necessary to maintain a stable approach are all that
should be required on final approach. Pilots conforming to the circuit
pattern particularly when on base should optimise their visual scan for
traffic along the final approach path;
8/20/10 12:00 PM
246

The aircrafts transponder should be squawking, and its external lights
(where fitted) should be illuminated, when on final approach. They should
remain on until the aircraft has landed and clear of all runways; and
An aircraft established on the base or final leg for any runway has priority
over an aircraft carrying out a straight-in approach.
Joining on base leg. Joining on base leg, whilst not prohibited, is not a
recommended standard procedure, i.e. CASA recommends pilots join the
circuit on either the crosswind or downwind leg. However, pilots who choose
to join on base leg should only do so if they:
have determined the wind direction and speed;
have determined the runway in use;
give way to other circuit traffic and ensure the aircraft can safely (no traffic
conflict likely) join the base leg applicable to the circuit direction in use at
the standard height; and
broadcast their intentions.
Note: Base leg joins must be conducted in accordance with the circuit
directions as published in the ERSA.
TAXIING AFTER LANDING

After landing, the runway strip should be vacated as soon as practicable.
Aircraft should not stop until clear of the runway strip.
TRANSITING FLIGHTS
When transiting in the vicinity of a non-towered aerodrome, pilots should
monitor the designated CTAF. Pilots should respond to other traffic broadcasts
and advise their position and intention so as to avoid traffic conflict.
Pilots should avoid flying over the aerodrome at an altitude that could conflict
with operations in the vicinity of the aerodrome.
8/20/10 12:00 PM
radio unserviceability
247
radio unserviceability
At non-towered aerodromes where the carriage of radio is required,
continuation of a no radio arrival or departure is permitted in certain
circumstances.
If a radio failure occurs either en-route to or in the circuit of the aerodrome,
the pilot may continue to land at that aerodrome provided:
where equippedthe aircrafts landing and anti-collision lights, and its
transponder, are turned on; and
if en-routethe pilot uses the overfly joining procedure.

A pilot may depart the aerodrome with an unserviceable aircraft radio and fly
to another aerodrome for repairs, provided that the aircraft, where equipped,
displays its landing and anti- collision lights, and has its transponder turned on.
A pilot should avoid planning to arrive at or depart from an aerodrome for
radio repairs during the known hours of scheduled RPT operations. For
aerodromes where there is a UNICOM or CA/GRS, pilots should by nonradio means where possible make contact and advise their intentions before
conducting operations.
NON RADIO-QUALIFIED PILOT OR NON RADIO-EQUIPPED AIRCRAFT
In exceptional circumstances, the regulations make provision for a pilot who
is not qualified to use an aircraft radio, or where the aircraft is not equipped
with a radio, to operate in the vicinity of a non-towered certified, registered,
military or designated aerodrome.
The aircraft must be operated:
in visual meteorological conditions (VMC) by day; and
to arrive or depart in the company of another aircraft that is radio-equipped
and flown by a radio-qualified pilot which will allow the latter to make
radio calls on behalf of both aircraft. The radio-equipped aircraft should be
manoeuvred to keep the no-radio aircraft at a safe distance [CAR 163] and
in sight at all times in order to accurately report its position.
8/20/10 12:00 PM
248
night circuits
NIGHT CIRCUITS
For both IFR and night VFR (NVFR) flights, night circuits are generally more
demanding than daytime circuit operations and require increased vigilance.
Night circuits for training shall not be conducted at a height less than 1000 ft
above aerodrome elevation.
refer to CAO 29.2: Air Services Operations - night flying training
NVFR pilots refer to CAAP 5.13-2(0) Night Visual Flight Rating
traffic mix
THE TRAFFIC MIX
At non-towered aerodromes, there may be regular public transport and
passenger charter, gliders, parachutists, helicopters, gyroplanes, ultralights,
balloons, general aviation aircraft, and agricultural aircraft operations.
Regular public transport aircraft operations. At certain non-towered
aerodromes, there can be regular public transport operations that may
include large turboprop or jet aircraft. These aircraft have different operating
parameters/criteria to those of many general aviation aircraft. They operate
under the instrument flight rules and will be operating to their particular
company standard operating procedures. It is often more difficult for pilots
of large aircraft to see smaller aircraft because of their high nose attitude
at slower speeds. This is especially an issue when they are making an
approach. It is essential that even though the smaller aircraft pilot may have
seen the large aircraft, they should continue to make broadcasts and respond
to broadcasts and not just assume that the larger aircraft is aware of their
position.
General aviation pilots should be aware that, in certain circumstances,
passenger transport aircraft may not be able to use the active runway.
Passenger transport aircraft are required to operate under more stringent
regulations, in particular aircraft performance regulations. For example, where
an aircraft departs downwind and the take-off distance is increased, it could
be because of a performance limitation or increased safety margin whereby
terrain clearance is taken into consideration during the initial climb out after
take-off. Similarly, landing into wind may not always be possible when various
performance limitations are taken into account.
8/20/10 12:00 PM
traffic mix
249
Glider operations. Glider operations can be conducted from normal runways

associated with an aerodrome or from prepared sites within the confines of
an aerodrome. Gliders can be launched using a variety of methods including
aero-tow, vehicle tow or winch launch. In all cases, vehicles and people might
be operating on or in the vicinity of the runways in use. Winch operations can
occur at all aerodromes and pilots should check and review ERSA and the
latest NOTAMs for specific information.
Where gliders are operating from the active runway, they may not be able to
give way to other aircraft when landing.
A double white cross displayed adjacent to the wind direction indicator at
aerodromes indicates gliding operations are in progress. Aeronautical charts
also use the double cross to indicate glider operations. Pilots should consult
the latest NOTAMs for any additional information.
Parachuting operations. In Australia, in certain circumstances, parachuting
operations are permitted through cloud and so can take place on overcast
days. Pilots flying parachuting aircraft will broadcast on all of the associated
frequencies. For example, if the jump commences in Class G airspace and
will land at a non-towered aerodrome, advisory calls will be made on both the
Class G airspace frequency and the frequency in use for the aerodrome.
Where parachute operations occur, parachute symbols are sometimes
depicted on aeronautical charts. ERSA also details the aerodromes where
parachute operations are conducted. Pilots should consult the latest NOTAMs
for any additional information.
Parachutists in free fall are almost impossible to see, so avoid overflying an
aerodrome with an active drop zone. Communication with the parachuting
aircraft is essential to avoid flying into a drop zone area.
Helicopters and gyroplanes operations. Helicopters can arrive and depart
aerodromes from various directions. Pilots of helicopters can choose to
operate in the circuit and fly a circuit similar to a fixed wing aircraft but may
be at a height not below 500 ft above the aerodrome elevation and closer to
the runway. Check ERSA for any noise abatement procedures.
Helicopters can also operate contra-direction circuits on the opposite side
of the runway at 500ft above aerodrome elevation. Check ERSA for circuit
direction requirements. Pilots of helicopters approaching to land at a marked
helipad or suitable clear area should avoid the flow of fixed wing aircraft.
8/20/10 12:00 PM
250
traffic mix
Other pilots should be aware that, for some helicopter operations, the only
suitable landing area is the runway.
Helicopters and gyroplanes can fly slower than fixed wing aircraft and
approach at steeper angles. Both helicopters and gyroplanes can be expected
to practise power-off landings (autorotations) which involve a very steep
approach and high rates of descent.
As helicopter and gyroplane operations can be varied and flexible, pilots
need to ensure they monitor and advise other aircraft of their position and
intentions by radio where applicable.
Ultralight operations. The term ultralight applies to many small recreational
aircraft that include trikes, powered parachutes, and other small fixed wing
aircraft that cruise at maximum speeds of up to about 55 kt. Pilots of these
aircraft should conduct their standard circuit at 500 ft above aerodrome
elevation.
Entry to the circuit should be at 500 ft above aerodrome elevation as it is
normally impractical to overfly the field above all other circuit traffic. Joining
the circuit at 500 ft above aerodrome elevation will provide separation from
higher and faster traffic.
Ultralight aircraft pilots who choose to use the overfly join procedure above
the circuit altitude should be aware that:
faster larger aircraft may not be able to see you easily;
faster larger aircraft create significant wake turbulence;
faster larger aircraft will not be able to slow to the speeds of an ultralight
aircraft and follow; and
faster larger aircraftprior to arriving in the circuit and when below
10 000 ft can be at speeds up to 250 kt. Therefore, although aircraft
should be at 200 kt maximum in the circuit, an aircraft reporting at 20 nm
from the aerodrome could be in the vicinity of the circuit within 5 minutes.
Ultralight pilots should consult AIP, ERSA, relevant charts, and the latest
NOTAMs for the most up-to-date information and procedures.
Note 1: Helicopters may also be operating in the circuit at 500ft above
aerodrome elevation.
Fixed wing and rotary wing agricultural aircraft operations. Pilots should
be aware there are non-towered aerodromes from where aerial application
operations are conducted.
8/20/10 12:00 PM
traffic mix
251
Agricultural aircraft are permitted to conduct aerial application operations

which involve low level manoeuvring after take-off and prior to landing.
These low level manoeuvres are not required to conform to the standard
traffic circuit. However, pilots of other aircraft can expect aerial application
(agricultural) aircraft to:
maintain a listening watch and broadcast their intentions on the CTAF; and
give priority to other traffic.
radio broadcasts
RADIO BROADCASTS
CAR 166C requires a pilot to make a broadcast whenever it is reasonably
necessary to do so to avoid a collision, or the risk of a collision, with another
aircraft. A broadcast must include:
the name of the aerodrome;
the aircrafts type and call-sign; and
the position of the aircraft and the pilots intentions.
Effective radio communication involves using standard aviation phraseology
and pilots are expected to maintain a listening watch and respond
appropriately to applicable transmissions.
Broadcast requirements. When operating in the vicinity of a non-towered
aerodrome, it is expected that all pilots would make the following minimum
positional broadcasts from aircraft that carry a VHF airband radio:
8/20/10 12:00 PM
252
radio broadcasts
Item
Circumstance
(non-towered aerodromes)
Pilot radio braodcasts
The pilot intends to take-off
Immediately before, or during, taxiing
The pilot intends to enter a runway
Immediately before entering a runway
The pilot is inbound
10 nm or earlier from the aerodrome,

commensurate with aircraft
performance and pilot workload, with
an estimates time of arrival (ETA) for
the aerodrome
The pilot is ready to join the circuit
Immediately before joining the circuit
The pilot intends to carry out a

straight-in approach; or
join on base leg
On final approach at not less than 3 nm

from the threshold
Prior to joining on base
The pilot intends to fly through the

vicinity of, but not land at, a nontowered aerodrome
When the aircraft enters the vicinity of

the aerodrome (ad defined)
Table 2: Circumstances/Broadcasts in the vicinity of non-towered aerodromes
Note 1: Some distances above refer to the runway threshold and others to
the aerodrome reference point (ARP). Pilots should be aware that a
global positioning system (GPS) indication of 3 nm from an aerodrome
may not be 3 nm to the runway threshold.
In addition:
Listening to other pilot broadcasts increases situational awareness and
assists the sighting and avoidance of other aircraft;
Where it is determined there is a potential for traffic conflict, radio
broadcasts should be made as necessary to avoid the risk of a collision or
an airprox event. A pilot should not be hesitant to call and clarify the other
aircrafts position and intentions if there is any uncertainty; and
It is essential to maintain a diligent lookout because other traffic may not
be able to communicate on the radio for various reasonsthey might
be tuned to the wrong frequency, selected the wrong radio, have a
microphone failure, or have the volume turned down.
8/20/10 12:00 PM
radio broadcasts
253
The standard broadcast format for low and medium performance aircraft is as
per the following example:

(Location) Traffic
Parkes Traffic
(Aircraft Type)
Cessna 172
(Call-sign)
Zulu Foxtrot Romeo
(Position / Intentions)

One-zero miles north inbound, on

descent through four-thousand two-
hundred, estimating the circuit at
three-six.
(Location)
Parkes
Pilots should be aware that a variety of radio call-signs are in use. For
example:
Passenger transport: Q-link 2719
Recreational: Jabiru 5234
Military: Stallion 22
Law enforcement: Polair 5
Foreign-registered: November 1 5 Yankey
VH-ZFR: Zulu Foxtrot Romeo
Radio use. Calls should be made as clearly and concisely as possible using
the standard phraseology. Speak at a normal pace, as rapid speech can
make transmissions difficult to understand by other pilots. Be careful not to
clip your transmission when stating your location as confusion can arise at
aerodromes that are close together sharing the same CTAF.
Ideally pilots should make circuit broadcasts prior to making a turn because
banking aircraft are easier to see.
A simple strategy to remember when flying in the circuit is Look, Talk and
Turn.
Broadcast calls should be made briefly and clearly. Think about what to say
before transmitting. Positional and other broadcasts necessary to minimise
traffic conflict should be made using standard phraseologyfor example:
joining circuit, base, and vacating the runway. Effective communication and
increased traffic awareness will help prevent a collision or an airprox event.
8/20/10 12:00 PM
254
radio broadcasts
Avoid the use of local terminology in position reports, e.g. use Bundaberg
instead of Bundy.
When an AFRU is in operation, be careful not to momentarily break your
transmission as the AFRU will automatically over-transmit your subsequent
broadcast.
hazards
HAZARDS
Aircraft size and performance. General aviation pilots should be aware
that aerodromes with runways of 1400 m or more in length may have
operations using jet or large turboprop aircraft. For aerodromes that have high
performance traffic in the circuit, the minimum overfly height should be no
lower than 2000 ft above aerodrome elevation. Runway lengths are published
in ERSA.
Downwind take-offs and landings. Take-off or landing downwind is not
recommended as a standard procedure. Pilots wherever possible should use
the runway most closely aligned into wind (the active runway). Pilots must
operate within the limitations prescribed in the Aircraft Flight Manual.
Pilots should consider the following hazards if planning to take-off or land
downwind:
Wind strength just above ground level may be significantly stronger
than as indicated by the windsock;
For a take-off with wind gradient or windshearhigher groundspeed
at lift off; a longer take-off distance required; a shallower angle of climb;
degraded obstacle clearance; and in the event of an emergency, landing
straight ahead touchdown will be at a higher groundspeed; and
For landing with wind gradient or windshearhigher groundspeed at
touchdown; a longer landing distance required.
Wake turbulence and windshear. Wake turbulence is produced by all
aircraft and, if encountered, can be extremely hazardous. Smaller aircraft
should be aware that large aircraft produce strong/severe wake turbulence,
with large jet aircraft producing extreme wake turbulence.
8/20/10 12:00 PM
hazards
255
In calm conditions, wake turbulence may not dissipate for several minutes.
Aircraft should position within the traffic circuit with sufficient spacing to
avoid encountering wake turbulence.
On take-off, smaller aircraft will normally require increased separation time
before departing behind a larger aircraft.
Helicopters of all sizes, in forward flight, produce vortices similar to those
produced by fixed wing aircraft. A hovering or slow air-taxing helicopter
creates a rotor downwash which can be a hazard to all aircraft in its vicinity.
Pilots of small aircraft should avoid operating close to helicopters. Helicopter
pilots should operate at a safe distance from parked or taxying aircraft.
Windshear can occur anywhere in the circuit but is most dangerous when
close to terrain. For example, dust devils (willy willies) are visible windshear
and can be common at outback aerodromes. Pilots encountering a windshear
event should immediately consider a maximum performance climb to fly out
of the situation.
TAKE-OFF AND LANDING SEPARATION
Take-off. When waiting to take off behind another aircraft, pilots should be
aware of the separation standards published in AIP, i.e:
Wait until the departing aircraft has crossed the upwind end of the runway
or has commenced a turn;
If the runway is longer than 1800 m, then wait until the departing aircraft
has become airborne and is at least 1800 m ahead; or
If both aircraft have a maximum take-off weight (MTOW) less than 2000
kg, wait until the departing aircraft has become airborne and is at least
600 m ahead.
Landing. For a landing aircraft, the approach should not be continued beyond
the runway threshold until:
a preceding departing aircraft has commenced a turn or is beyond the
point on the runway at which the landing aircraft could be expected to
complete its landing roll and there is sufficient distance to manoeuvre
safely in the event of a missed approach; or
a previous landing aircraft has vacated the runway.
8/20/10 12:00 PM
256
hazards
Pilots should be vigilant when using another runway that is not the active
runway and ensure that they do not create a hazard to aircraft that are using
the active runway. Conversely, pilots using the active runway should ensure
that aircraft operating on the non-active runway have held short or crossed
the active runway before commencing a take-off or continuing to land.
COLLISION AVOIDANCE (MAINTAINING COLLISION AVOIDANCE IN
THE CIRCUIT)
The most hazardous area is within 5 nm of an aerodrome and up to 3000 ft
above aerodrome elevation. It is important for all pilots to maintain a good
situational awareness. Inbound pilots should have the cockpit and their mind
clear of distractions. Passengers should be briefed not to distract the pilot.
However, if a passenger becomes aware of imminent danger, then he/she
should inform the pilot.
Pilots should be familiar with the aerodrome layout and have radio
frequencies set so their attention can be directed outside the aircraft. Pilots
should be alert, looking for other traffic, maintaining a listening watch and
responding appropriately to applicable transmissions.
Pilots should broadcast their intentions by making the standard positional
broadcasts and other broadcasts as necessary in the interest of safety.
Most collisions occur on downwind or on final approach. There are many
distractions that include configuring the aircraft, completing checklists, setting
equipment and communicating, however, this is precisely the time to be
looking outside. Early completion of checklists will help to avoid distractions.
Good height and speed control to maintain separation (including use of
flaps) is essential. If a pilot determines that adequate separation cannot be
maintained during any part of the approach, a go around should be initiated
sooner rather than later.
Pilots should have a sound understanding of the rules of giving way,
approaching head on, and overtaking in the circuit.
Increased collision risks exist for both IFR and VFR traffic when instrument
approaches are conducted at a non-towered aerodrome where there is cloud,
or visibility is reduced due to haze or smoke but VFR conditions exist below
the low visibility layer.
When these situations exist, it is possible for a pilot flying an instrument
approach in cloud to become visual and suddenly encounter a VFR aircraft
8/20/10 12:00 PM
hazards
257
in the circuit. Diligent radio broadcasts and continuous visual scanning are
essential in avoiding an airprox situation.
It would be expected that VFR pilots, on hearing an IFR pilot broadcast his/her
intention to make an instrument approach, would establish contact to provide
situational awareness to the IFR pilot. Information which would be useful
to the IFR pilot includes aircraft type, position in the circuit or vicinity, with
intentions.
Pilots operating under the VFR must remain clear of cloud and have in-flight
visibility in accordance with VMC criteria.
Practice instrument approaches. Pilots who wish to conduct practice
instrument approaches in VMC should be particularly alert for other aircraft
in the circuit so as to avoid impeding the flow of traffic. IFR pilots should
give position reports in plain English to be easily understood by VFR pilots
who generally have no knowledge of IFR approach points or procedures,
e.g. positions should include altitudes and distance and direction from the
aerodrome. Providing position reports to VFR pilots that contain outbound/
inbound legs of the approach or area navigation (RNAV) fixes will generally be
of little assistance to establish traffic separation.
Note 1: At all times, in a training situation, one of the pilots in the aircraft
should have an unrestricted view outside. Therefore instrument
simulation should only be by a hood or foggles, i.e. not by covering
any part of the windscreen.
Note 2: For an aeroplane with a single pilot conducting practice instrument
approaches, it would be unacceptable to conduct an approach
without a safety pilot if the pilot intended to solely refer to the aircraft
instruments i.e. under a hood or with foggles.
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258
sarwatch and sartime

SARWATCH
CANCELLATION of SARWATCH other than SARTIME
Pilots wishing to cancel SARWATCH may do so by reporting to ATS.
When cancelling SARWATCH, pilots must include:
the aircraft radio call-sign;
p
lace of arrival or point from which SARWATCH services are no longer
required;
the words CANCEL SARWATCH; and
w
hen communicating with a unit other than that nominated, the name of
the ATS unit to which the report shall be relayed.
SARWATCH may be cancelled in combination with a pilot report of changing
to a CTAF, or in the circuit area, or after landing.
ATS will acknowledge CANCEL SARWATCH reports with a read-back of the
place of arrival, if appropriate, and the words SARWATCH TERMINATED.
Canellation of SARTIME
When operating on a SARTIME, the pilot must cancel SARTIME by the time
nominated and, during the contact with ATS, include the words CANCEL
SARTIME.
ATS will acknowledge CANCEL SARTIME reports with a read back of the
place of arrival, if appropriate, and the words SARTIME CANCELLED.
The prefered method to cancel SARTIME is via telephone to CENSAR on
1800 814 931. When telephone facilities are not available you may use ATS
frequencies.
For SARTIME flights, pilots of single VHF radio-equipped aircraft must cancel
SARTIME before changing to CTAF, or after landing.
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259
SARTIME FOR DEPARTURE

When submitting flight notification, a pilot may nominate a SARTIME for
departure for the initial departure aerodrome. For intermediate departure, it
may be nominated by telphone after landing, or as part of the arrival report
associated with that arodrome. Only one SARTIME may be current at any
time.
Teh nimination of a SARTIME for departure does not absolve the pilot
from complying with the requirements for the carriage of servicable radio
equiptment, nor from making the prescribed reports.
Pilots of other than IFR RPT flights, wishing to extend the SARWATCH for
the period of landing and subsequent take-off, may nominate a SARTIME
for departure when arriving at an aerodrome where radio or ground
communication cannot reasonably be assured. SAR alerting action will be
initiated if a taxiing or departure report is not received by the nominated
SARTIME.
An IFR departure report is not sufficient to cancel a SARTIME for Departure.
Pilots who have nominated a SARTIME for Departure must use the phrase
CANCEL SARTIME with the departure report.
8/20/10 12:00 PM
c r u i s i n g CLASS G A I RSPACE
260
prohibited/restricted/danger
AIRSPACE RESERVATION
A designated airspace or portion thereof under the control of another
authority may be reserved to allow the following:
fl
ights of special military significance requiring the use of controlled
airspace, which would be subject to unacceptable restrictions if normal
operations applied;
c ivil flights requiring passage through military airspace when weather
conditions or other factors make flight on the normal air route inadvisable, or
impossible, and when other routes are unavailable, or the use of such routes
would impose severe economic penalties on the operation of the aircraft.
There are two types of airspace reservations; fixed defined areas and mobile
(e.g. aerial refuelling, en route formation flights). Such reservations are
normally only applied during limited periods. A designated airspace or portion
thereof under the control of a military ATC authority may also be reserved to
confine particular activities.
In such airspace, RAAF ATC shall be responsible for the provision of
separation for transiting civil or military aircraft from the areas reserved or
restricted for current air defence operation.
CLASSIFICATION
Airspace in which a potential hazard to aircraft operations may exist, and
all areas over which the operation of civil aircraft may be restricted are
promulgated as follows:
P
rohibited Area
Airspace within which the flight of aircraft is prohibited.
R
estricted Area
Airspace within which the flight of aircraft is restricted in accordance with
specified conditions.
D
anger Area
Airspace within which activities dangerous to the flight of aircraft may
exist at specified times.
These areas are promulgated in the DAH and are shown on AIP aeronautical
charts by boundaries outlined in red and containing the identification of the
area as a letter and a number.
3 cruising C L A S S G
8/20/10 12:00 PM
prohibited/restricted/danger
261
The letters allocated are:

PProhibited Area
RRestricted Area
DDanger area
The number identifies the area.

When used internationally, the identification of these areas are preceded by a
FIR identifier as follows;
BrisbaneYB
MelbourneYM
Details are shown in ERSA or NOTAM.
Unless otherwise specified, vertical limits are promulgated as AMSL when at
or below the transition altitude, or as a flight level when above the transition
altitude. The abbreviation SFC means the surface of the ground or water.
NOTAM indicates that the vertical limits or hours of activation will be notified by
NOTAM.
The promulgated vertical limits of prohibited and restricted areas include all
the buffers necessary for the protection of aircraft operating outside these
areas. Therefore, the promulgated levels may be used by aircraft avoiding the
areas, except where the vertical limit abuts controlled airspace, in which case,
a clearance is required.
FLIGHT WITHIN PROHIBITED (PRD) AREAS
Flight within a prohibited area is not permitted in any circumstances.
FLIGHT WITHIN RESTRICTED AREAS
Approval for an aircraft to fly within an active restricted area or airspace
depends on the location of the airspace and the type of activity being
conducted in that area or airspace, at the time. Pilots desiring access to a
restricted area or airspace should request clearance from the controlling
authority (see ERSA PRD) in the same manner that clearance to enter
controlled airspace is requested. Clearances be withheld when activities
hazardous to the aircraft are taking place, or when these activities require
absolute priority. When clearance is granted, the flight must be conducted in
accordance with the conditions and instructions specified by the ATC unit.
8/20/10 12:00 PM
262
selection of levels
Civil aircraft operating in military Restricted areas or airspace in which an ATC
service is provided will receive a service equivalent to that of Class C airspace
unless specified otherwise by ERSA FAC.
When compliance with an air traffic clearance requires flight:
from controlled airspace into an adjoining active restricted area or airspace; or
t hrough an active restricted area or airspace into adjoining controlled
airspace; or
through an active restricted area or airspace within controlled airspace;
the pilot in command may assume that ATC has obtained approval for the flight.
FLIGHT WITHIN DANGER AREAS
Approval for flight within a danger area outside controlled airspace is not required.
However, it is the responsibility of the pilot in command to be aware of the
dangerous activity and take approapriate precautions.
LANES OF ENTRY
Lanes of entry are established to permit passage to and from specified Class
D CTR without entering an adjacent civil or military CTR. The vertical limits
provide separation from overlying control or restricted areas.
When using these lanes, pilots must:
operate under VFR;
c onform with the general flight rules regarding terrain clearance, flight over
populous areas, and low level restricted areas;
o
perate not higher than the altitude specified as the upper limit in the
section being flown; and
keep to the right.
8/20/10 12:00 PM
radio requirements
263
CRUISING LEVELS
8500
7500
6500
5500
4500
3500
2500
1500
GNETIC TRACK
MA
1000s +5
N
E
0
V
E
9500
1000s +5
0
DD
0
O
CRUISING LEVEL TO BE APPROPRIATE TO MAGNETIC TRACK (CAR173)

W
hen a VFR flight is conducted at a height of 5000 ft 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.
W
hen a VFR flight is conducted at a height less than 5000 ft 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.
U
nless CASA otherwise approves, a VFR flight shall not be conducted at a
height above FL200.
8/20/10 12:00 PM
264
navigation position fixing

VFR BELOW 5000FT IN CLASS G AIRSPACE
Aircraft may maintain a listening watch on other than the area VHF for
operations below 5000 ft in Class G airspace such as parachuting, gliding,
agricultural operations and circuit training or local flights at non-controlled
aerodromes.
Gliders are encouraged, but not required, to monitor the Area VHF when
operating above 5000 ft in Classes E and G airspace.
LIMITED RADIO AND NO RADIO PROCEDURES
Authorisation may be given to Australian registered aircraft to vary the
requirements for the carriage of radio equipment as specified in Radio
Communication and Navigation Requirements. Authorisations are given by
the relevant District Office of the CASA.
NON-RADIO AT OR ABOVE 5000 FT
A no-radio aircraft operating in Class G airspace may, due to stress of
weather, operate above 5000 ft to the minimum extent necessary for the safe
conduct of the flight, provided;
the aircraft cruises at a VFR level;
the cruise is conducted in VMC; and
a s soon as is practicable, the aircraft descends in VMC to below 5000 ft to
continue flight in VMC. A pilot not able to comply with these requirements
must proceed to the nearest suitable aerodrome and land.
A no-radio aircraft other than a glider may operate above 5000 ft within the
confines of a published Danger Area which is promulgated specifically for noradio operations, or identified as permitting no-radio operations. Gliders may
be authorised to operate above FL200 and monitor an approved frequency
other than the area VHF frequency. The area of operation will be advised by
NOTAM.
If total or partial failure of mandatory radio communications equipment occurs
before flight commences and repair facilities are available, repairs must be
made before the flight proceeds. Where repair facilities are not available,
and flight to the nearest appropriate repair facility entails flight in controlled
airspace, the flight may proceed provided that for flight in controlled airspace
ATS is advised of the radio failure and a clearance for the flight is obtained
from ATC.
For operations at non-towered aerodromes refer to the non-towered
aerodrome section of this publication.
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265
The following apply to flight under the VFR:

t he pilot in command must navigate the aircraft by visual reference to the
ground or water, or by using any of the methods specified in AIP ENR 1.1
as ALTERNATE MEANS , except that when operating at or below 2000 ft
above the ground or water, the pilot in command must be able to navigate
by visual reference to the ground or water.
w
hen navigating by visual reference to the ground or water, the pilot in
command must positively fix the aircrafts 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 SCT 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.
w
hen navigating by visual reference in controlled airspace the pilot must
notify ATC if the aircrafts 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 on AIP ENR 1.1.
VFR flight on top of more than SCT 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

AIP ENR 1.1 or the IFR navigational requirements must be met.
prior to conducting a VFR flight on top of more than SCT 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).
w
hen 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 1.1.
8/20/10 12:00 PM
266

t he 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 SCT
cloud unless the aircraft is equipped with serviceable flight and
navigation instruments as specified in CAO 20.18 Appendix IV.
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.
ALTERNATE MEANS OF NAVIGATION
An aircraft operating under the VFR can also be navigated by:
a full time licensed flight navigator; or
a n approved self-contained navigation system, or approved long range
radio navigation system; or
u
se of a radio navigation system or systems on routes where, after
making allowance for possible tracking errors of 9 from the last positive
fix, the aircraft will come within the rated coverage of a radio aid which
can be used to fix the position of the aircraft. The maximum time interval
between positive fixes must not exceed two (2) hours (AIP ENR 1.1)
Note: Self-contained or long range navigation systems may only be used
as the sole means of navigation if the system installed in the aircraft
has been approved by CASA and the pilot in command operates the
system in accordance with the terms of this approval.
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267
TRACK KEEPING
Tolerances are applied to tracks to assess containment area 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 navigational 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.
USE OF NAVAIDS
When using radio navigational aids as the primary means of navigation:
t he aircraft must be navigated by reference to the aid which provides the
most precise track guidance with which the aircraft is equipped and the
pilot is qualified to use; and
o
nly those aids which specifically define the relevant track must be used
for track keeping.
The order of precision is Localiser, VOR, then NDB/ Locator. When track
guidance is provided by radio navigation aids, but navigation is by an approved
self-contained navigation system or long range navigation system, the pilot must
maintain track as defined by the most accurate radio navigation aid available.
POSITION FIXING WITH NAVAIDS
A positive radio fix is one that is determined by the passage of the aircraft over:
a NDB; or
a VOR station; or
a DME; or
is one determined by GPS meeting the equiptment and pilot
requirements; or
is one determined by the intersection of two or more position lines which
intersect with angles of not less than 45 degrees and which are obtained
from NDBs, VORs, Localizers or DMEs in any combination.
For the purpose of this section, a position line must be within the rated
coverage of the aid with the exception that if a fix is determined entirely by
position lines from NDBs, the position lines must be within a range of 30 nm
from each of the NDBs.
8/20/10 12:00 PM
c o n t r o l l e d a i r s pa c e
268
general
This section sets out the pilot action and related air traffic services (ATS)
activity in civil and military controlled airspace.
For flight in close proximity to the boundary of controlled airspace, separation
is not provided with traffic operating outside controlled airspace.
AIRSPACE CLASSIFICATION
CLASS C
CLASS G
CLASS D
CLASS C
CLASS D
NON-TOWERED
The types of operations and services available for a particular airspace are
categorised in the following table:
3 controlled airspace
8/20/10 12:00 PM
clearances
269
AIR TRAFFIC CLEARANCES AND INSTRUCTIONS

Except in an emergency, a clearance is required for all flights in Classes A, C,
and D airspace, Restricted areas and for IFR flights in Class E airspace.
Clearance is not required for VFR flights in Class E airspace.
Special requirements apply to Parachute jumping Operations in Class E
Airspace.
Where the airspace classification and flight rules require, an aircraft must
not enter controlled airspace without a clearance (see page 290 for holding
procedures). The pilot is responsible for obtaining a clearance and, once
obtained, must not amend a planned route, deviate from the cleared track,
or change level without obtaining ATC approval. When determining where
the clearance request will be made, the pilot should consider aircraft
performance, the possibility of frequency congestion if the airspace is known
to be busy, the possibility of changes to route and/or level, and the possible
delays that might be incurred when clearances have to be coordinated with
adjacent ATC sectors.
Pilots of VFR flights operating in Class E or G airspace requesting a clearance
to operate in Class C or D airspace must advise position, level and tracking
details when making first contact with ATC.
Within VHF radio coverage, pilots must maintain continuous communications
with ATC when operating in Classes C and D airspace. Further, when in Class
E airspace, pilots of VFR flights should monitor the ATS frequency appropriate
to their area of operation.
When communication facilities permit, clearances will be passed direct to
pilots by ATC.
The clearance authorises flight in the specified manner to the first point at
which the flight leaves controlled airspace, or, if completely in controlled
airspace, to the first landing point.
An air traffic clearance proposed by ATC does not relieve the pilot from
complying with statutory requirements nor from the responsibility for the
ultimate safety of the aircraft.
If considered necessary, a pilot should request a different clearance from that
issued. In an emergency, a pilot may act without a clearance and immediately
advise ATC.
8/20/10 12:00 PM
270
clearances
A pilot must advise ATC immediately if issued a clearance which requires the
use of navigation aids not available to the aircraft, or the pilot is not qualified
to use.
Air traffic clearances are aimed at keeping an aircraft in controlled airspace,
both laterally and vertically, if the pilot has so planned. If a pilot is in doubt
that the clearance will keep the aircraft in controlled airspace, ATC should be
advised and an alternative clearance may be requested.
A pilot, desiring to retain control area protection during climb in Class C or
Class D airspace, should maintain at least 500 ft above the lower limit of the
CTA steps.
A control instruction issued after a clearance is obtained amends the
appropriate item in the clearance. When there is any change in the clearance
limit and/or route specified in the initial clearance, a completely new clearance
will be issued.
Whenever a restriction or requirement has been imposed, and, subsequently,
a further restriction/requirement is imposed, the subsequent instruction will
cancel all previous restrictions/requirements unless:
all restrictions/requirements are restated; or
the subsequent instructions is prefixed FURTHER REQUIREMENT.
At a controlled aerodrome, clearance for operation in an adjoining control area
is given before departure.
8/20/10 12:00 PM
clearances
271
If proposing to fly into a control area from an aerodrome located so close

to the entry point that making a full position report before entry is not
practicable, a clearance should be requested:
a t a convenient time before entering the runway for take-off at an aerodrome
where communication can readily be established before take-off; or
a fter take-off, if not available or obtainable before take-off, provided that
the aircraft does not enter the control area until cleared.
If landing at an aerodrome with the intention of departing for a control area
shortly after landing, any revision of notified details relevant to the clearance,
including Estimated Time of Departure (ETD), should be advised to ATC, and a
clearance requested before landing.
Clearances provided to pilots may include a CLEARANCE VOID TIME.
Where a void time is specified, the clearance is valid only if the flight enters
controlled airspace in accordance with the clearance at or before that time.
Pilots should submit details required for flight in controlled airspace at least
30 minutes before the expected time of entry. Flight details submitted with
less than 30 minutes notification will be processed on a controller workload
permitting basis, and may be subject to delay.
AIRWAYS CLEARANCE
A pilot in command must request an airways clearance:
before entering controlled airspace,
o
n the clearance delivery frequency, preferably immediately before
starting engines, otherwise as soon as possible thereafter; or
w
here a clearance delivery frequency is not available, before entering the
departure runway.
Airways clearances normally contain the following items:
aircraft identification;
destination, area of operation, position or clearance limit;
route of the flight;
assigned level;
SSR code;
frequency requirements; and
any additional instructions.
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272
clearances
If an aircraft is cleared only to an intermediate point, and flight beyond that
point will be in controlled airspace, a pilot in command must obtain a further
clearance before proceeding beyond the intermediate clearance point.
When an aircraft leaves controlled airspace, a further clearance must be
obtained for any subsequent flight in controlled airspace.
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separation in controlled airspace
273
SepAration in controlled airspace

In Class C airspace, ATC shall provide separation as follows:
between IFR flights;
between IFR and VFR flights;
between IFR and special VFR flights; and
between special VFR flights when the visibility is less than VMC.
Additionally, in Class C and Class D airspace:
a t controlled aerodromes appropriate runway separation is applied to all
aircraft; and
ATC provides VFR flights with traffic information on other VFR flights.
Furthermore, when requested, and as far as is practicable, ATC will provide
VFR flights in Class C airspace with a suggested course of action to avoid
other VFR flights.
It is the responsibility of the pilot in command to see and avoid other aircraft.
(CAR 163A).
SPECIAL PROVISIONS
Notwithstanding the general provisions of the previous paragraphs:
the separation of aircraft taxiing on the manoeuvring area (which
does not include apron and parking areas) is a joint pilot and controller
responsibility. The pilot must maintain separation while complying with
clearances and instructions;
in the traffic circuit, pilots are required to position their aircraft in such a
manner that, while complying with clearances and instructions from ATC,
they maintain the necessary separation from other traffic;
separation is not normally provided within a training area in controlled airspace;
u
nder certain conditions, the pilot of one aircraft may be given the
responsibility for separation with other aircraft. In this circumstance:

the pilot is also responsible for the provision of wake turbulence

separation, except that ATC is responsible for wake turbulence
separation between landing aircraft;
the pilot must advice ATC when he/she is unable to maintain, or has
lost, sight of the other aircraft;
8/20/10 12:00 PM
274

where an aircraft has been instructed to maintain separation from,

or pass behind, an IFR aircraft, ATC will issue traffic information to
the pilot of the IFR aircraft, including advice that responsibility for
separation has been assigned to the other aircraft; and
a ircraft flying in formation or as part of an in-company flight will not

be provided with separation with respect to other aircraft of the same
formation or in-company flight. Formation and in-company flights may be
conducted subject to pre-arrangement between the pilots concerned and,
where applicable, notification of the formation or in-company flight to air
traffic control.
SERVICES
DELIVERY: used by the Airways Clearance Delivery
(ACD) service when established on a discrete
frequency.
GROUND: used by Surface Movement Control and Apron
service (if provided by ATC) when established
on a discrete frequency. At some locations this
service also provides the Airways Clearance
Delivery service on the same frequency.
TOWER: the following services use this identification:
Aerodrome Control; Aerodrome/Approach
Control when combined.
APPROACH: used by Approach Control (APP) service when
established on a discrete frequency or by
Departure Control (DEP) when on the same
frequency.
DEPARTURES: used by Departure Control (DEP) service when
established on a discrete frequency.
CENTRE: used for Area Control (ACC) service.
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275
TRAFFIC INFORMATION IN CONTROLLED AIRSPACE

In controlled airspace when a separation standard does not exist, ATC will
provide traffic information to the aircraft concerned when, in the opinion of
the air traffic controller, the information is warranted by the proximity of the
aircraft.
The traffic information provided will contain as much information as is known
and is necessary to assist the pilot in identifying the other aircraft, eg:
type;
altitude;
p
osition, either by clock reference, bearing and distance, relation to a
geographical point or reported position and estimate; and
intentions or direction of flight.
ATC will provide relevant traffic information to aerodrome traffic to enable
pilots, while complying with ATC instructions, to maintain separation from
other aircraft.
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276
enroute
AIRCRAFT OFF-TRACK IN CONTROLLED AIRSPACE ADVICE TO ATC
In controlled airspace, separation standards are based on the pilot maintaining
track as closely as possible at all times. Corrective action must be taken to
regain track as soon as any deviation is observed.
Additionally, the pilot must immediately notify ATC if the aircraft is found to be
off-track by any of the deviations described below:
w
here track guidance is provided by a localizer or VORhalf-scale
deflection or more of the Course Deviation Indicator (CDI)
w
here track guidance is provided by NDB or Locator 5 degrees or
more from the specified bearing;
w
here the track guidance is provided by DME 2 nm or more from the
required arc;
w
here the track guidance is provided by an RNAV systeman indicated
crosstrack deviation of 2 nm or more;
a nd when navigating by visual reference to the ground or watermore
than 1 nm from the cleared track.
The values given above must not be interpreted as defining a sector within
which the pilot is permitted to navigate.
Deviations FROM TRACK
In controlled airspace, any deviation from track requires prior clearance from
ATC, except in an emergency. The values given in previous paragraphs must
not be interpreted as tolerances within which deviations from track without
clearance are permitted.
Deviations DUE TO WEATHER
In controlled airspace, any diversion from track due to weather requires prior
clearance from ATC. If out of radio contact and unable to obtain a clearance, and the
pilot in command considers that the deviation is necessary, a PAN call specifying the
details of the deviation must be broadcast on the appropriate frequencies.
PAN PAN, PAN PAN, PAN PAN, ZULU FOXTROT ROMEO, 15 NAUTICAL
MILES SOUTH OF NORMANTON, 8500, IS DESCENDING IMMEDIATELY TO
500 FEET TO AVOID CLOUD.
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enroute
277
CHANGE OF LEVELS
CONTROLLED AIRSPACE
In controlled airspace, the pilot in command must commence a change of
level as soon as possible, but no later than one (1) minute after receiving that
instruction from ATC, unless that instruction specifies a later time or place.
ATC may require that an assigned level must be reached by a specific time,
distance or place. If a pilot in command doubts that the requirement can be
met, ATC must be advised immediately.
A requirement to report at a time or place given in the same clearance as a
descent/climb instruction does not require the new level to be reached by the
specified time or place.
The pilot in command of an aircraft operating in controlled airspace must report:
w
hen the aircraft has left a level at which level flight has been conducted
in the course of a climb, cruise or descent; and
when the aircraft leaves a level for which ATC has requested a report.
ATC may provide vertical separation between two climbing aircraft, not
otherwise separated, by means of a step-climb. Pilots in command, who are
subjected to a step-climb, must adopt the following procedure:
T
he pilot in command of the lower aircraft must report approaching each
assigned level in the sequence.
T
he pilot in command of the higher aircraft, on hearing the lower aircraft
report approaching each assigned level, must report the last vacated level.
Step-descents are the reverse of the above paragraphs. ATC may specify a
rate of climb or descent. Other considerations are as follows:
T
he phrase STANDARD RATE when included in a clearance, specifies a
rate of climb or descent of not less than 500 ft per minute, except that the
last 1000 ft to an assigned level must be made at 500 ft per minute.
In the case of a step-climb or descent, the specified rate will be applicable
to all level clearances issued in the course of the step climb or descent.
If unable to comply with the prescribed rate, the pilot in command must
advise ATC.
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278
enroute
BLOCK LEVELS
On request from the pilot, a flight may be cleared to operate within controlled
airspace within a block level provided that other aircraft are not denied the
use of that airspace contained within that Block. A glider or balloon cleared to
operate in controlled airspace will be assigned block levels.
The pilot shall have complete freedom to change levels within the block,
provided that the upper and lower levels are not exceeded. However, a
clearance to operate within a block level shall be cancelled or amended if
another aircraft requests the use of a level within the block.
When cancelling or amending a block level clearance, the aircraft operating
in a block level shall be instructed to climb or descend to an appropriate level
or block level in order to provide vertical separation from the other aircraft
requesting one of the levels. Aircraft at standard flight levels will be afforded
priority over aircraft using non-standard flight levels.
8/20/10 12:00 PM
taxi
279
ENGINE START AND TAXI

ENGINE START
The pilot in command of an aircraft must request approval to start engines
when the requirement is notified by ATIS, NOTAM, AIP Supplement, ATC or
listed in ERSA.
TAXI CLEARANCE
When operating from a controlled aerodrome where ATIS is in operation a
pilot in command must obtain the ATIS prior to taxi, and advise ATC of the
ATIS code when requesting taxi clearance.
The pilot in command must obtain a taxi clearance either prior to moving on
the manoeuvring area.
The taxi clearance regulates movement on the manoeuvring area. Avoidance
of collision on apron areas is a joint responsibility of the pilot in command and
any assisting company ground personnel. Information about other aircraft
moving on the same apron area will be provided by the ATC (where it exists
as a discrete service).
An aircraft taxiing on the manoeuvring area must stop and hold at all lighted
stop bars and may only proceed further when a clearance to entre or cross
the runway has been received and the stop bar lights have been switched off.
A taxi instruction which contains taxi limit beyond a runway must include
a CROSS RUNWAY (number) instruction to cross that runway. When an
aircraft is required to hold short of a runway intersecting the taxi route, ATC
will issue a taxi instruction limit of the holding point associated with the
intersecting runway.
An aircraft which has been issued with a taxi instruction limit of the holding
point of a runway intersecting the taxi route, or which has been issued with
an instruction to HOLD SHORT of that runway must subsequently be issued
with an instruction to CROSS RUNWAY (number).
Aircraft required to hold short of a runway must hold at the appropriate
holding point for that runway, or the runway strip edge at the intersection of a
crossing runway. A pilot wishing to use less than the full length of the runway
available should nominate the intention when requesting the taxi clearance.
ATC may offer an intersection departure and will advise the remaining runway
length, if required.
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280
taxi
A pilot in command unfamiliar with the aerodrome should REQUEST
DETAILED TAXI INSTRUCTIONS.
VFR aircraft wishing to depart without submitting flight notification must
provide the following information on first contact with ATC:
aircraft callsign and DETAILS (wait for a response from ATC);
destination and first tracking point;
preferred level; and
identification of ATIS code received.
PROVISION OF OPERATIONAL INFORMATION
ATC will supply the following information for take-off:
runway or direction;
w
ind direction and speed, QNH and, if required, temperature and/or dew
point;
a time check to the nearest half-minuteupon commencing to taxi from
the apron prior to take-off;
t he crosswind component on the runway to be used, if this equals or
exceeds 8 kt for single-engined aircraft or 12 kt for multi-engined aircraft;
the downwind component, if the operation is downwind;
aerodrome surface conditions significant to the operation;
known weather information; and
birds that may be a hazard to the operation.
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taxi
281
NOMINATION OF RUNWAYS
ATC will nominate the runway, preferred runway or take-off direction. Where
noise abatement procedures are prescribed, the provisions of DAP NAP will
be applied. ATC shall not nominate a particular runway for use if an alternative
runway is available, when:
for runways that are completely dry:

- the crosswind component, including gusts, exceeds 20 kt;
- the downwind component, including gusts, exceeds 5 kt.
for runways that are not completely dry:

- the crosswind component, including gusts, exceeds 20 kt;
- there is a downwind component.
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282
take-off
SELECTION OF TAKE-OFF DIRECTION
The pilot in command must ensure that the runway is suitable for the
operation. If not suitable for an operational reason, ATC must be advised
before taxiing or when requesting an airways clearance by using the phrase
REQUIRE RUNWAY (number).
Such a request will not result in a loss of priority, provided it is made on first
contact with clearance delivery or before taxiing. The decision to take-off
rests solely with the pilot in command.
SELECTION OF CIRCUIT DIRECTION
Circuit directions and turns will be specified or authorised by ATC but will not
be specified in the take-off clearance when a Standard Instrument Departure
(SID) has been authorised.
A pilot in command must notify ATC if a particular turn or circuit is essential to
the safe operation of the aircraft by use of the word REQUIRE.
DEPARTURE INSTRUCTIONS
Departure Instructions may contain the following as required:
aircraft identification;
radar heading instructions*;
altitude restrictions;
direction of turn;
tracking points; and
any other instructions.
*A pilot assigned a radar heading (including runway heading) will not
compensate for wind effect.
When a heading is assigned as a departure instruction, the pilot in command
must ensure that the heading and the direction of the turn are read back. This
requirement also applies to the initial heading assigned by ATC as part of the
radar SID.
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take-off
283
TAKE-OFF PROCEDURES
CHANGE TO TOWER FREQUENCY
International aircraft will be instructed by the ATC when to change to the
tower frequency prior to take-off. Domestic aircraft should change to tower
frequency:
in the holding bay; or
c lose to, or at, the holding point of the nominated runway, when ready for
take-off.
RUNWAY ENTRY
A pilot in command must not enter an active runway unless a specific
clearance to:
take-off;
line up; or
backtrack
has been received, or a clearance to enter for other purposes has been
received from ATC and the stop bar lights, where fitted, have been switched
off.
HOLDING ON THE RUNWAY
The pilot in command must not hold on the runway in use unless permission
to do so has been obtained from ATC.
CLEARANCE REQUIRED
A pilot in command must not take-off unless the specific clearance CLEARED
FOR TAKE-OFF has been received.
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284
take-off
SEPARATION MINIMA FOR TAKE-OFF
An aircraft will not be permitted to commence take-off until:
a preceding departing aircraft using the same runway has:

- crossed the upwind end of the runway; or
- commenced a turn; or
- if the runway if longer than 1800 m, become airborne and is at least
1800 m ahead of the following aircraft; or
- if the preceding aircraft has an MTOW of 7000 kg or less and the
following aircraft has an MTOW below 2000 kg and is slower, the
preceding aircraft is airborne and is at least 600 m ahead of the
following aircraft; or
- if both aircraft have an MTOW below 2000 kg, the preceding aircraft is
airborne and is at least 600 m ahead of the proposed point of lift off;
a preceding landing aircraft using the same runway has vacated it and is
taxiing away from the runway; and
a preceding aircraft, using another runway, has crossed or stopped short
of the take-off aircrafts runway.
Note: Where reasonable to do so, ATC may issue a take-off clearance in
anticipation that the prescribed separation will exist at the time that
the take-off roll is commenced.
Other than as specified for Land And Hold Short (LAHSO) Operations,
exceptions to these application of separation standards are:
aircraft taking off in formation with respect to each other;
a ircraft operating in different areas or lanes on aerodromes with runways
or facilities suitable for simultaneous take-offs (CAR168); and
the avoidance of wake turbulence.
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after take-off
285
AFTER TAKE-OFF
AIRBORNE REPORT CLASS C CONTROL ZONES
In Class C control zones, on first contact with departures control a pilot must
report:
the direction of turn;
the initial heading;
the altitude passing, to nearest 100 ft; and
the last assigned level.
DEPARTURE REPORT CLASS D CONTROL ZONES
In Class D control zones (where a procedural service is provided), the pilot of
an IFR flight must report after take-off:
departure time (if applicable);
tracking information;
the last assigned altitude; and
the estimate for the first en route reporting point.
The departure time must be calculated as follows:
current time minus an adjustment for the distance from the aerodrome; or
when over or abeam the aerodrome.
Tracking information must confirm the track established with reference to the
appropriate navigation aid or, if tracking via a SID, confirm the SID identifier.
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286
after take-off
ESTABLISHMENT ON TRACK
Unless otherwise instructed by ATC, a pilot in command must remain within
5 nm of the departure aerodrome to establish flight on the departure track as
soon as practicable after take-off.
UR
RT
PA CK
E
D TRA
5n
FREQUENCY CHANGE
When frequency change instructions are issued immediately preceding the takeoff clearance, pilots must change frequency automatically from Tower as soon as
practicable after take-off, preferably within 1 nm of becoming airborne.
In all other situations, pilots of departing aircraft are required to remain on
Tower frequency until specific frequency change instructions are issued.
Pilots can generally expect an instruction to contact Departures Control prior
to reaching 2000 ft and should, when advised, effect the change as soon as
possible.
When contacting Area Control, pilots must advise the last assigned level and,
if not maintaining the assigned level, the level maintaining or last vacated
level.
EN ROUTE
In non-ATS surveillance CTA, pilots must report maintaining an assigned level.
After any frequency change, pilots must advise the last assigned level and, if
not maintaining the assigned level, the level maintaining or last vacated level.
8/20/10 12:00 PM
arrival
287
VFR FLIGHTS ENTERING CLASS C AIRSPACE

Before reaching the boundary of Class C airspace, the pilot must establish
two-way communications with ATC on the frequency notified on the chart, in
ERSA, or AIP Supplement or NOTAM, and obtain a clearance.
When advance notification has not been provided, the pilot must advise the
following to ATC before the point of intended entry:
a ircraft call-sign INBOUND/TRANSIT DETAILS (wait for ATC to respond
with your call-sign) then advise:

flight rules and aircraft type
position
route and next estimate, and
preferred level
The area VHF frequency may be used to obtain a clearance when out of range
of the ATC frequency, or to obtain advice as the appropriate ATC frequency on
which a clearance can be obtained. If the flight will transit a Radar Information
Service (RIS) area before entering controlled airspace, clearance request
should be made on the RIS frequency.
If landing at an aerodrome where ATIS is provided, the pilot should obtain
the ATIS before the first contact on the approach frequency. On first contact
advise ATIS received.
The clearance to enter will specify the altitude, track and any holding
instructions. Some of these items may be combined with the clearance
CLEARED FOR VISUAL APPROACH.
FLIGHTS ENTERING CONTROLLED AIRSPACE FROM NON-TOWERED
AERODROME
When the controlled airspace and a non-controlled airport in the vicinity, a
clearance should be obtained direct on the ATC frequency. When this is not
possible, clearances should be requested through the ATS unit providing
services in Class G airspace.
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288
arrival
VISUAL APPROACH
ATC AUTHORISATION
Criteria under which visual approaches may be authorised by ATC are as follows:
for a VFR flight by day and night, the aircraft is within 30 nm of the
aerodrome.
TRACKING REQUIREMENTS
Tracking requirements for a visual approach include the following:
a pilot in command must maintain track/heading on the route
progressively authorised by ATC until:

- by day, within 5 nm of the aerodrome; or
- by night for a VFR flight, within 3 nm of the aerodrome and the

aerodrome is in sight.
f rom this position the circuit must be joined as directed by ATC for an
approach to the nominated runway.
MINIMUM ALTITUDE REQUIREMENTS
For VFR flights during the conduct of a visual approach, a pilot must descend
as necessary to:

- by day operate not below the lowest altitude permissible for VFR flight
(CAR157).
- by night maintain not less than the lowest altitude permissible for VFR
flight (CAR 174B) until the aircraft is within 3 nm of the aerodrome and
the aerodrome is in sight (AIP GEN 3.3).
When conducting a visual approach, a pilot in command must not climb above
an altitude reported to ATC as having been reached or left, unless authorised
to do so.
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arrival
289
A pilot may be assigned the responsibility to follow another arriving aircraft

which he/she has reported sighting. When assigned this responsibility,
the pilot must maintain separation from and not overtake that aircraft. In
this circumstance, the pilot is also responsible for providing his/her own
wake turbulence separation. If sighting is subsequently lost, advise ATC
immediately.
3 nm
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290
holding
A pilot in command cleared to a point for which there is an approved holding
pattern, must hold in that pattern until further cleared. Where a delay of more
than five minutes is expected, ATC will advise:
an expected landing time, where an ATS surveillance service is provided; or
an expected approach time, when a procedural service is provided.
A pilot in command required to hold in an approach sequence must advise ATC
of the latest divert time, when operationally necessary.
When an aircraft is holding because airspace is closed or weather conditions
are worse than the prescribed landing minima, ATC will nominate scheduled
reporting times. These times will normally be at 15 minute intervals.
OPTION 1 : HOLD
OPTION 2 : DESCEND BELOW STEPS AND

AGAIN ASK FOR CLEARANCE
OPTION 3 : FLY AROUND CONTROLLED

AIRSPACE OUTSIDE THE BOUNDARIES
OPTION 4 : PROCEED TO AN ALTERNATE
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landing
291
LANDING - PROVISION OF OPERATIONAL INFORMATION

ATC will supply the following information for landing operations:
runway or direction;
w
ind direction and speed, QNH and, if required, temperature and/or dew
point;
k nown significant weather information, including low cloud and visibility or
runway visual range;
a time check (to the nearest half minute), whenever a time to commence
final is specified by ATC;
t he crosswind component on the runway to be used, if this equals or
exceeds 8 kt for single-engined aircraft or 12 kt for multi-engined aircraft;
the downwind component if a pilot operates downwind;
aerodrome surface conditions significant to the operation;
birds and other hazards to aircraft; and
cautionary advice of wake turbulence.
SELECTION OF LANDING DIRECTION
The pilot in command must ensure that the nominated runway or direction
is operationally suitable. If the nominated runway or direction is not suitable,
ATC must be advised using the phrase REQUIRE RUNWAY(number). Such a
request will not result in of loss of priority provided that it is made:
b
efore reaching 80 nm (120 nm for jets) from a capital city aerodrome
(including Essendon) or 30 nm from other controlled aerodromes, for
arriving aircraft wholly within controlled airspace; or
o
n first contact with ATC for arriving aircraft entering controlled airspace
within the distance specified above or a control area step or a control zone.
The decision to land rests solely with the pilot in command.
SELECTION OF CIRCUIT DIRECTION
A pilot in command must notify ATC if a particular turn or circuit is essential to
the safe operation of the aircraft. The word REQUIRE must be used to enable
ATC to identify the safety requirement.
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292
landing
LANDING CLEARANCES
Pilot in command must not land unless the specific clearance CLEARED TO
LAND has been received.
SEPARATION MINIMA FOR LANDING
The appropriate wake turbulence separation standard will always be applied
by the ATC between landing aircraft. A landing aircraft will not be permitted to
cross the threshold of the runway on its final approach until;
a preceding departing aircraft using the same runway

is airborne, and
- has commenced a turn; or

- is beyond the point on the runway at which the landing aircraft
could be expected to complete its landing roll and there is sufficient
distance to manoeuvre safely in the event of missed approach; or
is at least 1000 m from the runway threshold, and
- has commenced the take-off run; and
- in the opinion of the controller, no collision risk exists, and
- the aircraft taking off has an MTOW of 7000 kg or less; and
- the landing aircraft is performance Category A and has an MTOW

below 3000 kg.
a preceding landing aircraft using the same runway:

- has vacated it and is taxiing away from the runway; or

- has landed and has passed a point at least 1000 m from the
threshold of the runway and will vacate the runway without
backtracking, and
- in the opinion of the tower controller, no collision risk exists; and
- the preceding aircraft has an MTOW of 7000 kg or less; and
- the following landing aircraft is performance Category A and has
an MTOW below 3000 kg; or
- has landed and has passed a point 600 m from the threshold of the
runway, is in motion and will vacate the runway without backtracking;
and
- the preceding landing aircraft has an MTOW of less than 7000 kg,
and
- the following landing aircraft has an MTOW of 2000 kg or less, or
8/20/10 12:00 PM
landing
a preceding aircraft, using a different runway, has crossed or stopped
short for the landing aircrafts runway.
293
In the above situations, a landing clearance may be issued if ATC expects that
the required runway separation standard will exist.
Exceptions to separation minima are:
aircraft landing in formation with respect to each other;
a ircraft operating in different areas or lanes on aerodromes with runways
or facilities suitable for simultaneous landings.
Note: Land and Hold Short Operations (LAHSO) are not covered in this guide
but are included in AIP ENR 1.1.
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294
landing
GO AROUND PROCEDURES - VISUAL APPROACH IN VMC
In the event that an aircraft is required to go around from a visual approach in
VMC, the aircraft must initially climb on the runway track, remain visual and
await instructions from ATC. If the aircraft can not clear obstacles on runway
track, the aircraft may turn.
TAXIING AFTER LANDING
A pilot in command must not hold on the runway in use unless ATC has so
authorised.
After landing, unless specified otherwise by ATC, an aircraft must comply
with the following:
Promptly vacate the runway without backtracking;
C
hange from the aerodrome frequency to the SMC frequency (where
established) when vacating the runway strip and obtain an ATC taxi
instruction;
N
ot cross any runway that intersects the taxi route unless in receipt of a
taxi instruction and a CROSS RUNWAY (number) instruction from ATC;
Taxi to the destination via the most direct taxiway(s) available; and
W
here an apron service is provided on a discrete frequency (see ERSA),
change to that frequency on entering the apron.
A taxi instruction which contains a taxi limit beyond a runway must include
an instruction to HOLD SHORT of that runway, must subsequently be issued
crossing runway.
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landing
295
When separate frequencies for aerodrome control and surface movement

control are in use, the pilot in command, on landing, must change from the
aerodrome control frequency to the SMC frequency on vacating the runway
strip, and then transmit the aircraft callsign and, if applicable, parking bay
number. A pilot in command may REQUEST DETAILED TAXI INSTRUCTIONS
TO (location).
The taxi clearance regulates movement on the manoeuvring area.
The separation of aircraft taxiing on the manoeuvring area is a joint pilot and
controller responsibility. Taxi clearance shall contain concise instructions and
adequate information so as to assist flight crew to follow the correct taxi
routes, to avoid collision with other aircraft and objects and to minimise the
potential for the aircraft inadvertently entering an active runway.
A taxi clearance will not relate to movement on the apron areas. However,
available essential information referring to other aircraft entering or leaving
the same apron area will be provided.
Radio watch must be maintained on the SMC or tower frequency (where no
SMC frequency is provided) until parked.
8/20/10 12:00 PM
CLASS D A I RSPACE
296
general
Class D airspace is controlled airspace where an air traffic control service is
provided to aerodrome traffic. The service is a procedural-based service.
The procedures outlined in this chapter should be read in conjunction with
the procedures for controlled airspace. There are some minor differences to
procedures in Class D airspace.
An air traffic control service will be provided.
Except in an emergency, a clearance is required for all flights in Class D
airspace.
When Class C and D airspace adjoin laterally, flights at the common boundary
will be given services applicable to Class D airspace.
Consult ERSA, NOTAM and the Visual Pilot Guide for procedures specific to a
Class D aerodrome.
Class D aerodromes have a high traffic density that includes a wide variety of
aircraft types and performance capabilities. Typical users of these aerodromes
include CHTR, PVT, AWK and RPT aircraft, with a mix of circuit training in
addition to arrivals and departures. Pilots should ensure they maintain a good
lookout while flying in, and prior to reaching, Class D airspace. Pilots should
also maintain a good listening watch on the relevant radio frequency to ensure
they receive aircraft and ATC communication, to obtain situational awareness of
other traffic.
3 C L A S S D A I R S PA C E
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general
297
CLASS D AIRSPACE
Map Depiction. The lateral limits of Class D control area steps are depicted with
blue lines and a blue tint. The vertical limits of Class D are shown with blue
labels. The control zones have defined dimensions, and associated control area
steps, with an upper limit of 4500 ft.
Radio Requirements. Pilots must maintain two-way communications with the
relevant ATC control tower whenever operating in Class D airspace.
Control Area Protection. A pilot, desiring to retain a vertical buffer with aircraft
in Class G airspace (control area protection) during climb or descent in Class C
or Class D airspace, should maintain at least 500 ft above the lower limit of the
CTA steps.
500 ft
500 ft
500 ft
CONTROL AREA PROTECTION
Operating Requirements for Transponders. Pilots of aircraft fitted with a

serviceable Mode 3A transponder must have the transponder on Code 3000
or any assigned discrete code at all times during flight in Class D airspace.
If the transponder is Mode 3C capable, that mode must also be operated
continuously.
Traffic Information in Controlled Airspace. In controlled airspace, when
a separation standard does not exist, ATC will provide traffic information to
the aircraft concerned when, in the opinion of the Air Traffic Controller, the
information is warranted by the proximity of the aircraft.
The traffic information provided will contain as much information as is known
and is necessary to assist the pilot in identifying the other aircraft, for example:
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298
general
type;
altitude;
position, either by clock reference, bearing and distance, relation to a
geographical point or reported position and estimate; and
intentions or direction of flight.

Separation. In Class D airspace:
IFR flights are separated from other IFR and Special VFR flights;
IFR flights receive traffic information in respect of VFR flights;
VFR flights receive traffic information in respect of all other flights; and
Special VFR flights are separated from other Special VFR flights when
visibility is less than VMC.
Speed limitations. Aircraft operating in Class D airspace are not to exceed:

200 kt at or below 2500 ft above the aerodrome level within 4 nm of the
primary Class D aerodrome.
250 kt when operating in other parts of Class D airspace.
VMC TAKE-OFF, EN ROUTE AND LANDING - CLASS D
TYPE OF AIRCRAFT
All aircraft
HEIGHT
Within
Class D
airspace
DISTANCE
FROM CLOUD
HORIZONTAL /
VERTICAL
600 m
Horizontal
1000 ft Above
500 ft Below
ADDITIONAL
CONDITIONS
ATC may permit

operations in weather
conditions that do not
meet these criteria
(Special VFR)
Special VFR. When operating under a Special VFR clearance, pilots are
responsible for ensuring that:
the flight is conducted clear of cloud;
the visibility is not less than:

- for aeroplanes, 1600 m;
- for helicopters, 800 m; or
8/20/10 12:00 PM
general

299
- for balloons, 100 m below 500 ft AGL and 3000 m at and above 500 ft
AGL;
a helicopter is operated at such a speed that the pilot has adequate

to avoid a collision; and
the flight is conducted in accordance with the requirements of CAR 157
with regard to low flying.
EN ROUTE
All levels flown in Class D airspace must be assigned by ATC.
Except when identified, position reports are required for all aircraft in Class D
airspace.
INBOUND
Aeronautical Ground Lights - En Route. Aeronautical ground lights may
indicate visual lanes of entry at some Class D aerodromes. If present, these
lights are identified on Visual Terminal Charts (VTCs).
Lanes of Entry. Lanes of entry are established to permit passage to and from
specified Class D CTR without entering an adjacent Class C or military CTR.
The vertical limits provide separation from overlying control or restricted
areas.
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300
general
ATIS. If landing at an aerodrome where ATIS is provided, the pilot should
obtain the ATIS before first contact on the tower frequency. On first contact
advise ATIS received (e.g. received information echo).
Clearance to Enter Class D Airspace. For entry into Class D airspace, establishment
of two-way communications between the aircraft and ATC constitutes a clearance
to enter the Class D airspace (AIP ENR 1.1 Section 12.5).
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301
Before entering Class D airspace, the pilot in command of an aircraft must

establish two-way radio communication with the Tower on the frequency
notified on the chart, in ERSA, or AIP Supplement or NOTAM.
Thereafter, the pilot must maintain those communications while in the Class
D airspace.
All flights operating in Classes E and G airspace requesting a clearance to
operate in Class D airspace must advise call-sign, type, position, altitude and
intentions (tracking details etc) when making first contact with ATC.
In establishing two-way communications, ATC may issue specific instructions
that differ from altitude and intentions advised by the pilot. The pilot must
comply with any such instructions issued by ATC.
A pilot may be assigned the responsibility to follow another aircraft which he/
she has reported sighting. When assigned this responsibility, the pilot must
maintain separation from and not overtake that aircraft. In this circumstance,
the pilot is also responsible for providing his/her own wake turbulence
avoidance. If the other aircraft sighting is subsequently lost, advise ATC
immediately.
Initiating two-way communications. In initiating two-way communications,
the pilot must advise callsign and aircraft type, current position, altitude,
intention, relevant information such as ATIS received and any request(s).
Note 1. Radio contact should be initiated far enough from the Class D
airspace boundary to preclude entering the Class D airspace before
two-way radio communications are established.
Note 2. If the controller responds to a radio call with, ...(aircraft callsign) [...
(instructions)] radio communications have been established and the
pilot may enter the Class D airspace.
Note 3. If workload or traffic conditions prevent immediate entry in to Class
D airspace, the controller will inform the pilot to remain outside the
Class D airspace until conditions permit entry. Example: ...(aircraft
call-sign) REMAIN OUTSIDE CLASS D AIRSPACE.
Note 4. It is important to understand that if the controller responds to
the initial radio call without using the aircraft call-sign, radio
communications have not been established and the pilot may not
enter the Class D airspace. Examples: AIRCRAFT CALLING ARCHER
TOWER, STANDBY. AIRCRAFT CALLING ROCKY TOWER, SAY
AGAIN.
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302
The pilot-in-command must not deviate from the track, level and intentions
stated during the establishment of 2-way communications or the instructions
issued by ATC (if these instructions modify the stated track, level and
intentions), unless authorised by ATC.
Unless ATC specifically instructs otherwise, establishment of two-way
communications permits a pilot, intending to land at an aerodrome within
Class D airspace, to descend as necessary to join the aerodrome traffic
circuit.
Cancelling IFR to Expedite Arrival. If operating IFR and experiencing delay in
gaining clearance to enter Class D airspace from Class G airspace, a pilot can
choose to cancel IFR (provided the weather conditions permit VFR), and arrive
VFR.
Note: By cancelling IFR, ATC will not be required to provide you IFR/IFR
separation; which may be the reason for the delay.
Parallel Runway Operations at Class D Aerodromes. Where a Class D
aerodrome is equipped with parallel runways, ATC may sequence aircraft
for simultaneous contra-direction circuits and may conduct these operations
using separate tower frequencies for each runway. Operations will be
regulated independently in each circuit, with an ATC clearance required to
enter the opposite circuit or airspace.
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303
Clearances. A pilot in command must not land unless the specific clearance
CLEARED TO LAND ( or CLEARED TOUCH and GO or CLEARED for the
OPTION) has been received.
Note: ATC approval must be obtained if asymmetric training is to be carried
out within 5 nm of a controlled aerodrome.
Go Around. At Class D aerodromes with parallel runways where contrarotating circuit operations are in progress, if ATC instructs an aircraft to go
round, or a missed approach is initiated, the pilot must:
commence climb to circuit altitude;
position the aircraft on the active side and parallel to the nominated duty
runway, while maintaining separation from other aircraft; and
follow ATC instructions or re-enter the circuit from upwind.
After Landing. After landing, unless specified otherwise by ATC, an aircraft

must comply with the following:
Promptly vacate the runway without backtracking.
Change from the Tower frequency to the Ground frequency (where

established) when vacating the runway strip, and obtain an ATC taxi
instruction.
Not cross any runway that intersects the taxi route unless in receipt of a
taxi instruction and a CROSS RUNWAY (number) instruction from ATC.
Taxi to the destination via the most direct taxiway(s) available.
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304
Where an apron service is provided on a discrete frequency (see ERSA),
change to that frequency on entering the apron.
A taxi instruction which contains a taxi limit beyond a runway must include
an instruction to HOLD SHORT of that runway, must subsequently be issued
RUNWAY RIGHT
RUNWAY
TAXIWAY
CAUTION
Holding Points
may be placed
other than on
runways
RUNWAY LEFT
TAXIWAY

crossing runway.
When separate frequencies for aerodrome control and surface movement
control are in use, the pilot in command, on landing, must change from the
aerodrome control frequency to the Ground frequency on vacating the runway
strip, and then transmit the aircraft call-sign and, if applicable, parking bay
number. A pilot in command may REQUEST DETAILED TAXI INSTRUCTIONS
TO (location).
Radio watch must be maintained on the Ground or Tower frequency (where
no Ground frequency is provided) until parked.
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outbound
305
Taxiing and manoeuvring

The separation of aircraft taxiing on the manoeuvring area is the joint
responsibility of the pilot and the controller. A taxi clearance from ATC is
required prior to operating on the manoeuvring area (taxiways and runways
of any controlled aerodrome. When ATC issue a taxi instruction which
includes a holding point, pilots must read back the words HOLDING POINT
[and the holding point designator]. Specific clearance is required to taxi, enter,
cross or back-track on a runway.
VFR flights wishing to depart without submitting flight notification must

provide the following information on first contact with ATC:
aircraft call-sign and DETAILS (wait for a response from ATC);
destination and first tracking point;
preferred level; and
identification of ATIS code received.
These details may be given with the request for taxi clearance.
Within a Class D CTR, a clearance to take-off is a clearance to operate within
the CTR.
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306
outbound
Change to Tower Frequency. Aircraft should change to tower frequency:
in the holding bay, or
close to, or at, the holding point of the nominated runway, when ready for
take-off.
At Class D aerodromes at which parallel runway operations are in progress,
pilots must identify the departure runway when reporting ready. For example:
...(call-sign) READY, RUNWAY RIGHT.
A pilot in command must not hold on the runway in use unless ATC has
authorised.
Departure Report - Class D Control Zones. In Class D control zones (where a
procedural service is provided), the pilot of an IFR flight must report after take
off:
departure time (if applicable);
tracking information;
the last assigned altitude; and
the estimate for the first en route reporting point.
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outbound
307
SUMMARY OF REPORTS - ALL AIRCRAFT IN CLASS D AIRSPACE

Situation
Frequency to Use
Remarks
Ready to Taxi
ATC
Report
IFR departure in Class D

CTR
ATC
Report
VFR departure in Class

D airspace, unless
departing CTR directly in
to Class G airspace
ATC
Report
Position report at
prescribed points
ATC
Report
Arrival
ATC
Report (if cancelling

SARWATCH)
source AIP
Pilots of VFR flights wishing to operate in other than classes C or D airspace,

and who wish to nominate a SARTIME, may submit details in the NAIPS
SARTIME flight notification format (via the internet). If submitting the flight
notification by facsimile or via telephone, the only form available is the
Australian Domestic Flight Notification form.
8/20/10 12:00 PM
c l a s s e a i r s pa c e
308
services
OPERATIONS IN CLASS E AIRSPACE
ATC TRAFFIC SERVICES
In Class E airspace, the following traffic services are provided by ATC:
separation between IFR flights;
t raffic information to IFR flights about known VFR flights as far as
practicable; and
VFR flights receive a Radar/ADS-B Information Service (RIS), where
available on request.
Traffic information services provided by ATC do not relieve pilots of their

responsibilities for continued vigilance to see-and-avoid other aircraft.
In Class E airspace, the following also apply:
H
azard Alerts will be directed to pilots of IFR flights, and to pilots of
known VFR flights.
VFR FLIGHTS IN CLASS E AIRSPACE
VFR flights entering Class E airspace do not require a clearance. VFR flights
entering and operating in Class E airspace should:
avoid published IFR routes, where possible;
monitor the appropriate Class E frequency and announce if in potential
conflict; and
take appropriate action to avoid potential conflict.
Pilots of VFR flights should avoid IFR holding patterns.
ADDITIONAL ATC SERVICES - CLASS E AIRSPACE
Unless impracticable to do so, ATC will provide some additional ATS
surveillance system services in Class E airspace
Note: Many factors, such as the limitations of radar, volume of traffic,
controller workload and communications frequency congestion could
prevent ATC from providing a radar service. The controllers reason
against providing or continuing to provide the service in a particular case
is not subject to question, nor need it be communicated to the pilot.
3 class e airspace
8/20/10 12:00 PM
services
309
Within ATS surveillance system coverage, traffic information, navigation or

position information service may be provided to VFR flights. Pilots wishing to
use ATS surveillance system services must be in direct VHF communications
with ATC and be equipped with a serviceable transponder. Flights using the
service will not be allocated a specific transponder code except when the ATC
intends to provide an ongoing service.
Pilots of VFR flights receiving a Radar Information Service (RIS) in Class E
airspace will be provided with information about ATS surveillance system
observed traffic. However, due to the nature and type of coverage, not all aircraft
will be observed. Consequently, traffic information provided by ATC may be
incomplete.
Pilots must comply with the see-and-avoid requirements of CAR163A.
On initial contact, pilots must advise position, level and intentions and advise
the radar service required. ATC will respond by identifying the aircraft,
and notifying the pilot that the aircraft has been IDENTIFIED prior to the
commencement of traffic information, position information, or navigational
assistance. ATC may also assign a specific transponder code prior to, or
during the provision of, radar services. ATC must be advised of any attention
to change track or level.
When ATC is unable to provide radar services, the pilot will be advised
SURVEILLANCE SERVICE NOT AVAILABLE. Requests for emergency
assistance should be prefixed by MAYDAY (three times) or PAN PAN
(three times), and will receive priority.
Radar services may be terminated at any time by the controller or by pilot
request. When services are terminated, ATC will advise IDENTIFICATION
TERMINATED (see Note 2 below). If a specific transponder code has not
been allocated, ATC will advise SQUAWK CODE 1200.
Note 1: Navigational guidance is advisory in nature and the responsibility
for the safe operation of the aircraft remains with the pilot. Terrain
clearance, aircraft-to-aircraft separation, and obtaining clearances
into controlled airspace remain pilot responsibilities.
Note 2: When radar services to VFR flights are terminated, pilots should
monitor an ATS frequency appropriate to their area of operation.
3 class e airspace
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310
radar information service

RADAR/ADS-B INFORMATION SERVICE (RIS) TO VFR FLIGHTS IN
CLASS E AND CLASS G AIRSPACE
RIS is available, on request, to VFR flights in Classes E and G airspace
within ATS surveillance system coverage, subject to ATC workload. The RIS
is available to improve situational awareness and assist pilots in avoiding
collisions with other aircraft.
Pilots wishing to receive a RIS must be in direct VHF communications with
ATC and equipped with a serviceable SSR transponder for a radar based
service or serviceable ADS-B transmitter for an ADS-B based service.
VFR pilots receiving a RIS will be provided with traffic information and, upon
request, position or navigation information.
Note: All information is advisory in nature, and the pilot remains responsible
for the safe operation of the aircraft. Terrain clearance, aircraft-toaircraft separation, and obtaining clearances into controlled airspace
remain pilot responsibilities.
Pilots of VFR flights receiving a RIS will be provided with information about
ATS surveillance system observed traffic.
However, due to the nature and type of ATS surveillance system coverage,
not all aircraft will be detected, and not all aircraft are equipped with a SSR
transponder or ADS-B transmitter. Consequently, traffic information provided
by ATC may be incomplete. Pilots must comply with the see-and-avoid
requirements of CAR163A.
ATC will provide an alerting service for flights receiving a RIS.
On initial contact with ATC, the pilot must advise the ATS surveillance service
required and, if an ongoing service is requested, include the phrase REQUEST
FLIGHT FOLLOWING.
When ATC respond to this request, the pilot must advise position, level, and
intentions.
The RIS commences on ATC notification of identification, and ATC may also
assign a specific transponder code prior to, or during, the provision of the RIS.
If ATC are unable to provide a RIS, the pilot will be advised SURVEILLANCE
SERVICE NOT AVAILABLE. Requests for emergency assistance should be
prefixed by MAYDAY (three times) or PAN PAN (three times), and will
receive priority.
3 class e airspace
8/20/10 12:00 PM
radar information service
311
Note: Many factors, such as the limitations of radar and ADS-B, volume of
traffic, ATC workload and frequency congestion may prevent ATC
from providing a surveillance service. The reason for not providing or
continuing to provide the service in a particular case is not subject to
question, nor need it be communicated to the pilot.
If, following a request for a RIS, a request for flight following is not made
and the requested information has been provided to the pilot, ATC will advise
IDENTIFICATION TERMINATED to indicate that the surveillance service is
terminated.
Note: When ATS surveillance services to VFR flights are terminated,
pilots should monitor the ATS frequency appropriate to their area of
operation.
If the pilot has requested flight following, the RIS will be provided on
an ongoing basis, and generally limited to within the controllers area of
responsibility. However, the RIS may be terminated at any time by the
controller, or by pilot advice.
Whilst receiving a RIS, the pilot must:
maintain a continuous listening watch with ATC and advise prior to leaving
the frequency; and
advise ATC prior to any changes to track or level.
Approaching the boundary of the controllers area of responsibility, the pilot
will generally be advised IDENTIFICATION TERMINATED, FREQUENCY
CHANGE APPROVED. If a continued service is requested, the pilot must
advise REQUEST HAND-OFF FOR FLIGHT FOLLOWING and, subject to
the approval of the adjacent ATC unit, the pilot will be instructed to change
frequency for continuation of the RIS.
3 class e airspace
8/20/10 12:00 PM
aerial sporting and recreational activities

312
gliding
GENERAL
Pilots should take extra care when operating at an aerodrome where gliding
operations are in progress. Gliding operations are indicated by the gliding
operations in progress ground signal displayed next to the primary wind
direction indicator. Pilots should also establish whether the gliders are being
launched by wire or aerotow, or both.
GLIDING
OPERATIONS
IN PROGRESS
Where aerotowing is in progress, pilots should remain well clear of gliders
under tow. If wire launching is used, pilots should establish the locations of
either the winch or tow car and the cable, and remain well clear. Over-flying
the active runway below 2000 ft AGL is not advised, nor is landing without
first ascertaining that the cable is on the ground and not across the landing
path. Aerotow and winch launching are possible up to 4000 ft AGL, but
launches to 1500 ft or 2000 ft AGL are normal.
Except for operations in controlled airspace, gliding operations may be
conducted no-radio, or may be on frequencies 122.5 MHz, 122.7 MHz or
122.9 MHz, which have been allocated for use by gliders. Unless otherwise
authorised, gliding operations in controlled airspace must be conducted
using the appropriate ATC frequency. Radio equipped gliders at non-towered
aerodromes will use the CTAF. Except when operationally required to
maintain communications on a discrete frequency listed above, glider pilots
are expected to listen out on the area VHF and announce if in potential
conflict.
3 aerial sporting and recreational activities
8/20/10 12:00 PM
gliding
313
GLIDING OPERATIONS AT REGISTERED/CERTIFIED AERODROMES

Gliding operations may be conducted from:
a glider runway strip within the runway strip (single runway), using a
common circuit direction;
a glider runway strip adjacent to the existing runway strip (dual runways),
using a common circuit direction; or
a separate glider runway strip parallel to and spaced away from the
existing runway strip (parallel runways), using contra-circuit procedures.
Details of the gliding operation are published in the ERSA entry for the
aerodrome. When procedures are changed for intensive short-term gliding
activity, a NOTAM will be issued.
Where dual or parallel runways are established, the glider runway strip
will conform to normal movement area standards, but will be marked by
conspicuous markers of a colour other than white. Glider runway strips must
not be used except by gliders, tug aircraft and other authorised aircraft.
Where a single runway is established and gliders operate within the runway
strip, the runway strip markers may be moved outwards to incorporate the
glider runway strip. Glider movement and parking areas are established
outside of the runway strips. When the glider runway strip is occupied by a
tug aircraft or glider, the runway is deemed to be occupied. Aircraft using the
runway may, however, commence their take-off run from a position ahead of a
stationary glider or tug aircraft.
Except for gliders approaching to land, powered aircraft have priority in the
use of runways, taxiways and aprons where a single runway or dual runway
operation is established.
At the locations where parallel runways exist and contra-circuit procedures apply,
operations on the two parallel runways by aircraft below 5700 kg MTOW may
be conducted independently in VMC by day. Aircraft must not operate within
the opposing circuit area below 1500 ft AGL. Pilots should ascertain the runway
direction in use as early as possible and conform to that circuit.
A crossing runway should only be used when operationally necessary, and
traffic using the crossing runway should avoid conflicting with the established
circuit; eg, by using a long final, or not turning after take-off until well clear.
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314
gliding
At aerodromes other than for which contra-circuits are prescribed, gliders are
generally required to conform to the established circuit direction. However,
unforeseen circumstances may occasionally compel a glider to execute a nonstandard pattern, including use of the opposite circuit direction in extreme
cases.
At non-towered aerodromes a listening watch on the CTAF is maintained
during aero-tow launching by the tug pilot, and during wire launching by the
winch or tow-vehicle driver. The tug pilot or winch/car driver may be able to
advise glider traffic information to inbound or taxiing aircraft.
Where wire launching is used launching will cease, and the wire will be
retracted or moved off the strip, when another aircraft joins the circuit or
taxis, or a radio call is received indicating this. A white strobe light is displayed
by a winch, or a yellow rotating beacon by a tow-car or associated vehicle,
whenever the cable is deployed.
Gliders are not permitted to perform aerobatics, including spin training, within
2 nm of a licensed aerodrome below 2000 ft AGL. Gliders are not permitted
to perform continuous 360 degree turns nor to use thermal lift on the live
side of a common circuit area (including the circuit area being used by known
traffic on a crossing runway) unless they monitor the CTAF and give way to
maintain adequate separation from other traffic in the circuit area.
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parachuting operations
315
GENERAL
Parachutists must not be dropped if descent will result in their entry into
cloud.
A broadcast advising the intention to drop parachutists must be made from
the drop aircraft not less than two (2) minutes prior to parachutists exiting the
aircraft. This requirement applies to all relevant frequencies when the landing
area is located in a CTAF, or when parachutists descend from controlled
airspace into underlying Class G airspace.
Pilots of aircraft engaged in parachute operations must make a broadcast
advising their intentions, on the appropriate area VHF, and CTAF two (2)
minutes prior to parachutists exiting the aircraft. In addition, when operations
are conducted in controlled airspace:
A clearance to drop is required;
N
otification of clearance request must be made at least five (5) minutes
before the proposed exit; and
t wo serviceable VHF comms must be carried to communicate with ATC
and to monitor and advise air traffic outside the controlled airspace.
PARACHUTING OPERATIONS IN CLASSES C AND D AIRSPACE
Parachutists must not be permitted to exit the aircraft until the pilot has
received a clearance from ATC authorising the descent. This will be phrased
as [callsign] CLEAR TO DROP.
Where parachutists will leave Classes A, C, D and E airspace on descent,
the pilot of the aircraft must broadcast the intention to drop, at least two
(2) minutes prior to exit, on the relevant CTAF, or Area VHF frequency.
Notwithstanding that a drop clearance may have been issued, the drop must
not proceed if replies to this broadcast (or visual observation) indicate that there
is conflicting traffic beneath the CTA. The drop must not proceed until the
conflicting traffic is clear.
PARACHUTING OPERATIONS IN CLASS E AIRSPACE
Pilots of PJE aircraft operating in Class E airspace are required to establish
contact with ATC notifying the intent to commence operations before the
drop commences.
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316
ATC will broadcast on the appropriate frequency before the drop as an alert
to pilots of IFR flights operating in the airspace. Pilots of PJE aircraft must
broadcast in accordance with the above paragraphs to alert pilots of VFR
flights in Class E airspace, and IFR and VFR flights in underlying Class G
airspace.
Pilots of PJE aircraft are responsible for notifying ATC when the jump has
been completed.
PARACHUTE OPERATIONS AT CERTIFIED, REGISTERED OR
MILITARY AERODROMES
Aircraft supporting parachute descents within the vicinity of an airport
designated CTAF must be equipped with two VHF radio transceivers in order
to monitor traffic in the vicinity of the aerodrome, and in the surrounding area
(AIP ENR 5.5). Further, in addition to the two (2) minutes prior broadcast on
the CTAF frequency, the pilot must advise the intention to drop parachutists,
on both the CTAF frequency and all surrounding frequencies, not less than
four (4) minutes prior to the planned exit.
Parachutists must not be dropped within 15 minutes prior to the estimated
time of arrival of an RPT aircraft, unless the two aircraft are in direct
communication and the exit can be completed such that all parachutists have
landed prior to the arrival of the RPT aircraft in the circling area. Once the RPT
aircraft has landed and taxied clear of the runway, the exit of parachutists may
proceed provided there is no other conflicting traffic.
When a departing RPT aircraft has broadcast taxiing for departure,
parachutists must not be permitted to commence a descent until the RPT
aircraft is clear of the circling area of the aerodrome.
Parachutists must not be dropped onto a licenced/registered/certified
aerodrome unless:
t he aerodrome operator has approved parachute descents onto the
aerodrome;
regular or locally-based users of the aerodrome airspace have been
advised of the intended descents; and
t he target for parachutists is separated clear of movement areas by the

distance equal to the minimum drop zone radius for the parachutists
using it.
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317
Parachutists must not be dropped so as to conflict with any traffic:

o
n the live side of any circuit known to be in use, or reasonably expected
to be used by known traffic in the prevailing conditions; or
using any runway, taxiway or apron.
Parachutists must not be dropped if another aircraft is conducting an
instrument approach, or is expected to commence an instrument approach
within five minutes.
Refer to CAAP 166(1) for aditional information.
8/20/10 12:00 PM
318
ballooning
TYPES OF OPERATION
Balloons are permitted to operate in private, aerial work and charter
operations. Aerial work and charter operations are flown under an Air
Operator Certificate (AOC) - the pilot in command holds a commercial pilot
(balloon) licence and is responsible to a chief pilot in accordance with CAO
82.7. Private operations are conducted by pilots who hold a pilot certificate
issued by the Australian Ballooning Federation Inc.
Unless authorised by CASA, pilots of balloons engaged in private operations
must not operate:
in controlled airspace; or
b
elow 2000 ft above aerodrome level within 3 nm of a licensed
aerodrome, or
below 1000 ft above ground level over a populous area.
Permission to fly in these areas, either for a specified event or for suitably
qualified pilots, may be sought from CASA Area Offices. When permissions
are issued, they usually contain directions to operate in the same manner as
balloons in aerial work or charter operations.
Pilots of balloons engaged in aerial work or charter operations may:
operate within controlled airspace subject to an ATC clearance;
operate from licensed aerodromes; and
t ake-off from, and land at, adequate open spaces within populous areas.
When doing this, they must ensure that the balloon reaches the minimum
overflight of 1000 ft AGL within a reasonable time following take-off, and
minimise the time spent flying at low level whilst approaching to land in or
within 300 m of a populous area.
Except where overflying a populous area, balloon pilots are not required to
observe a minimum height. However, this does not absolve pilots from any
responsibility with respect to landholders, stock or property. The Australian
Ballooning Federation Inc maintains a register of sensitive areas where
landholders have requested that pilots either do not land, or alternatively,
observe a minimum overflight height (AIP ENR 5.5).
8/20/10 12:00 PM
ballooning
319
CARRIAGE AND USE OF RADIO

Pilots of balloons engaged in aerial work or charter operations are required to carry
and use VHF radio for communication, as necessary, with other aircraft and with ATS.
However, the operators are authorised to maintain their own SARWATCH, and
no flight notification is required for flights outside controlled airspace.
Pilots of balloons who have been permitted to operated in the airspace above
are required to carry and use radio as described in the above paragraph. Where
a number of balloons are permitted to operate together in the vicinity of an
non-towered licensed aerodrome, one balloon in each group may maintain radio
communication for the group.
Pilots of balloons engaged in private operations are required to carry radio and
use it in accordance with the procedures described in ENR 1.1. whilst they
are operating:
within the vicinity of a non-towered aerodrome where radio carriage and
use is required;
at or above 5000 ft above mean sea level;
w
ithin 10 nm of an aerodrome with a published instrument approach
procedure; or
at night.
The holder of a private pilot certificate issued by the Australian Ballooning
Federation Inc may have that certificate endorsed to permit radio
communication on VHF frequencies only, without being the holder of a flight
radiotelephone operator licence.
OPERATIONS IN THE VICINITY OF AERODROMES
Within 3 nm of an aerodrome, the pilot-in-command of a balloon is required
to give way to other traffic operating in the traffic pattern of the aerodrome
which is applicable to the runway in use at the time.
The pilot-in-command of a balloon who intends to overfly an aerodrome within
3 nm should do so at a height greater than 1500 ft above the aerodrome. In
the case of a private balloon flight which is not specifically authorised by CASA,
overflight must be conducted more than 2000 ft above the aerodrome.
The pilot of a balloon which is taking off within 3 nm of an aerodrome must
give way to aircraft which are landing or on final approach to land, by delaying
their take-off or, if airborne, by climbing or descending to remain clear of the
other aircrafts flight path.
8/20/10 12:00 PM
320
ballooning
METEOROLOGICAL CONDITIONS FOR BALLOONS.
ENR 1.2 prescribes VMC for balloons. Operations in other than prescribed
VMC are not permitted.
NIGHT BALLOON OPERATIONS
Aerial work and charter operations by pilots who hold a NVFR (balloon)
rating, and private operations with specific permission from CASA, may be
conducted at night. In the case of aerial work and charter operations, these
are restricted to the period of 1 hour prior to first light.
OPERATIONS IN CONTROLLED AIRSPACE
Prior to a proposed flight in controlled airspace, a balloon operator or pilot-incommand must liaise with ATS as follows:
c ontact ATC by telephone or radio prior to inflating the balloon to advise
the planned launch site and likely direction or area of flight, and ascertain
the availability of an ATC clearance; and
call to obtain a clearance before becoming airborne.
The pilot must maintain a continuous listening watch on the appropriate
frequency during flight within controlled airspace, and report flight progress
as required by ATC. The pilot must report changes in the direction of drift,
which will cause the balloon to diverge from its nominated track or area
of operations, as soon as possible, and, in any case, before the track error
exceeds one (1) nautical mile.
For operations in an area controlled airspace within radar coverage, a
serviceable SSR transponder must be carried unless ATC has advised
otherwise.
In the event of a radio failure or other emergency, the relevant procedures as
listed in AIP must be followed. Particular attention should be given to notifying
the termination of a flight where radio contact is not able to confirm this.
8/20/10 12:00 PM
a i r d e f e n c e i d e n t i f i c at i o n z o n e
general
321
PROCEDURES FOR AIRCRAFT OPERATING IN AN AIR DEFENCE

IDENTIFICATION ZONE
he following general rules and procedures apply to enable identification of air
T
traffic entering any designated Air Defence Identification Zone (ADIZ) under
the control of Australia.
n ADIZ is airspace of defined dimensions within which identification of all
A
aircraft is required.
hen a flight is intended to operate within an ADIZ, the pilot, unless
W
exempted in accordance with para 4, must;

lodge a flight notification covering flight within the ADIZ with the
appropriate ATS unit at least 60 minutes before entry into the ADIZ;
r eport position to ATS when passing each position reporting point

within the ADIZ;
r eport position to ATS at ADIZ boundary with a geographical reference

(eg 15 nm east of...) or, if the departure point is within 100 nm of the
ADIZ boundary, report departure;
report departure if departing from a point in the ADIZ;
m
aintain a continuous listening watch on the communications
frequency of the appropriate ATS unit or on another frequency as
directed until the flight is through the ADIZ;
n
ot deliberately deviate from tracks and altitudes filed in the flight plan
unless prior ATC clearance is obtained, or, outside controlled airspace,
notification is given to the appropriate ATS unit; and
a ctivate the aircraft transponder when within 100 nm of the ADIZ and
when operating within the ADIZ.
he following flights over Australia and its territorial waters are exempted
T
from compliance with the requirements of para 3;

a flight originating within an ADIZ which maintains a steady outbound track;
a flight which remains within 10 nm of the point of departure;
a ircraft performing published approach, holding or recovery

procedures; and
a flight conducted in accordance with special procedures arranged with

the Area Air Defence Commander.
3 air defence identification zone
8/20/10 12:00 PM
322
procedures for defence zone

Flight plans lodged in accordance with para 3 must include details of:

tracks and altitudes to be flown while operating in the ADIZ;
e
stimated elapsed times for each route segment in the ADIZ, including
the segment in which the ADIZ boundary is crossed;
position reporting points, departure and landing points; and
e
stimated time at the commencing point of the first route segment for
which details are required in accordance with para 3.
Reporting points published in aeronautical charts must be used plus those

required by the Area Air Defence Commander.
ilots must immediately notify ATS of any deviation from flight plan beyond
P
the following tolerances:

estimated time of commencing the ADIZ route segments - 5 minutes;
over land area - 10 nm from track;
over oceanic areas - 20 nm from track.
Note: The 5 minutes expressed in deviation above will be used in

considering interception action (see below), but pilots must report
predicted deviations of greater than 2 minutes.
In the event of failure of two-way radio communication, the pilot must
proceed in accordance with the normal radio failure procedures.
SPECIAL REQUIREMENTS
Special requirements may be published relative to a particular ADIZ. Flights
exempted in accordance with para 4 will not be exempted from the special
requirements unless so specified.
NON-COMPLIANCE
Significant deviations from the requirements for flight in an ADIZ must be
reported immediately to ATS and details and reasons for the deviation must
be reported at the first point of landing, for transmission to the Area Air
Defence Commander.
8/20/10 12:00 PM
323
INTERCEPTION
Aircraft not exempted in accordance with para 4, and which cannot be
satisfactorily identified, may be intercepted by fighter aircraft.
If any doubt arises as to the friendly intention of an aircraft, closer
identification may be necessary, in which case the identifying aircraft will
maintain visual observation of the intercepted aircraft, and:
a pproach at the same level from astern on a parallel course to the left of the
aircraft to be identified, with a minimum lateral displacement of 1000 ft or
300 m;
if strictly necessary for identification, move closer while maintaining a
generally parallel course, but never closer than 200 m;
if identified as friendly, make the appropriate signal to proceed from a
position slightly ahead, by a climbing turn of 90 degrees to port away from
the intercepted aircraft, if permissible, considering other air traffic.
Aircraft identified by intercept as;
Friendly should then proceed according to flight plan and/or ATC
instructions;
Unknown should be prepared to be shadowed, diverted or instructed to
land at a suitable airfield;
Hostile aircraft positively identified as Hostile may be engaged and
destroyed.
ACTION BY INTERCEPTED AIRCRAFT
An aircraft which is intercepted by another aircraft must immediately:
f ollow the instructions given by the intercepting aircraft, interpreting and
responding to visual signals in accordance with the table over the page;
notify, if possible, the appropriate ATS unit;
a ttempt to establish radio communication with the intercepting aircraft,
or with the appropriate intercept control unit, by making a general call on
the emergency VHF frequency 121.5 MHz and repeating this call on the
emergency UHF frequency 243.0 MHz, if practicable, giving the identity
and position of the aircraft and nature of the flight;
8/20/10 12:00 PM
324

if equipped with SSR transponder, select code 7700, unless otherwise
instructed by the appropriate ATS unit;
if equipped with ADS-B or ADS-C, select the appropriate emergency

functionality, if available, unless otherwise instructed by the appropriate
ATS unit.
If any instructions by radio from any sources conflict with those given by the
intercepting aircraft by visual or radio signals, the intercepted aircraft must
request immediate clarification while continuing to comply with instructions
given by the intercepting aircraft.
DIVERSION OF AIRCRAFT FOR DEFENCE OPERATIONS
The Area Air Defence Commander may, through ATS, direct the flight
of aircraft in the interests of national security. Messages initiating such
requirements will be prefaced by MILITARY OPERATIONS REQUIRE
8/20/10 12:00 PM
visual signals
325
VISUAL SIGNALS FOR USE IN THE EVENT OF INTERCEPTION INITIATED BY INTERCEPTING AIRCRAFT
8/20/10 12:00 PM
326
visual signals
8/20/10 12:00 PM
visual signals
327
RADIO COMMUNICATIONS
RADIO COMMUNICATIONS
DURING INTERCEPTION
DURING INTERCEPTION
1 2
34
PHRASE
PHRASE
MEANING
MEANING
PHRASE
PHRASE
MEANING
MEANING
CALL-SIGN
CALL-SIGN
What is your call-sign?
What is your call-sign?
CALL-SIGN
(call-sign)
(Note 3)
CALL-SIGN
My call-sign isMy
(call-sign)
call-sign is (call-sign)
(call-sign)
(Note 3)
FOLLOW
FOLLOW
Follow me
WILCO
WILCO
Understood. Will
Understood.
comply Will comply
DESCEND
DESCEND
Descend for landing
Descend for landing
CAN NOT
CAN
Unable
NOTto comply
Unable to comply
YOU LAND
YOU
Land
LAND
at this aerodrome
Land at this aerodrome
REPEAT
REPEAT
Repeat your instruction
Repeat your instruction
PROCEED
PROCEED
You may proceed
You may proceed
AM LOST
AM
Position
LOSTunknown
Position unknown
MAY DAY
MAY
I am DAY
in distress
I am in distress
HIJACK
HIJACK
I have been hijacked
I have been hijacked
LAND
LAND
I request to land
I request to land
DESCEND
DESCEND
I require descent
I require descent
Follow me
NOTES:
NOTES:
1. Circumstances
1. Circumstances
may not always
maypermit,
not always
nor make
permit,
desirable,
nor makethe
desirable,
use of the
thephrase
use of"HIJACK".
the phrase "HIJACK".
NOTES:
1.
Circumstances
may
always
nor makecommunications
desirable,
theunits
2. The callsign
2. The
required
callsign
to
be
required
given is
tothat
be given
usednot
is
in that
radiotelephony
used permit,
in radiotelephony
communications
with ATS
with
and
ATS
corresp
units
to the aircraft
toidentification
the aircraft
in the
the flight
in
notification.
the
flight notification.
useidentification
of
phrase
HIJACK.
3. The callsign
3. The
required
callsign
is that
required
used is
with
thatATS
used
and
with
corresponding
ATS and corresponding
to the aircraft
toidentification
the aircraft identification
in the flight in
notific
the
2. The call-sign required to be given is that used in radiotelephony

communications with ATS units and corresponding to the
aircraft identification in the flight notification.
3. The call-sign required is that used with ATS and corresponding

to the aircraft identification in the flight notification.
8/20/10 12:00 PM
night vfr
328
checklist
1 1 Flight of at least 1 hr at night in 12 months
PAGE
Or do
1 hr dual 331
NO
YES
PAGE
Or do
1 T/O and L dual 331
2 1 take-off and landing in 6 months NO

YES
PAGE
3 Carrying passengers NO Go to 5 333
YES
4 3 take-offs and landings at
night in preceeding 90 days
Or do 3 T/O and L at PAGE

night Solo or Dual 333
NO
YES
5 LSALT: determined by TAC / ERC / WAC

10NM
EITHER SIDE
OF TRACK
PAGE
NO
336
AIP GEN 3.3
YES
6 Weather Forecast with NOTAMS AIP ENR 1.10
15 NOAID
10.3 NAVAID
5 nm BUFFER
NO Get One!
PAGE
YES
7 Cloud: More than SCT below the
LSALT plus 1000 ft on the ARFOR
89
Not advisable due to

PAGE
inability to remain in VMC 331
YES
NO
8 TAFs AIP ENR 1.1

CLOUD: More than SCT below 1500 ft or;
VIZ: Less than 8 km or;
X/Wind: Greater than maximum for the aircraft
or a percentage probability of any of above
FEW = 1 to 2 OKTAS
SCT = 3 to 4 OKTAS
BKN = 5 to 7 OKTAS
OVC = 8 OKTAS
FEW + FEW = SCT
FEW + SCT = BKN
SCT + SCT = BKN
YES Plan for an alternate

INTER: 30 min holding
TEMPO: 60 min holding
NO
9 NAVAIDS AIP ENR 1.1
PAGE
Aerodrome served by a NAVAID + Aircraft equipped with the NAVAID

YES
Go to 10
NO
348
Plan for an alternate within

1 hr and have NAVAID
3 night V F R
8/20/10 12:00 PM
checklist
329
PAGE
10 LIGHTING AIP ENR 1.1

PAL with STBY + No Resp Person
YES Plan for an Alternate *
PAL with STBY + Resp Person
YES Go to 11
348
PAL with NO STBY + No Resp Person YES Plan for an Alternate *

PAL with NO STBY + Resp Person
Portable with Resp Person
YES Go to 11
Portable with No Resp Person
Permanent + Resp Person
YES Go to 11
* Alternates with PAL do not need a responsible person if dual VHF Equipped
or 1x VHF + HF + 30 min holding
PAGE
11 Aircraft Instruments CAO 20.18 Appendix IV

Does your aircraft have:
Airspeed indicator, Altimeter, Compass, Clock, Turn and Slip, OAT, Artificial
Horizon, Suction Gauge, D.G, and anything required by the Flight Manual?
YES
Go to 12
345
NO
PAGE
12 Aircraft Lighting CAO 20.18 Appendix V
343
Does your aircraft have:

Instrument lights with variable illumination, pilot compartment lights, passenger
compartment lights, 1x landing light, navigation lights, 1 shock proof electric torch
for each crew member.
YES
Go to 13
NO
PAGE
13 Aircraft Radio Equipment AIP GEN 1.5
333
Is your aricraft equipped with:

1x VHF radio
1x Navaid NDB, VOR or certified GPS
SSR Transponder if operating in CTA/RADAR
YES
NO
Go to 14
PAGE
14 SARTIME AIP ENR 1.10 - 7

If travelling over 120 nm at night submit a SARTIME or FLIGHT NOTE
(Left with a responsible person)?
YES
333
NO SUBMIT ONE
ENJOY YOUR FLIGHT
3 night vfr
8/20/10 12:00 PM
330
general
QUALIFICATIONS FOR NIGHT FLYING UNDER VFR (CAR 174C)
Subject to this regulation, a person other than:

in the case of agricultural operationsthe holder of a licence on which

a night VFR agricultural rating has been endorsed; or
in the case of any other flightthe holder of a licence on which a night
VFR rating has been endorsed; or
a student pilot, or holder of a private pilot licence, a commercial pilot

licence or an air transport pilot licence, permitted under Part 5 to fly
an aircraft in a traffic pattern at night under the VFR; shall not fly an
aircraft at night under the VFR.
A
pilot who holds a licence on which an instrument rating for a category
of aircraft has been endorsed may fly an aircraft of the same category at
night under the VFR:

using the types of navigation aids endorsed in the pilots log book for
use with that rating; and
subject to compliance with any conditions that CASA issues in Civil

Aviation Orders in relation to aeronautical experience and recent
experience.
In this regulation, a reference to flying an aircraft includes a reference to

conducting a flight as pilot in command.
VFR FLIGHTS AT NIGHT (CAR 174B)
E
xcept with the permission of CASA, an aircraft shall not, except when
necessary for take-off or landing, be flown at night under the VFR at a
height less than 1000 ft above the highest obstacle located within 10 nm
of the aircraft in flight.
A
single engine aircraft must not be flown at night under the VFR except in
the following operations:

private operations;
aerial work operations;
charter operations that do not involve the carrying of passengers for

hire or reward;
charter operations that involve the carrying of passengers for hire or

reward, if:
3 night vfr
8/20/10 12:00 PM
general

- the operator is approved in writing by CASA to conduct the

operations; and
- the operations are conducted in a turbine powered aeroplane

approved in writing by CASA for those operations.
331
CHTR, AWK and PVT operations under the VFR at night must not be
conducted unless the forecast indicates that the flight can be conducted in
VMC at not less than 1000 ft above the highest obstacle within 10 nm either
side of the track.
CIRCUIT TRAINING OPERATIONS AT NIGHT
Aircraft engaged in training operations at night in the circuit area must not,
when below 1500 ft AGL, carry out any manoeuvres which involve:
the simulation of failure of an engine; or
flight in a simulated one-engine inoperative condition; or
the intentional shutdown of a serviceable engine.
PRIVATE (AEROPLANE) PILOT: RECENT EXPERIENCE
REQUIREMENTS (CAO 40.2.2)
A night VFR rating does not authorise the holder of the rating to fly as pilot in
command of an aircraft by night unless:
w
ithin the period of 1 year immediately before the day of the proposed
flight, he or she has undertaken:

in the case of a balloon grade of night VFR rating at least 1 flight
of at least 30 minutes duration while flying a balloon at night as pilot
in command, as pilot acting in command under supervision or in dual
flying; and
in any other case at least 1 flight of at least 1 hour duration while
flying an aircraft at night as pilot in command, as pilot acting in
command under supervision or in dual flying; and
in the case of an aeroplane grade of night VFR rating within the period of 6
months immediately before the day of the proposed flight, he or she has:

carried
out at least 1 take-off and 1 landing at night while flying an
aeroplane as pilot in command, as pilot acting in command under
supervision, or in dual flying; or
3 night vfr
8/20/10 12:00 PM
332
general

satisfactorily completed an aeroplane flight review or an aeroplane

proficiency check that was conducted at least in part at night; or
passed a flight test that was conducted at night for the purpose of the
issue, or renewal, of an aeroplane pilot rating; and
in the case of a helicopter grade of night VFR rating within the period
of 6 months immediately before the day of the proposed flight, he or she
has:

carried out at least 1 take-off, 1 circuit and 1 landing at night while

flying a helicopter as pilot in command, as pilot acting in command
under supervision, or in dual flying; or
Note: A person carries out a circuit while flying a helicopter if the person:

takes off in the helicopter from an aerodrome; and
fl
ies the helicopter around the aerodrome in accordance with the
traffic pattern for the aerodrome; and
lands the helicopter at the aerodrome.
satisfactorily completed a helicopter proficiency check that was

conducted at night; or
passed a flight test that was conducted at night for the purpose of
the issue of a helicopter pilot licence, or the issue, or renewal, of a
helicopter pilot rating; and
in the case of a balloon grade of night VFR rating within the period of 1
year immediately before the day of the proposed flight, he or she has:

carried out at least 1 flight at night as pilot in command, as pilot acting

in command under supervision or in dual flying while flying a balloon;
or
satisfactorily completed a balloon proficiency check that was

conducted at night; or
passed a flight test that was conducted at night for the purpose of the
issue of a balloon pilot licence, or the issue, or renewal, of a balloon
pilot rating.
3 night vfr
8/20/10 12:00 PM
general
333
CARRYING PASSENGERS
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 daylightthe 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 nightthe 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 at night while flying an aeroplane as pilot in
command or as pilot acting in command under supervision, or in dual flying.
Radio communication systems
Flight notification
Submission of flight details at least 30 minutes before ETD is recommended.

3 night vfr
8/20/10 12:00 PM
334
radio navigation systems

TYPE OF
OPERATION
CHTR/AWK 5700 kg
or less MTOW and
PVT in CTA
SYSTEMS
CONDITIONS
NO
TYPE
ADF, or VOR, Applicable to

operations in
or DME, or
GPS
Any combination
that includes at
least 1 ADF or VOR.
Note 1.
or 1
TSO-C145a
or TSOC146a GNSS
Notes 2 and 3.
CHTR/AWK 5700 kg
or less MTOW and
PVT in non-CTA
ADF or VOR
or TSO
C145a or
C146a GNSS
Applicable to
operations in noncontrolled airspace.
NGT VFR
ADF, VOR or
GPS
Note 1.
Notes 2 and 3.
[Source: AIP GEN 1.5-5]

Note 1: In this table GPS refers to GNSS equipment certified to TSO-C129,
C129a, C145a, C146a or equivalent as determined by CASA.
Note 2: CASA may approve equivalent equipment to GPS receivers certified
to TSO C129, C129a, C145a, or C146a.
Note 3: GNSS receivers must be fitted in accordance with AC 21-36 or other
equivalent advisory information applicable at the time of fitment.
3 night vfr
8/20/10 12:00 PM
lowest safe altitude
335
RATED COVERAGE
The following ranges are quoted for planning purposes. Actual ranges
obtained may sometimes be less than these due to facility and site variations
(see ERSA). The localizer ranges are for those installations that have been
nominated for position fixing at ranges beyond 25 nm:
NDB (published in ERSA);
VOR and DME:

Aircraft Altitude (ft)
Range (nm)
Below 5000
60
5000 to below 10000
90
10000 to below 15000
120
15000 to below 20000
150
20000 and above
180
Localiser:

Aircraft Altitude (ft)
Range (nm)
Above 2000 AGL
10 of course line
25
Below 5000
30
5000 and above
50
within
3 night vfr
8/20/10 12:00 PM
336

The LSALT specified for a route segment is that for IFR procedures. Where
an NDB or VOR mark the segment, the tolerances applicable to the NDB are
used. Unreported obstacles up to 360 ft may exist in navigation tolerance
areas. Therefore, LSALT is calculated by adding:

1
000 ft to the highest obstacle, where the highest obstacle is more
than 360 ft above the height determined for terrain, or
1
360 ft to the height determined for terrain where the highest charted
obstacle is less than 360 ft above the height determined for terrain.
The minimum LSALT published is 1500 ft due to lack of data concerning

terrain near sea level.
LSALT details for RNAV routes are shown in each grid square formed by the
parallels and meridians. On the ERCs-H, the grid is at 4 intervals, and at 1
intervals on the ERC-L and TACs (See also AIP GEN 3.3 para 4.2).
Lowest safe altitudes for IFR flights are published in MAP, NOTAM or AIP
Supplement.
Grid LSALTs have been determined for ERC and TAC. On each ERC-H the grid
for each LSALT is a square with the dimensions of four degrees of latitude
by four degrees of longitude. On ERC-L and TAC, the grid squares comprise
one degree of latitude by one degree of longitude. The Grid LSALT is normally
displayed in the centre of the grid square.
A pilot using Grid LSALT for obstacle clearance is responsible for determining
the allowance for navigation error that should be applied, considering the
limitations of the navigation aids or method of navigation being used for
position fixing. This navigation error allowance must be applied to the
proposed track. The highest Grid LSALT falling within the area covered by the
determined navigation error must be used.
If the navigation of the aircraft is inaccurate, or the aircraft is deliberately
flown off track, or whenever there is failure of any radio navigation aid
normally available, the pilot in command must ensure that the aircraft is flown
not lower than 1000 ft above the highest terrain or obstacle within a circle,
centred on the DR position, with a radius of 5 nm plus 20% of the air distance
flown from the last positive fix.
3 night vfr
8/20/10 12:00 PM
337
AIR DISTANCE + 20% + 5 nm
DR POSITION
TRAC
K MA
DE G
OOD
PLANNED TRACK
For routes and route segments not shown on AIP aeronautical charts, the
lowest safe altitude must not be less than that calculated in accordance with
the paragraph below within an area defined by whether the aircraft is being
navigated with reference to navigation aids, GPS, or flown at night under the
VFR. These areas are illustrated in the next five pages.
The LSALT must be calculated using the following method:
where the highest obstacle is more than 360 ft above the height

determined for terrain, the LSALT must be 1000 ft above the highest
obstacle; or
where the highest obstacle is less than 360 ft above the terrain, or there
is no charted obstacle, the LSALT must be 1360 ft above the elevation
determined for terrain; except
where the elevation of the highest terrain or obstacle in the tolerance area
is not above 500 ft, the LSALT must not be less than 1500 ft.
night vfr
8/20/10 12:00 PM
338

1000 ft
LSALT 2360 ft
1260 ft
260 ft
ASSUMING AN OBSTACLE IS
360 ft BESIDE MARKED OBSTACLE
360 ft
Marked Obstacle
1000 ft
360 ft + 1000 ft = 1360 ft + 1000 ft = LSALT 2360 ft
1000 ft
LSALT 2460 ft
460 ft
1460 ft
1000 ft
460 ft + 1000 ft = 1460 ft + 1000 ft = LSALT 2460 ft
3 night vfr
8/20/10 12:00 PM
339
or routes defined by radio navigation aids or to be navigated by DR: the area

F
to be considered must be within an area of 5 nm surrounding and including
an area defined by lines drawn from the departure point or en route radio aid,
10.3 each side of the nominated track (where the track guidance is provided
by a radio navigation aid), or 15 each side of the nominal track (where no
track guidance is provided) to a limit of 50 nm each side of the track, thence
parallelling track to abeam the destination and then converging by a semicircle
of 50 nm radius centred on the destination. On shorter routes, where these
lines are displaced by less than 50 nm abeam the destination, they shall
converge by a radius based on the lesser distance. Where the lines thus
drawn come at any time within the coverage of an en route or destination
radio aid the aircraft is equipped to use, they will converge by straight lines to
that aid. The minimum angle of convergence which must be used in this case
is 10.3 each side of track.
5 nm
5 nm
AID
>10.3 degrees
LONG LEG
>10.3 degrees
50 nm
50 nm
10.3 degrees
5 nm
10.3 degrees
AID
5 nm
RATED COVERAGE
LONG LEG - NAVAID TO NAVAID
night vfr
8/20/10 12:00 PM
340
5 nm
>10.3 degrees
5 nm
15 degrees
SHORT LEG
AID
15 degrees
>10.3 degrees
5 nm
NO AID
5 nm
RATED COVERAGE
SHORT LEG - NO AID TO NAVAID
5 nm
5 nm
50 nm
LONG LEG
NO AID
50 nm
50 nm
15 degrees
5 nm
15 degrees NO AID
5 nm
LONG LEG - NO AID TO NO AID
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341
5 nm
5 nm
AID
>10.3 degrees
SHORT LEG
10.3 degrees
>10.3 degrees
10.3 degrees
5 nm
AID
5 nm
RATED COVERAGE
SHORT LEG - NAVAID TO NAVAID
5 nm
5 nm
AID
>10.3 degrees 50 nm
LONG LEG
15 degrees
>10.3 degrees
15 degrees
50 nm
5 nm
NOAID
5 nm
RATED COVERAGE
LONG LEG - NO AID TO NAVAID
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342
5 nm
5 nm
15 degrees
SHORT LEG
15 degrees
NO AID
5 nm
NO AID
5 nm
SHORT LEG - NO AID TO NO AID
FOR AIRCRAFT FLOWN AT NIGHT UNDER THE VFR

The area to be considered must be:
t he area specified for aircraft being navigated by means of a radio
navigation system; or
within radius of 10 nm from any point along the aircrafts nominal track.
However, an aircraft which has positively determined by visual fix that a critica
obstruction has been passed may nevertheless descend immediately to a
lower altitude, provided that the required obstacle clearance above significant
obstructions ahead of the aircraft is maintained.
An aircraft must not be flown at night under the VFR, lower than the published
lowest safe altitude or the lowest safe altitude calculated in accordance with
this section except:
during take-off and climb in the vicinity of the departure aerodrome;
w
hen the destination aerodrome is in sight and descent can be made
within the prescribed circling area of 3 nm radius of the destination
(AIP GEN 3.3); or
when being radar vectored.
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aircraft equipment for night VFR
343
Aircraft equipment for night vfr flight

LIGHTING
The following lighting equipment is required for night VFR flight (CAO 20.18
Appendix V and CAR 174A):
illumination for all instruments and equipment, used by the flight crew,
that are essential for the safe operation of the aircraft. The illumination
shall be such that:

- all illuminated items are easily readable or discernible, as applicable;
- its direct or reflected rays are shielded from the pilots eyes;
- its power supply is so arranged that in the event of the failure of the
normal source of power, an alternative source is immediately available;
and
- it emanates from fixed installations.
intensity control:

- means of controlling the intensity of the illumination of instrument

lights, unless it can be demonstrated that non-dimmed instrument
lights are satisfactory under all conditions of flight likely to be
encountered.
landing lights:

- two landing lights are required for night VFR charter operations
carrying passengers. For private and aerial work operations and charter
operations not carrying passengers for hire and reward one landing
light is required (CAR 329A).
Note: A single lamp having two separately energised filaments may be

approved as meeting the requirement for two landing lights.
passenger compartment lights:

- lights in all passenger compartments.
pilots compartment lights:

- means of lighting the pilots compartment to provide illumination

adequate for the study of maps and the reading of flight documents.
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344

emergency lighting:

- Emergency exit lighting as specified in CASR 1998; and
- a shock-proof electric torch for each crew member at the crew

member station.
position and anti-collision lights:

- The navigation and anti-collision lights described below (CAR 196).
Note: position and anti-collision lights shall be displayed at night and in

conditions of poor visibility (CAR 196).
NAVIGATION LIGHTS (CAR 196)
Unless CASA otherwise directs, an aeroplane in flight or operating on the
manoeuvring area of a land aerodrome shall display the following navigation
lights:
a n unobstructed red light projected above and below the horizontal plane
through an angle from dead ahead to 110 degrees port;
a n unobstructed green light projected above and below the horizontal
plane through an angle from dead ahead to 110 degrees starboard; and
a n unobstructed white light projecting above and below the horizontal
plane rearward through an angle of 140 degrees, equally distributed on
the port and starboard sides.
Unless CASA otherwise directs, navigation lights shall be steady lights.
nless CASA otherwise directs, an aeroplane in flight or operating on
U
the manoeuvring area of a land aerodrome shall display, in addition to the
navigation lights, an anti-collision light consisting of a flashing red light visible
in all directions within 30 degrees above and 30 degrees below the horizontal
plane of the aeroplane.
Where the lights are flashing lights, the aircraft:
shall display an additional flashing white light visible in all directions; and
may display an additional flashing red rear light;
Unless CASA otherwise directs, wing-tip clearance lights comprising steady
lights of the appropriate colours must be displayed if the distance of the
navigation lights from the wing-tip is more than 2 metres.
3 night vfr
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345
At an aerodrome used or available for use in night flying operations, an aircraft

parked on or adjacent to the movement area shall be clearly illuminated or
lighted, unless the area that it occupies is marked by obstruction lights.
110 degrees
110 degrees
RED LIGHT
GREEN LIGHT
ROTATING
RED LIGHT
140 degrees
WHITE LIGHT
EXEMPTIONS
Where an aircraft is not equipped in accordance with the above, CASA may
give permission, subject to such conditions (if any), for the aircraft to be flown
under VFR.
INSTRUMENTS
The flight and navigational instruments required for night VFR operations are
(CAO 20.18 Appendix IV):
a sensitive altimeter;
a direct reading magnetic compass, or a remote indicating compass and a
standby direct reading magnetic compass;
a n accurate timepiece indicating the time in hours, minutes and seconds,
except that this may be omitted if it is carried on the person of the pilot or
navigator;
night vfr
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346

an outside air temperature indicator;
an attitude indicator (artificial horizon);
a heading indicator (directional gyroscope);
a turn and slip indicator except that only a slip indicator is required when a
second attitude indicator usable through flight attitudes of 360 degrees of
pitch and roll is installed;
m
eans of indicating whether the power supply to the gyroscopic
instruments is working satisfactorily.
Note that for night VMC flights a rate of climb and descent indicator (vertical
speed indicator) and pitot heat are not required.
ALTERNATE STATIC SOURCE
The altimeter and airspeed indicator shall be capable of being connected
to either a normal or an alternate static source but not both sources
simultaneously.
Alternatively, they may be connected to a balanced pair of flush static ports.
DUPLICATED GYRO POWER SOURCE
For night VMC charter the attitude indicator, turn and slip indicator shall have
duplicated sources of power supply unless the turn and slip indicator or the
second attitude indicator specified above has a source of power independent
of the power operating other gyroscopic instruments. Note that these
duplicated sources of power are not required for aeroplanes engaged in
private and aerial work night VMC operations.
A gyro-magnetic type of remote indicating compass may be considered also
to meet the requirement for a heading indicator specified above provided
that such installation complies with the duplicated sources of power supply
requirements of the previous paragraph.
EXEMPTIONS
Where an aircraft is not equipped in accordance with the above, CASA may
give permission, subject to such conditions (if any), for the aircraft to be flown
under VFR.
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347
SERVICEABILITY OF INSTRUMENTS AND EQUIPMENT

All instruments and equipment fitted to an aircraft shall be serviceable prior to
takeoff unless:
fl
ight with unserviceable instruments or equipment has been approved by
CASA;
t he unserviceability is permitted under the provisions of a permissible
unserviceability schedule; or
t he unserviceable instruments or equipment are not required under the
regulations.
Where flight is conducted with unserviceable instruments or equipment,
the unserviceable instruments or equipment shall be prominently placarded
UNSERVICEABLE or removed from the aircraft.
Note: Where an instrument or item 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 operators
operations manual.
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348
alternates
For night VFR flights you must make provision for flight to an alternate
aerodrome in accordance with the following paragraphs.
When a flight is required to provide for an alternate aerodrome, any
aerodrome may be so nominated for that flight provided that:
it is suitable as a destination for that flight; and
it is not an aerodrome for which an alternate would also be required.
ALTERNATES BASED ON RADIO NAVIGATION AIDS
A flight permitted to operate under the VFR at night must provide an alternate
aerodrome within one (1) hour flight time of the destination unless:
the destination is served by a radio navigation aid (NDB/VOR) and the
aircraft is fitted with the appropriate radio navigation system capable of
using the aid; or
the aircraft is fitted with an approved GNSS receiver, and the pilot and
aircraft meet the requirements of GEN 1.5.
ALTERNATES BASED ON RUNWAY LIGHTING
ortable Lighting
P
When a flight is planned to land at night at an aerodrome where the runway lighting
is portable, an alternate is required unless arrangements are made for a responsible
person to be in attendance during the arrival and departure times as specified in
Aerodrome Lighting - TImes of Activation, to ensure that the runway lights are
available.
tandby Power
S
When a flight is planned to land at night at an aerodrome with electric
runway lighting, whether pilot activated or otherwise, but without standby
power, an alternate is required unless portable runway lights are available and
arrangements have been made for a responsible person to be in attendance
during the arrival and departure times specified in Aerodrome Lighting - TImes of
Activation, to display the portable lights in the event of a failure of the primary
lighting.
his alternate need not have standby power or standby portable runway
T
lighting.
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alternates
349
ilot Activated Lighting (PAL)

P
When a flight is planned to land at night at an aerodrome with PAL and
standby power, an alternate is required unless a responsible person is in
attendance to manually switch on the aerodrome lighting.
his alternate need not have standby power or standby portable runway
T
lighting.
lternate Aerodromes - PAL
A
An aerodrome may be nominated as an alternate provided that, if the aircraft
is fitted with a single VHF communication, the alternate aerodrome must be
one which is:

served by a lighting system which is not pilot activated; or
s erved by PAL and there is a responsible person in attendance to

manually switch on the aerodrome lighting.
For PVT, AWK and CHTR night VFR operations, where the alternate
aerodrome is served by PAL, there is no requirement for a responsible person
on the ground to be in attendance, but the aircraft must be equipped with;
dual VHF; or
s ingle VHF and HF communications and carries 30 minutes holding fuel
to allow for the alerting of ground staff in the event of a failure of the
aircrafts VHF communication.
erodrome Lighting Times of Activation
A
When aerodrome lighting is required and PAL is not being used, the pilot in
command or operator must ensure that arrangements have been made for
the lighting to be operating during the following periods:
D
eparture: from at least 10 minutes before ETD to at least 30 minutes
after take-off
A
rrival: from at least 30 minutes before ETA to the time landing and taxiing
has been completed.
The above shall apply to runway, obstacle and taxiway lighting.
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350
alternates
RESPONSIBLE PERSON
A responsible person referred to above in relation to portable lights, is one
who has been instructed in, and is competent to display, the standard runway
lighting with portable lights.
FUEL TO FIRST LIGHT
The alternate requirements above need not be applied if the aircraft carries
holding fuel for first light plus 10 minutes at the destination.
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alternates
351
TOWERED AERODROMES - LIGHTING

Aerodrome lighting at an aerodrome where a control tower is operating will
be activated by ATC as necessary. Pilots requiring aerodrome lighting outside
the control towers published hours should use PAL, if available, or make
appropriate arrangements with ATC. If ATC has already ceased duty, requests
should be directed to the local aerodrome operator. Confirmation should be
obtained that requests for lighting will be satisfied.
A pilot having made arrangements with ATC for night lighting must notify any
change in requirements.
NON-TOWERED AERODROMES - LIGHTING
Aerodrome lighting at non-towered aerodromes should be arranged direct
with the aerodrome operator, or by using PAL facilities, if available.
ERSA identifies locations where selected runway lighting is routinely left
switched on during the hours of darkness.
3 NIGHT VFR
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352
CAAP 5.13 night visual flight rules

CAAP 5.13-2(0) - NIGHT VISUAL FLIGHT RULES
A comprehensive Civil Aviation Advisory Publication (CAAP) on the subject of
NVFR has been published and can be viewed at www.casa.gov.au.
3 NIGHT VFR
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353
section 4 helicopter operations
8/20/10 12:00 PM
helicopter
354
flight reviews private helicopter pilot

FLIGHT REVIEWS PRIVATE (HELICOPTER) PILOT (CAR 5.91)
Private (helicopter) pilot require the same biennial flight reviews as for Private
(aeroplane) pilots (CAR 5.91).
As a private (helicopter) pilot you must not fly a helicopter as pilot in
command unless, within the period of 2 years immediately before the day
of the proposed flight, you have satisfactorily completed a helicopter flight
review conducted only by an appropriate person (as defined in CAR 5.91) and
this person has made the appropriate endorsement in your log book.
You are taken to have completed a helicopter flight review if within the period
of 2 years immediately before the day of the proposed flight you have:
passed

a flight test conducted for the purpose of the issue of a helicopter
pilot licence or the issue, or renewal, of a helicopter pilot rating;
satisfactorily completed a helicopter proficiency check; or
s atisfactorily completed helicopter conversion training given by the holder
of a grade of flight instructor (helicopter) rating that authorises him or her
to conduct helicopter flight reviews.
CASA may approve a synthetic flight trainer for the above purposes.
Note: Operational standards for synthetic flight trainers are set out in the
documents titled FSD1Operational Standards and Requirements
Approved Flight Simulators and FSD2Operational Standards and
RequirementsApproved Synthetic Trainers that are published by
CASA.
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recent experience requirements
355
A private (helicopter) pilot must not fly a helicopter as pilot in command if the
helicopter is carrying any other person unless:
if the flight is undertaken in daylightthe pilot has, within the period of 90
days immediately before the day of the proposed flight, carried out at least
3 circuits while flying a helicopter as pilot in command or as pilot acting in
command under supervision or in dual flying; and
if the flight is undertaken at nightthe pilot has, within the period of 90
days immediately before the day of the proposed flight, carried out at
least 3 circuits at night while flying a helicopter as pilot in command or as
pilot acting in command under supervision or in dual flying.
Note: Under regulation 5.40, a person must not fly as pilot acting in
command under supervision unless he or she holds a commercial pilot
licence, an air transport pilot licence or a multi-crew pilot (aeroplane)
licence.
or the purposes of this regulation, a person carries out a circuit while flying a
F
helicopter if the person:
takes-off in the helicopter from an aerodrome; and
fl
ies the helicopter around the aerodrome in accordance with the traffic
pattern for the aerodrome; and
lands the helicopter at the aerodrome.
In this regulation aerodrome means a place that aircraft may land at, or takeoff from.
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356
hot refuelling
In this section, hot refuelling means the refuelling of a helicopter with its
engine or engines running.
Hot refuelling of a helicopter may take place with its rotor or rotors rotating.
Hot refuelling of a helicopter must not be carried out unless authorised by its
operator.
The operator of a helicopter who authorises hot refuelling of that helicopter
must include in the operations manual:
the operational circumstances in which hot refuelling may take place;
the procedures to be followed during hot refuelling;
t he requirements and instructions, if any, set out in the helicopters flight
manual that relate to hot refuelling; and
if applicable, the instructions to ensure fuel quality as required for the
purposes of CAO 20.10 sub-paragraph 7.2 (b).
As hot refuelling requires the compliance with an operations manual, this is
generally a commercial operation and therefore will not be covered in this
document.
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instruments required
357
Instruments required for private VFR operations (CAO 20.18)

The flight and navigation instruments required for private VFR operations are:
a pressure altimeter with a readily adjustable pressure datum setting scale
graduated in millibars;
a direct reading magnetic compass or a remote indicating magnetic
compass and a standby direct reading magnetic compass; and
a n accurate timepiece indicating hours, minutes and seconds. This may be

carried on the person of the pilot or navigator.
Note that helicopters engaged in VFR regular public transport, charter or aerial
work operations must also be equipped with:

a slip indicator; and
a n outside air temperature indicator when operating from or to a location

at which ambient air temperature is not available from ground-based
instruments.
special VFR
By day, when VMC does not exist, the ATC unit responsible for a CTR may
authorise, at pilot request, a Special VFR flight in the CTR, or in a CTA next to
the CTR for the purpose of entering or leaving the CTR, provided that:
the Special VFR flight will not unduly delay an IFR flight; and
the flight can be conducted clear of cloud; and
the visibility is not less than 800 m (for helicopters); and
a helicopter will be operated at such a speed that the pilot has adequate
to avoid collisions; and
t he flight can be conducted in accordance with the requirements of CAR
157 with regard to low flying.
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358
alternate requirements
When operating a helicopter under the VFR, and the use of the helicopter
VMC is permissible at the destination, the pilot in command must provide
for a suitable alternate aerodrome when either of the following conditions is
forecast at the destination:

cloud - more than SCT below 1000 ft; or
. visibility - less than 3000 m

For helicopters operating under the VFR at night, the alternate minima are a
ceiling of 1500 ft and a visibility of 8 km.
For VFR helicopter operations by day, the alternate minima are the
same as for night unless the additional conditions specified in the above
paragraphs are met. When these additional conditions are met, the alternate
requirements are as shown in the above paragraphs.
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VMC: non-controlled airspace
359
NON-CONTROLLED AIRSPACE - HELICOPTER

1000 ft
1500
metres
Visibility 8000 m
1000 ft
10 000
000'ft(AMSL)
(AMSL)
1000 ft
1500
metres
Visibility 5000 m
1000F ft
Clear of cloud
5 km VIS
3000 ft (AMSL)
Clear of cloud
Visibility 5000 m
1000 ft (AGL)
10 nm
Visibility
800 metres
700 ft reduced
speed
Aerodrome with instrument approach procedure
SAME VMC IN CONTROLLED

AIRSPACE BUT ATC MAY DIRECT
HIGHER CONDITIONS, OR PERMIT
VFR FLIGHT IN LOWER CONDITIONS
AIRCRAFT MAY TAKE OFF OR LAND

IF FLIGHT AT THE MINIMUM ALTITUDE
PERMISSIBLE ON THE PROPOSED
FLIGHT PATH CAN BE MADE IN VMC
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360
aerodromes
USE OF AERODROMES
An aircraft shall not land at, or take-off from, any place unless:

it is an aerodrome established under the Air Navigation Regulations; or
. the use of the place as an aerodrome is authorised by a licence

granted under CASR Part 139 (registered or certified aerodrome); or
t he place is a Defence Force aerodrome for which CASA has

authorised civil operations in accordance with section 20 of the Act; or
t he place is suitable for use as an aerodrome and the aircraft can

land at, or take-off from, the place in safety, having regard to all the
circumstances of the proposed landing or take-off (including the
prevailing weather conditions).
CIRCUIT HEIGHT
By convention, helicopters are flown at a circuit height of 500 ft AGL or
as depicted in CAAP 166 1-(0). Circuit heights for aerodromes which have
specific requirements are published in ERSA.
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aerodromes
361
GENERAL
The procedures in this section apply to all helicopters operating in the
vicinity of aerodromes and in helicopter access corridors and lanes, in
accordance with the provisions of CARs 92, 157, 163 and 166.
TAXIING
For all helicopters, maximum use of the air transit procedure should be
made to expedite traffic movement and flow about an aerodrome.
All helicopters may use air taxiing procedures as required. However,
wheeled helicopters, where practicable, are encouraged to ground taxi on
prepared surfaced to minimise rotor wash and its effects.
At night a helicopter should not taxi via routes which do not meet the
physical dimensions and lighting requirements specified in CAAP 92-2(1).
TAKE-OFF/ DEPARTURE
At locations within controlled airspace, helicopters may be granted a takeoff clearance or instructed to report airborne, as appropriate, from any area
nominated by ATC or the pilot, and assessed by the pilot as being suitable
as a HLS.
Helicopters taking-off or departing must proceed in accordance with ATC
instructions. Subject to clearance, a turn after take-off maybe commenced
when the pilot considers that the helicopter is at a safe height to do so.
Unless requested by the pilot, take-off clearance will not be issued for a
helicopter if the tailwind component exceeds 5KT.
Prescribed exit gates and associated standard routes and/or altitudes may
be provided to facilitate the flow of helicopter traffic. Procedures for their
use will be promulgated in ERSA. Use of these gates is not mandatory.
Helicopters may, subject to an ATC clearance, revert to the standard traffic
procedure applicable to aeroplanes.
This option may be more appropriate when operating larger helicopters.
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362
aerodromes
At night a helicopter should not take-off from other than from a site which
conforms with the requirements specified in CAAP 92-2(0). Any illuminated
runway or illuminated taxiway of dimensions commensurate with the size
of the helicopter landing site applicable to the helicopter, in accordance with
CAAP 92-2(1), is considered to meet the requirements of CAAP 92-2(1).
At a non-towered aerodrome a pilot may take-off from any area which is
assessed as being suitable as a HLS.
When the pilot elects to conduct the take-off from outside the flight strip of
the runway in use by aeroplanes, the helicopter take-off path must be outside
that flight strip.
Before take-off, the helicopter is to be positioned to the appropriate side of
the runway in use so that the turn after take-off does not cross the extended
centre line of that runway. The pre take-off position of the helicopter will be by
air transit or by taxiing as appropriate.
The turn after take-off onto the desired departure track may be commenced
when the pilot considers that the helicopter is at a safe height to do so. If
the resultant departure track conflicts with the aeroplane traffic pattern, the
helicopter should remain at 500 ft above the surface until clear of that circuit
pattern. Where this procedure is not practicable on environmental grounds,
the helicopter is to adopt the standard departure procedure applicable to
aeroplanes.
Pilots of radio equipped helicopters must broadcast intentions on the
appropriate frequency before take-off.
HELICOPTER ACCESS CORRIDORS AND LANES
The following procedures for operations within promulgated helicopter access
corridors and lanes apply:
maximum IAS of 120 kt;
h
elicopters must operate under VFR, usually not below 500 ft above the
surface by day subject to flight over populous areas restrictions and the
limitations published in ERSA for authorised corridors by night;
see and avoid procedures must be used;
formation

flights are restricted to line astern with the lead aircraft
responsible for maintaining separation from other traffic;
4 HELICOPTER
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aerodromes
363
a traffic advisory service is available in access corridors;

a n ATS surveillance system advisory service may be given at designated
aerodromes;
a continuous listening watch on the appropriate ATS frequency in access
corridors or broadcast frequency in lanes is mandatory;
two-way

operations are conducted with all traffic keeping to the right of
the central geographical/topographical feature(s) as detailed in ERSA;
the
pilot-in-command has the responsibility to ensure that operations are
confined within the boundaries of the corridor or lane;
the
limits of corridors and lanes must be adhered to, with any transitional
altitude requirements maintained within an accuracy of 100 ft;
a helicopter not confining its operations to an access corridor will require
ATC clearance and while outside the corridor, will be subject to separation
standards as applied by ATC.
Note: Subject to environmental noise considerations, the imposition of
limitations on those types of helicopters which exceed the noise limits
specified in ICAO Annex 16 Vol 1 may be necessary.
ARRIVALS
At a controlled aerodrome, prescribed entry gates and associated standard
routes and/or altitudes may be provided to facilitate the flow of helicopter
traffic. Procedures for their use will be promulgated in ERSA. Use of
these gates is not mandatory. Subject to the receipt of an ATC clearance,
helicopters, may, if required, conform to the standard traffic procedures
applicable to aeroplanes.
This option may be more appropriate when operating larger helicopters.
Unless requested by the pilot, a landing clearance will not be issued for a
helicopter if the tailwind component exceeds 5 kt.
At night a helicopter should not land at a site other than one which conforms
with the requirements specified in the latest issue of CAAP 922. Any
illuminated runway or illuminated taxiway of dimensions commensurate with
the size of the helicopter landing site applicable to the helicopter, in accordance
with CAAP 922, is considered to meet the requirements of CAAP 922.
4 HELICOPTER
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364
aerodromes
CIRCUIT PROCEDURES
At controlled aerodromes any specific operating procedures applicable to
the helicopter traffic pattern will be detailed in ERSA. The following generally
applies:
W
here possible, helicopter circuit traffic will be separated from the
aeroplane traffic pattern by the use of contra-direction circuits, outside of
and parallel to the flight strip of the runway in use, and at a lower altitude
than other traffic, but not below 500 ft above the aerodrome elevation; or
W
hen separated circuit patterns are not practicable, helicopters may
utilise the same traffic pattern direction as other traffic, and will normally
operate inside and at a lower altitude than the traffic, but not below 500 ft
above the aerodrome elevation.
At non-towered aerodromes the following circuit operating procedures apply;
h
elicopters may be operated on contra-direction circuits and parallel to
the aeroplane traffic pattern at a lower altitude than that traffic; but not
below 500 ft above the aerodrome elevation. The landing site associated
with the helicopter circuit is to be positioned outside the flight strip of the
runway in use so the helicopter circuit traffic does not cross the extended
centre line of that runway;
if
the procedure outlined above, is not practicable the helicopter circuit
patterns should be flown inside and parallel to the aeroplane traffic and
at lower altitudes, but not below 500 ft above aerodrome elevation. The
landing site associated with the helicopter circuit must be positioned
outside the flight strip of the runway in use so that the helicopter circuit
traffic does not cross the extended centre line of that runway; or
the
helicopter must follow the standard aeroplane traffic pattern and, in
this case, may use the fight strip area of the runway in use;
the
pilots or radio equipped helicopters must broadcast their intentions
and listen out for other traffic on the appropriate frequency.
4 HELICOPTER
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low flying
365
low flying (CAR157)

An aircraft must not fly over:
any city, town or populous area, at a height lower than 1000 ft; or
any other area at a height lower than 500 ft.
height specified above is the height above the highest point of the terrain,
A
and any object on it, within a radius of 300 m; from a point on the terrain
vertically below the aircraft.
Paragraph 1 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.
Paragraph 1 does not apply if:
through

stress of weather or any other unavoidable cause it is essential
that a lower height be maintained; or
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
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 sub regulation 141 (1); or
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
the
aircraft is flying in the course of actually taking-off or landing at an
aerodrome; or
the pilot of the helicopter is engaged in:

a search; or
a rescue; or
dropping supplies in a search and rescue operation; or
operation by, or for the purposes of, the Australian Federal Police or
the police force of a State or Territory; and
4 HELICOPTER
8/20/10 12:00 PM
366
low flying

engaged in law enforcement operations; or
the pilot of the helicopter is engaged in an operation which requires

the dropping of packages or other articles or substances in accordance
with directions issued by CASA.
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over water flights
367
LIFE JACKETS
Each occupant of a helicopter operating to or from an off-shore landing site
located on a fixed platform or vessel shall wear a life jacket during the entire
flight over water regardless of the class of operation or the one-engineinoperative performance capability of the helicopter.
HELICOPTER FLOTATION SYSTEMS (COMMERCIAL OPERATIONS)
A
single engine helicopter engaged in passenger carrying charter
operations shall be equipped with an approved flotation system whenever
the helicopter is operated beyond autorotative gliding distance from
land. However, when following a helicopter access lane prescribed in
AIP-ERSA, or when departing from or landing at a helicopter landing site
in accordance with a normal navigation procedure for departing from or
landing at that site, an approved flotation system is not required.
A
single engine helicopter engaged in regular public transport operations
shall be equipped with an approved flotation system whenever the
helicopter is operated beyond autorotative gliding distance from land.
A
multi-engine helicopter engaged in passenger carrying charter or regular
public transport operations over water and which is not operated in
accordance with one engine-inoperative accountability procedures shall be
equipped with an approved flotation system.
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368
over water flights

Aircraft engaged in PVT, AWK or CHTR operations, and which are normally
prohibited by CAR 258 from over-the-water flights because of their inability
to reach land in the event of engine failure, may fly over water subject to
compliance with the conditions in this section. These conditions are additional
to the requirements for flight over land.
There is no limitation for PVT, AWK or freight-only CHTR operations.
Each occupant of the aircraft must wear a life jacket during the flight over the
water unless exempted from doing so under the terms of CAO 20.11.
A meteorological forecast must be obtained.
VFR flights are required to submit a SARTIME flight notification to ATS or
leave a Flight Note with a responsible person.
SAR ALERTING
FR flights may choose to operate on reporting schedules for the over-water
V
stages of a flight. Schedules may be arranged before commencing the overwater stage and terminate on completion of the crossing.
FR aircraft not equipped with radio which will enable continuous
V
communication, or not radio equipped, must carry a survival beacon as
prescribed in CAO 20.11, for the over-water stages of the flight.
Helicopters must be fitted with an approved flotation system unless
exempted under the terms of CAO 20.11.
Helicopters operating in accordance with the approval given must comply
with the VFR, except that in the case of helicopters operating below 700 ft
above water by day, the flight visibility must not be less than 5000 m and
the helicopter must be flown at a distance equal to or greater than 600 m
horizontally and 500 ft vertically from cloud, unless track guidance is provided
by an approved operating radio navigation aid and the helicopter is equipped
with a complimentary radio navigation system.
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369
section 5 emergency procedures
8/20/10 12:00 PM
general
370
planning
Each year there are a large number of Search and Rescue (SAR) phases
declared, with many requiring substantial effort to resolve. Many pilots have
discovered that the comforting phrase, it cant happen to me, is far from
correct. If you prepare adequately for all eventualities you will be better able
to deal with any emergency situation in which you may find yourself and thus
enable AMSA, which is responsible for aviation and maritime SAR in Australia
to offer you better assistance.
To help you in this preparation, the following guide is suggested.
Select the route which gives you short legs between the best visual fixes,
and the least rugged terrain. Make sure that your maps cover the entire route.
Always wear a watch. Remember, that external navigation aids, such as GPS,
should be cross-checked using other navigational methods to ensure its
accuracy.
If your planned flight crosses high country or large water expanses, consider
the alternative routes that may be used in conditions of adverse weather.
Remember the problems of rising ground in deteriorating meteorological
conditions.
Make sure you get a forecast. Take special note of the weather, freezing level,
significant cloud cover and expected visibility. Relate the forecast to your
planned route and the nature of the terrain.
Always tell someone what you are doing - either by lodging a flight plan
or leaving a flight note. If the weather is not suitable, consider using an
alternate route or postponing the flight. Consider discussing the situation
with someone else with aviation experience.
If you are making a VFR Flight, plan to arrive at least 10 minutes before the
end of daylight, or earlier if your flight time is more than 1 hour, or if the
terrain or the weather could reduce the light. If you are delayed, make sure
that your departure is not too late to meet this requirement.
Break your flight into route segments, measure distances carefully and use a
computer to find time intervals. Do not guess or give just one time interval.
Either lodge a flight plan or leave a flight note with a responsible person. Plan
a realistic SARTIME and dont forget to amend it if you are delayed for any
reason. Provide a destination telephone number on your flight plan or flight
note. If a pilot or one of the passengers has a mobile phone, provide that
number as well.
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planning
371
HELPING SEARCH AND RESCUE

Should you have to make a forced landing, many of the planning hints
mentioned previously will help AMSA find you quickly, for example:
the search will take account of the forecast and actual weather conditions;
t he search will be based on the information you gave in your flight
notification form or flight note, plus, if necessary, the performance figures
of your aircraft;
t he area which will be searched first will normally be 10 nm either side of
your planned route.
Other things which you can do to help yourself and the AMSA organisation
in these circumstances are:
stay with your aircraft (see also Hints for Survival pages);
c arry a heliograph or mirror to signal search aircraft by day and an electric
torch for use at night (heliographs are available at most army disposal
stores or camping stores);
c arry matches or a cigarette lighter, a pocket compass, knife and first
aid kit, and wear warm clothing in winter (a space blanket is a cheap
lightweight alternative to a blanket);
a lways carry water, and take extra supplies if you are flying over hot arid
areas; and
c arry a survival food kit of high calorie food items (e.g. sweets, raisins,
nuts, Vitamin C tablets, etc) packed in a small waterproof container.
Read the other survival hints in ERSA EMERG Section and in the
succeeding pages of this Guide.
REMEMBER - IT CAN HAPPEN TO YOU BUT IT NEED NOT BE
A TRAGEDY
A pilot who does not hold an instrument rating or who is flying an aircraft not
equipped for instrument flight has no place in adverse weather. However, there
are many occurrences where VFR pilots find themselves in weather which is
below the minima specified for Visual Meteorological Conditions (VMC).
Such occurrences are generally the result of poor planning for safety and too
frequently end in tragedy.
VFR flight in weather which is below VMC is NOT PERMITTED.
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372
planning
When weather begins to deteriorate, monitor the changes carefully and
consider possible alternative action. If you have already planned an alternative
route, decide when to divert.
BROADCAST YOUR INTENTIONS
Government and licensed aerodromes and many ALAs are shown on WACs,
VTCs and VNCs. Note which aerodromes lie close to your track and which
may be suitable for a precautionary landing.
Decide how and/or when you will make a firm decision to continue or turn
back.
Plan your immediate flight path so that you remain well clear of cloud and
heavy rain AT ALL TIMES. There have been many occasions when pilots have
not intended to fly into cloud but, through inadequate planning, their flight
path has inadvertently taken them into cloud.
When you become aware that any element of the weather is about to FALL
BELOW THE VMC MINIMA - DO NOT HESITATE, TURN BACK IMMEDIATELY.
BROADCAST YOUR INTENTIONS. DO NOT leave your decision until the
weather has already fallen below VMC Minima.
5 planning
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distress beacons
overview
373
Distress beacons have been used in aviation for many years and, with some flights
now being conducted without the lodgement of flight plans or notices or reporting
progress, there is increasing importance on having an effective distress beacon as
a means of last resort to alert the SAR system that you are in grave and imminent
danger. A distress beacon is a useful alerting and location aid should you be
required to call for assistance. The following information is provided to give you an
understanding of the different types of beacons available and their use.
Emergency Locator Beacons requirements for aviation
Unless the aircraft is exempt, Civil Aviation Regulation (CAR) 252A requires the pilot
in command of an Australian aircraft to carry an emergency locator transmitter (ELT)
in the aircraft when operating more than 50 nm from its departure aerodrome.
Aircraft that are exempt from the regulation are single seat aircraft, balloons,
airships and gliders. CASA has also made provision under CAR 252A for a
pilot to operate an aircraft with out an ELT under certain circumstances. These
circumstances include positioning the aircraft for installation or repair of an ELT.
A pilot may also operate an aircraft that is fitted with an ELT without the ELT
where it has been removed for repair modification or replacement provided an
entry has been made to the maintenance release in accordance with CAR 252A
subregulation (3)
Where an aircraft is not fitted with an ELT the regulation makes provision for the
use of an approved portable ELT or a personal locator beacon in accordance with
the requirements detailed in CAR 252A.
Operational use of Cospas-Sarsat by search and rescue
(SAR) agencies
Operational use of Cospas-Sarsat by SAR agencies started with the
crash of a light aircraft in Canada, in which three people were rescued
(September 10, 1982). Since then, the System has been used for thousands
of SAR events and has been instrumental in the rescue of over 24,000 lives
worldwide.
The basic Cospas-Sarsat concept is illustrated in the adjacent figure.
The System is composed of:
distress beacons (ELTs for aviation use, EPIRBs for maritime use, and
PLBs for personal use) which transmit signals during distress situations;
instruments on board satellites in geostationary and low-altitude Earth
orbits which detect the signals transmitted by distress beacons;
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374
operations
ground receiving stations, referred to as Local Users Terminals (LUTs),
which receive and process the satellite downlink signal to generate
distress alerts; and
Mission Control Centers (MCCs) which receive alerts produced by LUTs
and forward them to Rescue Coordination Centers (RCCs), Search and
Rescue Points Of Contacts (SPOCs) or other MCCs.
The Cospas-Sarsat System includes two types of satellites:
- satellites in low-altitude Earth orbit (LEO) which form the LEOSAR
System
- satellites in geostationary Earth orbit (GEO) which form the GEOSAR
System
Cospas-Sarsat has demonstrated that the GEOSAR and LEOSAR system
capabilities are complementary. For example the GEOSAR system can
provide almost immediate alerting in the footprint of the GEOSAR satellite,
whereas the LEOSAR system:
provides coverage of the polar regions (which are beyond the coverage of
geostationary satellites);
can calculate the location of distress events using Doppler processing
techniques; and
is less susceptible to obstructions which may block a beacon signal in a

given direction because the satellite is continuously moving with respect
to the beacon.
Concept of Operations
The Cospas-Sarsat System can detect and locate distress beacons that
operate at 406 MHz. Satellite processing of old analogue technology
beacons that transmit at 121.5 MHz ended on 1 February 2009. Overflying aircraft are the only means of detecting activate analogue beacons. In
some areas within the Australian search and rescue region this could amount
to days rather than hours before a 121.5 MHz beacon could be heard. In
some circumstances, the 121.5 MHz beacon may not be detected at all.
Not all aircraft listen to the 121.5 MHz frequency and those that do are
generally very high flyers. As a consequence, the search area resulting from
these detections could be very large and it would take rescue authorities
considerable time and resources to localise the distress signal. This would
also apply to distress beacons activated directly under a well used flight path.
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operations
375
In the Australian region there are three LUTs located at Albany (WA),
Bundaberg (QLD) and Wellington (NZ) that are controlled by the MCC located
with RCC-Australia in Canberra.
Alerts from 406 MHz distress beacons may be received and processed by
geo-stationary satellites and passed to RCC-Australia within minutes. If the
beacon has GPS capability then a very accurate position may be transmitted
with the alert. Non-GPS beacons require detection by a Polar-orbiting satellite
before a position can be obtained.
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376
ELTs
TYPES of Emergency Locator Transmitters (ELT)
Approved Emergency Locator Transmitters (ELT) used in aircraft; and
Approved portable Emergency Locator Transmitters (ELT) for use in aircraft.
Portable Locator Beacon (PLB) for personal use by bushwalkers, fourwheelers, other adventurers on land, employees working in remote areas,
crew in boats and aircrew.
Emergency Position Indicating Radio Beacons (EPIRB) normally used in
ships and boats but also used in life rafts.
ELTs are usually fixed in the aircraft and are designed to activate on impact.
ELTs are required to operate continuously for 24 hours once activated. Civil
Aviation Safety Authority (CASA) regulations require most aircraft to carry
an ELT. CASA regulations allow for portable approved ELTs or EPIRBs to be
carried in General Aviation aircraft as an alternative to an ELT.
Refer to CAR 252A sub regulations (5) and (6) for the technical standards.
An approved portable ELT means an eligible ELT that meets the
requirements set out in CAR 252A sub regulation (6). These are the following
two types;
PLBs which can be used in an aircraft must meet the standards detailed
in CAR 252A subregulation (6) They are also designed for personal use in
both the land and marine environment. This type of beacon is becoming
a multi-environment beacon. PLBs are required to operate for a minimum
of 24 hours once activated. These 406 MHz beacons come in two basic
types: those that provide an encoded (GPS) location and those that do
not. The satellite system can calculate a beacons location, but locating
a distress site is usually much faster if the beacon signal provides a GPS
location. Refer CAR 252A subregulation (6)
EPIRBs are designed to float in the water to optimise the signal to the
satellite. An EPIRB is required to operate for a minimum of 48 hours
continuously once activated. An EPIRB has a lanyard that is used to
secure it to something that is not going to sink so that it can float free.
If the vessel such as a life raft continues to float then the EPIRB can be
manually deployed where a distress situation exists.
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activation
377
ACTIVATION
A distress beacon with an encoded (GPS) location is usually detected by
the RCC and located within minutes. Distress beacons that do not have the
capability to provide an encoded position also provide an initial alert to the
RCC within minutes, but there will be no associated position. If emergency
contacts are aware of trip details or trip details have been submitted online,
search operations can be commenced much sooner. If the RCC has to rely on
Polar-orbiting satellites to determine the location of a beacon, the time to gain
an accurate position may take longer thereby delaying search operations.
ACCIDENTAL ACTIVATION
The most important thing to do is to switch off the beacon and notify RCCAustralia as soon as possible by calling 1800 641 792 to ensure a search
and rescue operation is not commenced. There is no penalty for inadvertent
activations.
REGISTRATION
It is crucial that 406 MHz distress beacons be registered in recognized
beacon registration databases which will be accessible to search and
rescue authorities at all times. The information contained in these databases
concerning the beacon, its owner, and the vehicle/vessel on which the
beacon is mounted is vital for the effective use of Search and Rescue
resources. The proper registration of a beacon could make the difference
between success and failure of a search and rescue mission [examples of
how the registration information may be used to enable the proper SAR
response].
Registration is free and can result in a more efficient search and rescue effort.
As stated, digital 406 MHz distress beacons transmit a unique code that
identifies a particular beacon when it is activated.
A registered 406 MHz beacon will allow the Australian Maritime Safety
Authoritys (AMSA) Rescue Coordination Centre to access the registration
database and find contact details; details of registered vessels, aircraft or
vehicles; and details of up to three nominated emergency contacts who may
be contacted if a beacon is activated and contact cannot be made.
These emergency contacts may be able to provide valuable information to
the RCC that can assist with a more expedient rescue. Beacon registration
is valid for two years and renewal can be done online or by contacting
1800 406 406.
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378
registration
You can now register your beacon online here: www.beacons.amsa.gov.au
Beacon owners have protected access to their accounts and are able to
update their details anytime, including changes to:
ownership and emergency contact details;
boat, aircraft or vehicle details;
registered address details; or
indicate the disposal of a beacon.
There is also the facility for owners to note trip itineraries, so when a beacon
is activated the RCC will have access to your current movements and be
better placed to organise the most suitable response.
This does not replace advising a responsible person of your trip details. In
addition to online access, registration forms and changes to details can also
be provided to AMSA by fax, email or post.
Owners are asked to notify AMSA if they sell their distress beacon or it
is lost, stolen or destroyed. If AMSA is not notified and the new owner
activates the beacon any rescue will be delayed as the last known registered
owner will be contacted. Notification of sold, lost, stolen or destroyed
distress beacons can be made online at:
www.amsa.gov.au/beacons, or by fax, phone, post or email.
USAGE
Distress beacons should only be used when there is a threat of grave and
imminent danger. In the event of an emergency, communication should first
be attempted with others close by using radios, phones and other signalling
devices. Mobile phones can be used but should not be relied upon as they
can be out of range, have low batteries or become water-damaged.
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testing
379
TESTING
All Cospas-Sarsat type approved 406 MHz beacons include a self-test
mode of operation.
All 406 MHz distress beacons can be tested at any time using the self-test
functions without any notification to RCC Australia.
The self-test function performs an internal check and indicates that RF power
is being emitted at 406 MHz and at 121.5 MHz, if applicable. The beacon will
provide an indication of the success or failure of a GNSS self-test.
The self-test mode signal is not processed by the satellite equipment.
Aircraft cockpit remote activation switches and operational testing by
aircraft maintenance facilities.
Whilst a functional test of a beacon can be performed via the beacons
self-test capability the use of the remote aircraft cockpit activation switches
results in an operational activation of the ELT. Remote cockpit activations are
performed on initial installation and during ongoing maintenance of the ELT.
In order to comply with these ELT maintenance requirements, operational
testing of a 406 MHz ELT from the cockpit of an aircraft may be undertaken
by maintenance facilities, provided the test duration is no longer than 5
seconds and is undertaken within the first 5 minutes of the hour. RCC
Australia (Telephone 1800 641 792) and the Air Traffic Services (ATS) Centre
for the location of the test must be advised of this operational test.
The test duration must be restricted to 5 seconds so that there is no
potential for an operationally coded 406 MHz digital burst transmitting and
thus generating a false alert. The duration of the 121.5/243 MHz homing
transmission, which will also be activated as part of this test, must also be
restricted so as not to generate false alerts via ATS.
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380
emergency activation
Where an ELT is permanently installed, and you are unable to confirm that it
has activated automatically,activate the ELT in situ by switching to the on or
active position.
Where a portable distress beacon is being used, select a site for the
activation of the beacon. If possible, the site should be elevated, clear of
trees, boulders, etc and reasonably close to the aircraft.
Place the beacon on a flat surface and use an earth mat if available. You
may consider placing the beacon on the wing of the aircraft or other
reflective metal surface if there is no earth mat available or the terrain is
inhospitable to any other option.
If required, secure the distress beacon with rocks, sticks, tape, etc so that
the aerial remains vertical.
Remain clear of the beacon. Obstacles near it may distort the radiation
pattern.
A beacon which is damaged or under wreckage can still transmit some
signal so always activate it.
To avoid confusing direction finding equipment on search aircraft, avoid
activating two or more beacons within 1 nm of each other. If two or more
beacons are available, their use should be rationalised to extend the
alerting period.
In the event of a search, an aircraft may drop a radio to you. Prior to
using the radio walk away from the beacon to avoid interference on the
radio transmission frequency. DO NOT switch off the beacon UNLESS
instructed to do so.
An ELT of any variant, is a useful search aid should you be forced down and
require assistance. However, to obtain maximum benefit from your distress
beacon and to assist the search aircraft, it is necessary to observe a few
guidelines for activating your distress beacon.
If you are in the WATER, and your distress beacon is certified for water
operation, the beacon should be activated IN THE WATER and allowed to
float to the end of the lanyard. DO NOT attach lanyard to aircraft, but rather to
person or liferaft. Keep the distress beacon vertical with the antenna pointing
skyward.
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emergency activation
381
In situations where you are forced to use a distress beacon that is not
certified for use in water, ensure that the beacon is kept dry. The beacon
should operate successfully from inside a plastic bag.
For operations over LAND you will get the best performance from a distress
beacon operating from its permanent installation in the aircraft or from
operating it on the ground on an EARTH MAT.
An EARTH MAT can be a SPACE BLANKET or similar material with a reflective
surface.
A simple inexpensive earth mat can be made by joining household
ALUMINIUM FOIL to make a 120 cm square. It is suggested that, if you carry
a distress beacon you make a foil earth mat, fold it and tape it to your distress
beacon. To use the earth mat, unfold it and place it flat on the ground, holding
the edges down with rocks or earth. Switch on your distress beacon and
place in the centre of the earth mat, alternatively place the distress beacon on
wing of aircraft.
IN MANY CASES, USING AN EARTH MAT WILL INCREASE THE EFFECTIVE
RANGE OF YOUR DISTRESS BEACON.
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382
signals
TRANSMISSION OF SIGNALS
T
he pilot in command of an aircraft shall transmit or display the signals
specified according to the degree of emergency being experienced.
T
he signals specified in relation to each successive degree of emergency
may be sent either separately or together for any one degree of emergency.
DISTRESS SIGNALS
T
he distress signal shall be transmitted only when the aircraft is
threatened with grave and immediate danger and requires immediate
assistance.
In radio telegraphy, the distress signal shall take the form of SOS (...
...), sent 3 times, followed by the group DE, sent once, and the call sign of
the aircraft, sent 3 times.
T
he signal specified the above may be followed by the automatic alarm
signal which consists of a series of 12 dashes, sent in one minute, the
duration of each dash being 4 seconds, and the duration of the interval
between consecutive dashes being one second.
In radiotelephony, the distress signal shall take the form of the word
MAYDAY, pronounced 3 times, followed by the words THIS IS,
followed by the call-sign of the aircraft 3 times.
B
y other means the distress signal shall take one or more of the following
forms:

the Morse signal ... ... with visual apparatus or with sound
apparatus;
a succession of pyrotechnical lights, fired at short intervals, each

showing a single red light;
the two-flag signal corresponding to the letters NC of the International

Code of Signals;
the distant signal, consisting of a square flag having, either above or

below, a ball or anything resembling a ball;
a parachute flare showing a red light; and
a gun or other explosive signal fired at intervals of approximately one

minute.
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signals
383
URGENCY SIGNALS
T
he following signals, used either together or separately, shall be used by
an aircraft for the purpose of giving notice of difficulties which compel it to
land without requiring immediate assistance:

the repeated switching on and off of the landing lights;
the repeated switching on and off of the navigation lights, in such a

manner as to be distinctive from the flashing lights described below;
a succession of white pyrotechnical lights.
T
he following signals, used either together or separately, shall be used
by an aircraft for the purpose of giving notice that the aircraft has a very
urgent message to transmit concerning the safety of a ship, aircraft or
vehicle, or of some person on board or within sight:

in radiotelegraphy, 3 repetitions of the group XXX ( .. .. .. ), sent

with the letters of each group, and the successive groups clearly separated
from each other, and sent before the transmission of the message;
in radiotelephony, 3 repetitions of the words PAN PAN, sent before the
transmission of the message;
a succession of green pyrotechnical lights;
a succession of green flashes with signal apparatus.
SAFETY SIGNALS
T
he safety signal shall be transmitted when an aircraft wishes to transmit
a message concerning the safety of navigation or to give important
meteorological warnings.
The safety signal shall be sent before the call and:

in the case of radiotelegraphy shall consist of 3 repetitions of the group

TTT ( ), sent with the letters of each group and the successive
groups clearly separated from each other; and
in the case of radiotelephony shall consist of the word SECURITY,

repeated 3 times.
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forced landings
384
initial action
HIGH KEY
2500 ft AGL
LOW KEY
1500 ft AGL
ENGINE FAILURE POINT

4500 ft AGL
IF TOO LOW
IF TOO HIGH
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hints
385
STAY WITH YOUR AIRCRAFT

It is much easier for air search observers to spot an aircraft than a walking
survivor, and this applies whether your aircraft is still in one piece or not.
However, there are two exceptions to this rule:
If your aircraft is completely hidden from air observation by trees or
undergrowth, try to find a clearing where you can set up signals for search
aircraft.
If you are absolutely certain that a town, settlement, road or homestead is
within reasonable distance, you could walk out but if you do, leave notes
for a land search party telling them what you are doing and leave a trail
which they can follow. See signal codes, page 388.
WATER
Salvage your water supply, conserve it as much as possible and augment it if
you can, by rain, dew, river water or any other means. For example, dig down
in the middle of the sandy bed of a watercourse to locate a soak, or distil salt
water by holding a cloth in the steam of boiling water and wringing it into a
container.
Water is more important to survival than food you can comfortably do
without food for 48 hours or more, but lack of water causes dehydration and
only one-fifth of the bodys fluids (about 11 litres) can be lost if an individual is
to survive.
Under desert survival conditions, the preferred method, after a forced landing,
is to wait until your are extremely thirsty before drinking at all and then to
drink at the rate at which sweating is taking place. This method ensures that
there is little impairment in efficiency and wastes no water. You can also save
water by reducing sweating, e.g. by keeping in the shade, not exposing the
skin to sun or hot winds and resting during the day. If water supplies have to
be restricted, do not take salt or eat salty foods.
DO NOT drink URINE under any circumstances.
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386
hints
Minimum water requirements per person to maintain the correct balance of
body fluid, when resting in the shade, are:
Mean temperature (Degrees C)
35
32
30
27 or below
Litres per 24 hours
3.5
2.5
(Mean temperature is usually about 8 degrees C below daily maximum)

If you do decide to walk out you will double the bodys need for water.
In desert or semi-desert areas, walk only at night or in the early morning.
F
or every 4.5 litres of water carried, you should be able to walk 32
kilometres at night in these types of terrain.
DO NOT DRINK SALT WATER
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hints
387
EMERGENCY WATER STILL

To supplement supplies, an emergency water still, requiring the carriage of
some equipment, can extract small amounts of water from soil that looks
quite dry, if set up in this manner.
Foliage (if available) should be placed as illustrated around the container under
the plastic sheet. Clear polythene which wets easily is best for the purpose
but ordinary clear kitchen polythene sheet (or preferably the thicker 100 m
variety such as is laid down before concrete floors etc are poured) is satisfactory,
particularly if its surface is roughened so that the droplets of water will cling to
it more easily and will not be wasted by dropping off before they run down to
the point of the cone. It is wise to cut the sheets to size and roughen them with
sandpaper before they are stored in the aircraft, rather than waiting until one is
stranded somewhere in the outback. If a nesting set of containers is obtained
and the sheets and tubing rolled inside them, a very compact bundle can be
made. But see that it is very well wrapped it may have to lie around in the
luggage compartment for a long time before it is needed.
DIRT TO ANCHOR PLASTIC SHEET

PLASTIC DRINKING TUBE
PLASTIC SHEET
ROCK
1m
ONE OR TWO
LITRE CONTAINER
200 mm
500 mm
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388
hints
SIGNALLING
If you have a Locator beacon, operate it as described in EMERGENCY
ACTIVATION OF DISTRESS BEACONS (on page 373).
Collect wood, grass, etc and build several signalling fires preferably in the form of
a triangle. Use oil from the engine and tyres to make black smoke. Unless there is
ample firewood in the area, do not light fires until you hear or see search aircraft, or
until desperate. Be careful to have a fire break between the fires and your aircraft.
Try to have the fires downwind from the aircraft.
Conserve your batteries if the aircraft radio is undamaged. After one attempt to
contact an airways operations unit, do not use your transmitter until you hear or
see search aircraft. Maintain a listening watch, as search aircraft may broadcast
information or instruction in the hope that you can receive. Make a note of, and call
on the overlying controlled airspace frequency. Watch for contrails.
Make signals on the ground using the Search and Rescue Ground Signals
illustrated in this section and in the EMERG Section.
Aircraft may fly over your notified route on the first or second night. Light the fires
as soon as you hear them, and if possible keep them burning all night.
If you do not have a heliograph or a mirror, try to remove some bright metal fittings
from your aircraft for signalling any flash seen by the aircraft will be investigated.
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hints
389
HYGIENE
To remain in reasonable condition, you should take as much care as possible
to avoid accidents or illness. The following hints may help:
keep your body and clothes as clean as possible;
always wash your hands before eating;
dispose properly of body wastes, garbage, etc., in trenches;
if possible, sterilise or boil water and cook food to avoid gastric troubles;
avoid activities which may lead to injury;
keep your clothing dry;
keep your head covered when in the sun; and
d
o not sleep on the ground make a raised bed with aircraft seats, wood
and dry leaves, etc.
SHELTER
Some type of shelter is essential whatever type of terrain you have come
down in.
If your aircraft is not badly damaged, it may be used as a shelter, otherwise
you should use whatever is available from the aircraft and, by the use of
trees, etc, rig up a temporary tent as protection against the weather.
FIRES
You may find that a fire is essential for warmth, cooking, drying clothes,
distilling or purifying water. If there is plenty of wood available this should
prove no problem, but otherwise you may have to improvise a stove from a
can or other container. Fuel for such a stove could be oil or fat, using a wick,
or petrol and a 75 mm layer of fuel-impregnated sand.
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radio failure
390
procedures
In the event of communication failure:
MAINTAIN TERRAIN CLEARANCE THROUGHOUT ALL PROCEDURES.
SQUAWK 7600
ACKNOWLEDGMENTS BY AN AIRCRAFT
In Flight:
During the hours of daylight: by rocking the aircraft wings.
NOTE: This signal should not be expected on the base and final legs of the
approach.
D
uring the hours of darkness: by flashing on and off twice, the aircrafts
landing lights or, if not so equipped, by switching on and off twice, its
navigation lights.
On the Ground:
During the hours of daylight: by moving aircrafts ailerons or rudder.
D
uring the hours of darkness: by flashing on and off twice, the aircrafts
landing lights or, if not so equipped, by switching on and off twice, its
navigation lights.
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procedures
391
IF VFR IN CLASS G AIRSPACE

STAY IN VMC
B
ROADCAST INTENTIONS (assume transmitter is operating and prefix
calls with TRANSMITTING BLIND)
R
EMAIN VFR IN CLASS G AND LAND AT THE NEAREST SUITABLE
Non-towered AERODROME. REPORT ARRIVAL TO ATS IF ON SARTIME
OR REPORTING SCHEDULES. THE SEARCH AND RESCUE TELEPHONE
NUMBER is 1800 815 257.
IF IN CONTROLLED/RESTRICTED AIRSPACE SQUAWK 7600 IF
TRANSPONDER EQUIPPED. LISTEN OUT ON ATIS AND/OR VOICE
MODULATED NAVAIDS. TRANSMIT INTENTIONS AND NORMAL
POSITION REPORTS [IFR ONLY] INTENTIONS (assume transmitter is
operating and prefix calls with TRANSMITTING BLIND)
AND
IF IN VMC AND CERTAIN OF MAINTAINING VMC STAY IN VMC AND
LAND AT THE MOST SUITABLE AERODROME. REPORT ARRIVAL TO
ATS.
OR
IF IN IMC OR UNCERTAIN OF MAINTAINING VMC
NOTES:
Initial and subsequent actions by the pilot at the time of loss of communications
will depend largely on the pilots knowledge of the destination aids, the air
traffic/air space situation and meteorological conditions en-route and at the
destination. It is not possible to publish procedures that cover all radio failure
circumstances. The following procedures ensure that Air Traffic services and
other traffic should be aware of the pilots most likely actions. Pilots should
follow these procedures unless strong reasons dictate otherwise.
In determining the final level to which a pilot will climb after radio failure,
ATC will use the level provided on the Flight Notification, or the last level
requested by the pilot and acknowledged by ATC.
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392
procedures
INITIAL ACTIONS
IF NO CLEARANCE LIMIT RECEIVED AND ACKNOWLEDGED
Proceed in accordance with the latest ATC route clearance acknowledged and
climb to planned level.
IF A CLEARANCE LIMIT INVOLVING AN ALTITUDE OR ROUTE RESTRICTION
HAS BEEN RECEIVED AND ACKNOWLEDGED;
m
aintain last assigned level, or minimum safe altitude if higher, for three
minutes, and/or
hold at nominated location for three minutes, then
p
roceed in accordance with the latest ATC route clearance acknowledged,
and climb to planned level.
IF BEING RADAR VECTORED
maintain last assigned vector for two minutes; and
C
LIMB IF NECESSARY TO MINIMUM SAFE ALTITUDE, to maintain terrain
clearance, then
proceed in accordance with the latest ATC route clearance acknowledged.
IF HOLDING
fly one more complete holding pattern; then
proceed in accordance with the latest ATC clearance acknowledged.
DESTINATION PROCEDURES
Track to the destination in accordance with the flight plan (amended by the latest
ATC clearance acknowledged, if applicable).
Commence descent in accordance with standard operating procedures or flight
plan.
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393
Proceed to overhead the aerodrome at that altitude. Ascertain landing direction,

descend to join desired circuit at circuit altitude via the downwind entry point
(remain clear of other circuit). Proceed with normal circuit and landing, maintain
separation from other aircraft. Watch for light signals from the tower.
If your aircraft is fitted with a Navigational Aid, selecting the appropriate
frequency and listening for instructions may be a possibility. Generally
speaking this is one of the most effective ways of proceeding safely.
When tower is active follow normal procedure. Watch tower for light signals.
STEADY
FLASHES
STEADY
FLASHES
FLASHES
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394
procedures
COMMUNICATION AND NAVAID FAILURE
In the event of complete failure of communications and navigation aids,
MAINTAIN TERRAIN CLEARANCE THROUGHOUT ALL PROCEDURES and
proceed as follows:
IF VFR IN CLASS G AIRSPACE
STAY IN VMC. BROADCAST INTENTIONS (assume transmitter is operating
and prefix calls with TRANSMITTING BLIND). REMAIN VFR IN CLASS G
AND LAND AT THE NEAREST SUITABLE AERODROME. REPORT ARRIVAL
TO ATS IF ON SARTIME OR REPORTING SCHEDULES.
IF IN CONTROLLED/RESTRICTED AIRSPACE OR IF IFR IN ANY AIRSPACE
SQUAWK 7600 IF TRANSPONDER EQUIPPED. LISTEN OUT ON ATIS AND/
OR VOICE MODULATED NAVAIDS. TRANSMIT INTENTIONS AND NORMAL
POSITION REPORTS (assume transmitter is operating and prefix calls with
TRANSMITTING BLIND). IF PRACTICABLE LEAVE/AVOID CONTROLLED/
RESTRICTED AIRSPACE AND AREAS OF DENSE TRAFFIC. AS SOON
AS POSSIBLE ESTABLISH VISUAL NAVIGATION. LAND AT THE MOST
SUITABLE AERODROME. REPORT TO ATS ON ARRIVAL.
EMERGENCY CHANGE OF LEVEL IN CONTROLLED AIRSPACE
PROCEDURES
WHEN IT IS NECESSARY FOR AN AIRCRAFT IN CONTROLLED AIRSPACE
TO MAKE A RAPID CHANGE OF FLIGHT LEVEL OR ALTITUDE BECAUSE
OF TECHNICAL TROUBLE, SEVERE WEATHER CONDITIONS, OR
OTHER REASONS, THE CHANGE WILL BE MADE AS FOLLOWS USING
URGENCY MESSAGE FORMAT, STATING LEVEL CHANGES INVOLVED AND
DIVERSIONS, IF APPLICABLE.
SQUAWK SSR CODE 7700
TRANSMIT: PANPAN, PANPAN,
PANPAN
AGENCY BEING CALLED
AIRCRAFT IDENTIFICATION
NATURE OF URGENCY
PROBLEM
INTENTION OF PERSON IN
COMMAND
PRESENT POSITION FLIGHT
LEVEL OR ALTITUDE AND
HEADING
ANY OTHER USEFUL
INFORMATION
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mercy flights
general
395
A flight may be declared a mercy flight when:

When an urgent medical, flood or fire relief or evacuation flight is proposed in
order to relieve a person from grave and imminent danger and failure to do so
is likely to result in loss of life or serious or permanent disability and the flight
will involve irregular operation, a mercy flight must be declared.
A mercy flight must only be declared by the pilot in command and the
factors/risks that the pilot in command must consider in the declaration,
commencement and continuation of the flight are detailed in AIP ENR 1.1.
A flight must not be declared a mercy flight when:
it can comply with the applicable regulations and orders; or
o
perational concessions to permit the anticipated irregular operations can
be obtained.
In these cases, the flight should be notified as Search and Rescue (SAR),
Medical (MED), Hospital Aircraft (HOSP), Flood or Fire Relief (FFR). Special
consideration or priority will be granted by ATC if necessary.
A mercy flight must not be undertaken when:
alternative means of achieving the same relief are available; or
t he crew and other occupants of the aircraft involved will be exposed to
undue hazards; or
r elief or rescue can be delayed until a more suitable aircraft or more
favourable operating conditions are available.
In assessing the justification of risks involved in a mercy flight, the pilot must
consider the following:
the availability of alternative transport or alternative medical aid;
the weather conditions en route and at the landing place(s);
the distance from which it should be possible to see the landing places;
the air distance and the type of terrain involved;
t he navigation facilities useable and the reliability of those facilities (such
as facilities may include landmarks, etc);
the availability of suitable alternate aerodromes;
the availability and reliability of communications facilities;
the asymmetric performance of the aircraft;
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396
general
w
hether the pilots experience reasonably meets the requirements of the
mercy flight;
t he effect on the person requiring assistance if the flight is delayed until
improved operating conditions exist;
whether the flight is to be made to the nearest or most suitable hospital; and
the competence of the authority requesting the mercy flight.
The pilot in command of a mercy flight must:
g
ive flight notification as required for a charter flight and identify the flight
by the term MERCY FLIGHT. This notification must include the reason
for the mercy flight and reference to any rule or regulation which will not
be complied with;
specify reporting points or times when contact will be made;
s pecify the special procedures intended or special assistance required of
the ground organisation; and
limit the operating crew and the persons carried in the aircraft to the
minimum number required to conduct the flight.
If the mercy flight applies only to a portion of the flight this must be stated in
the flight notification. If a normal flight develops into a mercy flight, the pilot in
command must take appropriate action.
The pilot in command must submit an Air Safety Incident Report (ASIR) on
any mercy flight undertaken, summarising the aspects of irregular operation
which caused the operation to be considered under the mercy flight
provisions and the factors which led to the decision to make the flight. This
report must include the name and address of the authority requesting the
mercy fight and, in medical cases, the name of the patient.
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397
section 6 index
8/20/10 12:01 PM
398
definitions
ADS-C Agreement: A reporting plan which establishes the conditions
of ADS-C data reporting (i.e. data required by the air traffic services
unit and frequency of ADS-C reports which have to be agreed to prior
to the provision of air traffic services).
Aerodrome: A defined area of land or water (including any buildings,
installations and equipment) intended to be used either wholly or in
part for the arrival, departure and movement of aircraft.
Aerodrome Beacon: An aeronautical beacon, used to indicate the
location of an aerodrome from the air.
Aerodrome Control Service: ATC service for aerodrome traffic.
Aerodrome Control Tower: A unit established to provide ATC
service to aerodrome traffic.
Aerodrome Elevation: The elevation of the highest point of the
landing area.
Aerodrome Meteorological Minima (Ceiling and Visibility
Minima): The minimum heights of cloud base (ceiling) and minimum
values of visibility which are prescribed in pursuance of CAR 257 for
the purpose of determining the useability of an aerodrome either for
take-off or landing.
Aerodrome Proprietor: Any Owner, Licensee, Authority,
Corporation, or any other body which has a legal responsibility for a
particular aerodrome.
Aerodrome Reference Point (ARP): The designated geographical
location of an aerodrome.
Aerodrome Traffic: All traffic on the manoeuvring area of an
aerodrome and all aircraft flying in, entering, or leaving the traffic
circuit.
Aerodrome Traffic Circuit: The specified path to be flown by
aircraft flying in, entering, or leaving the traffic circuit.
Aeronautical Beacon: An aeronautical ground light visible at
all azimuths, either continuously or intermittently, to designate a
particular point on the surface of the earth.
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definitions
399
Aeronautical Information Circular (AIC): A notice containing

information that does not qualify for the origination of a NOTAM,
or for inclusion in the AlP, but which relates to flight safety, air
navigation, technical, administrative or legislative matters.
Aeronautical Information Publication (AIP): A publication
issued by or with the authority of a State and containing aeronautical
information of a lasting character essential to air navigation.
AIP Supplement (SUP): Temporary changes to the information
contained in the AIP which are published by means of special pages.
Aircraft Classification Number (ACN): A number expressing the
relative effect of an aircraft on a pavement for a specific standard subgrade category.
Aircraft Parking Position Taxilane: A portion of an apron
designated as a taxiway and intended to provide access to aircraft
parking positions only.
Air-Ground Communications: Two-way communications between
aircraft and stations on the surface of the earth.
Air-Report (AIREP): A report from an aircraft in flight prepared by the
pilot during the course of a flight in conformity with the requirements
for position, operational or meteorological reporting in the AIREP
form.
Air Taxiing: Movement of a helicopter / VTOL above the surface of an
aerodrome, normally in ground effect and at a speed normally less
that 20 kt.
Air Traffic Control Clearance: Authorisation for aircraft to
proceed under conditions specified by an Air Traffic Control unit.
Note: For convenience, the term Air Traffic Control Clearance is

normally abbreviated to Clearance when used in appropriate

context.
Air Traffic Control Instructions: Directives issued by air traffic
control for the purpose of requiring a pilot to take a specific action.
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400
definitions
Air Traffic Control Service: A service provided for the purpose of:
preventing collisions:
- between aircraft; and
- on the manoeuvring area between aircraft and obstructions; and
expediting and maintaining an orderly flow of air traffic.
Air Traffic Service (ATS): A generic term meaning variously, flight
information service, alerting service, air traffic advisory service, air
traffic control service (area control service, approach control service,
or aerodrome control service).
Air Transit: The airborne movement of a helicopter that is:
for the expeditious transit from one place within an aerodrome to
another place within the aerodrome;
at or below 100 ft above the surface; and
at speeds greater than those used in air taxiing.
Airways Clearance: A clearance, issued by ATC, to operate in
controlled airspace along a designated track or route at a specified
level to a specified point or flight planned destination.
Alerted See-and-Avoid: A procedure where flight crew, having been
alerted to the existence and approximate location of other traffic in
their immediate vicinity, seek to sight and avoid colliding with those
known aircraft.
Alerting Post: An agency designated to serve as an intermediary
between a person reporting an aircraft in distress and a rescue
coordination centre.
Alerting Service: A service provided to notify appropriate
organisations regarding aircraft in need of search and rescue aid, and
to assist such organisations as required.
Alternate Aerodrome: An aerodrome to which an aircraft may
proceed when it becomes either impossible or inadvisable to proceed
to or to land at the aerodrome of intended landing.
Altimeter Setting: A pressure datum which when set on the subscale of a sensitive altimeter causes the altimeter to indicate vertical
displacement from that datum. A pressure-type altimeter calibrated
in accordance with Standard Atmosphere may be used to indicate
altitude, height or flight levels, as follows:
6 index
8/20/10 12:01 PM
definitions
401
when set to QNH or Area QNH it will indicate altitude;

when set to Standard Pressure (1013.2 HPa) it may be used to
indicate flight levels.
Altimeter Setting Region: Airspace 10 000 ft and below where the
sub-scale of a pressure sensitive altimeter is set to QNH or Area QNH.
Altitude: The vertical distance of a level, a point or an object,
considered as a point, measured from mean sea level.
Approach Control Service: ATC service for arriving or departing
flights.
Approach Sequence: The order in which two or more aircraft are
cleared to approach to land at the aerodrome.
Apron: A defined area on a land aerodrome, intended to accommodate
aircraft for purposes of loading or unloading passengers, mail, cargo,
fuelling, parking or maintenance.
Apron Service: A traffic regulatory and information service provided
to aircraft using the apron area of an aerodrome.
Apron Taxiway: A portion of a taxiway system located on an apron
and intended to provide a through taxi route across the apron.
Area Control Service: Air traffic control service for controlled flights
in control areas.
Area Navigation (RNAV): A method of navigation which permits
aircraft operation on any desired flight path within the coverage of
ground or space-based navigation aids, or within the limits of the
capability of self-contained aids, or a combination of these.
Area Navigation (RNAV) Route: An ATS route established for the use
of aircraft capable of employing area navigation.
Area QNH: A forecast altimeter setting which is representative of the
QNH of any location within a particular area.
ATS Route: A specified route designed for channelling the flow of traffic
as necessary for the provision of air traffic services.
ATS Surveillance Service: Term used to indicate an air traffic service
provided directly by means of an ATS surveillance system.
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402
definitions
ATS Surveillance System: A generic term meaning variously,
ADS-B, PSR, SSR or any comparable ground-based system that
enables the identification of aircraft.
Note: A comparable ground-based system is one that has been

demonstrated, by comparative assessment

or other methodology, to have a level of safety and

performance equal to, or better than, monopulse SSR.
Automatic Dependent Surveillance - Broadcast (ADS-B): A
means by which aircraft, aerodrome vehicles and other objects can
automatically transmit or receive data such as identification, position
and additional data, as appropriate, in a broadcast mode via a data
link.
Automatic Dependent Surveillance - Contract (ADS-C): A
means by which the terms of an ADS-C agreement will be exchanged
between the ground system and the aircraft, via a data link, specifying
under what conditions ADS-C reports would be initiated, and what
data would be contained in the reports.
Automatic En Route Information Service (AERIS): The provision
of operational information en route by means of continuous and
repetitive broadcasts.
Automatic Terminal Information Service (ATIS): The provision
of current, routine information to arriving and departing aircraft by
means of continuous and repetitive broadcasts during the hours when
the unit responsible for the service is in operation.
Aviation Reference Number (ARN): A unique six-digit number used
to identify a client who conducts business with CASA. When CASA
receives an application for a new licence, certificate, or other service,
an ARN is established and all subsequent transactions for the client
are recorded against that ARN. In addition to being a client number,
the ARN may also be the licence or certificate number. The ARN
should be quoted in all correspondence with CASA or with Airservices
Publications Unit.
Base Turn (Instrument Approach): A turn executed by the aircraft
during the initial approach between the end of the outbound track and
the beginning of the intermediate or final approach track. The tracks
are not reciprocal.
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definitions
403
Note: Base turns may be designated as being made either in level

flight or while descending, according to the circumstances of

each individual procedure.
Blind Transmission: A transmission from one station to another
station in circumstances where two-way communication cannot be
established, but where it is believed that the called station is able to
receive the transmission.
BlockLevel: A section of airspace with specified upper and lower
limits on a specific track, in which cleared aircraft are permitted to
manoeuvre.
Break-out Procedure: A procedure initiated on instruction from
a Precision Runway Monitor (PRM) controller upon which a pilot is
required to discontinue an ILS approach and immediately commence
a turn of approximately 90 degrees from the ILS course, climbing (or
descending) as instructed by ATC, in response to an aircraft deviating
from the adjacent ILS course.
Briefing: The act of giving in advance, specific pre-flight instructions or
information to aircrew.
Broadcast: A transmission of information relating to air navigation for
which an acknowledgement is not expected.
Ceiling: The height above the ground or water of the base of the lowest
layer of cloud below 20 000 ft covering more than one-half of the sky.
CENSAR: An automated centralised SARTIME database software
package used by ATS to manage SARTIMEs.
Centre: A generic call-sign used in the en route and area environment
which can include Air Traffic Control, Advisory, Flight Information and
Alerting services, depending on the classification of airspace in which
the service is provided.
Circling Approach: An extension of an instrument approach
procedure which provides for visual circling of the aerodrome prior to
landing.
Clearance Limit: The point to which an aircraft is granted an air traffic
control clearance.
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404
definitions
Clearance Expiry Time: A time specified by an air traffic control unit
at which a clearance ceases to be valid.
Clearway: A defined rectangular area on the ground or water under the
control of the appropriate authority, selected or prepared as a suitable
area over which an aeroplane may make a portion of its initial climb to
a specified height.
Collocated (Navigation) Aids: En route way-points or navigation
aids that are within 600 m of each other.
Common Traffic Advisory Frequency (CTAF): A designated
frequency on which pilots make positional broadcasts when operating
in the vicinity of a non-towered aerodrome.
Communicable Diseases: Communicable diseases include cholera,
typhus (epidemic), smallpox, yellow fever, plague, and such other
diseases as the contracting States shall, from time to time, decide to
designate.
Company Operations Representative: The representative of an
operating agency who is authorised to act in the capacity of liaison
officer between ATC and the operating agency in respect of the control
of an aircraft of that agency.
Control Area (CTA): A controlled airspace extending upwards from a
specified limit above the earth.
Controlled Aerodrome: An aerodrome at which air traffic control
service is provided to aerodrome traffic.
Controlled Airspace: Airspace of defined dimensions within which
air traffic control service is provided in accordance with the airspace
classification.
Controller: An air traffic controller, operating within an organisation
approved under CASR Part 172 and qualified in accordance with CASR
Part 65.
Controller Pilot Data Link Communications (CPDLC): A means
of communication between controller and pilot using data link for ATC
communications.
Control Zone (CTR): A controlled airspace extending upwards from
the surface of the earth to a specified upper limit.
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definitions
405
Cruise Climb: An aeroplane cruising technique resulting in a nett

increase in altitude as the aeroplane weight decreases.
Cruising Level: A level maintained during a significant portion of a
flight.
Danger Area: An airspace of defined dimensions within which
activities dangerous to the flight of aircraft may exist at specified
times.
Day: That period of time from the beginning of morning civil twilight to
the end of evening civil twilight.
Dead Reckoning (DR) Navigation: The estimating or determining of
position by advancing an earlier known position by the application of
direction, time and speed data.
Decision Altitude/Height (DA/H): A specified altitude or height in
the precision approach at which a missed approach must be initiated
if the required visual reference to continue the approach has not been
established.
Note 1: Decision altitude (DA) is referenced to mean sea level (MSL)

and decision height (DH) is referenced to the threshold

elevation.
Note 2: The required visual reference means that section of the visual

aids or of the approach area which should have been in view

for sufficient time for the pilot to have made an assessment

of the aircraft position and rate of change of position, in

relation to the desired flight path.
Density Height: An atmospheric density expressed in terms of height
which corresponds to that density in the Standard Atmosphere.
Dependent Parallel Approaches: Simultaneous approaches to
parallel instrument runways where radar separation minima between
aircraft on adjacent extended runway centre-lines are prescribed.
Distance Measuring Equipment (DME): Equipment which
measures in nautical miles, the slant range of an aircraft from the
selected DME ground station.
DME Distance: The slant range from the source of a DME signal to the
receiving antenna.
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406
definitions
Domestic Flight: A flight between two points within the Australian FIR.
Elevation: The vertical distance of a point or a level, on or affixed to the
surface of the earth, measured from mean sea level.
Emergency Phases:
Uncertainty Phase: A situation wherein uncertainty exists as to the
safety of an aircraft and its occupants.
Alert Phase: A situation where in apprehension exists as to the
safety of an aircraft and its occupants.
Distress Phase: A situation wherein there is reasonable certainty
that an aircraft and its occupants are threatened by grave and
imminent danger or require immediate assistance.
Equivalent Single Isolated Wheel Load: The equivalent load that
would be imposed on a pavement by a single wheel if any wheel group
on an aircraft were replaced by a single wheel using the same tyre
pressure.
Essential Radio Navigation Service: A radio navigation service
whose disruption has a significant impact on operations in the affected
airspace or aerodrome.
Estimate: The time at which it is estimated that an aircraft will be over a
position reporting point or over the destination.
Estimated Elapsed Time (EET): The estimated time required to
proceed from one significant point to another.
Estimated Off Block Time: The estimated time at which the aircraft
will commence movement associated with departure.
Estimated Time of Arrival (ETA): For IFR flights, the time at which
it is estimated that the aircraft will arrive over that designated point,
defined by reference to navigation aids, from which it is intended
that an instrument approach procedure will be commenced, or, if no
navigation aid is associated with the aerodrome, the time at which
the aircraft will arrive over the aerodrome. For VFR flights, the time at
which it is estimated that the aircraft will arrive over the aerodrome.
Expected Approach Time (EAT): The time at which ATC expects that an
arriving aircraft, following a delay, will leave the holding fix to complete
its approach for a landing.
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definitions
407
Note: The holding fix referred to in the EAT is that shown on the

instrument approach chart from which the instrument

approach is prescribed to commence.
Final Approach: That part of an instrument approach procedure which
commences at the specified final approach fix or point, or where such
a fix or point is not specified:
at the end of the last procedure turn, base turn or inbound turn of
a racetrack procedure, if specified; or
at the point of interception of the last track specified in the
approach procedure; and
ends at a point in the vicinity of an aerodrome from which al
anding can be made, or a missed approach is initiated.
Final Approach Altitude: The specified altitude at which final
approach is commenced.
Final Approach Fix (FAF): A specified point on a non-precision
instrument approach which identifies the commencement of the final
segment.
Final Approach Point (FAP): A specified point on the glide path of a
precision instrument approach which identifies the commencement of
the final segment.
Note: The FAP is co-incident with the FAF of a localiser based nonprecision approach.
Final Approach Segment: That segment of an instrument
approach procedure in which alignment and descent for landing are
accomplished.
Final Leg: The path of an aircraft in a straight line immediately
preceding the landing (alighting) of the aircraft.
Fix: A geographical position of an aircraft at a specific time determined
by visual reference to the surface, or by navigational aids.
Flight File: A file stored on the NAIPS system which contains stored
briefings, or a stored flight notification. Flight files are owned by pilots
and/or operators, and updated at their request.
Flight Following: The provision of an ongoing Radar/ADS-B
Information Service (RIS).
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408
definitions
Flight Identification (FLT ID): An identification of up to 7 alphanumeric characters entered by the pilot via a cockpit interface. Where
possible, the Flight Identification must match the Aircraft Identification
entered into Item 7 of the Flight Notification.
Flight Information: Information useful for the safe and efficient
conduct of flight, including information on air traffic, meteorological
conditions, aerodrome conditions and airways facilities.
Flight Information Area (FIA): An airspace of defined dimensions,
excluding controlled airspace, within which flight information and
SAR alerting services are provided by an ATS unit.
Note: FIAs may be sub-divided to permit the specified ATS unit to

provide its services on a discrete frequency or family of

frequencies within particular areas.
Flight Information Centre (FIC): A unit established to provide flight
information service and SAR alerting service.
Flight Information Region (FIR): An airspace of defined dimensions
within which flight information service and SAR alerting service are
provided.
Flight Information Service (FIS): A service provided for the
purpose of giving advice and information useful for the safe and
efficient conduct of flights.
Flight Level (FL): A surface of constant atmospheric pressure which
is related to a specific pressure datum, 1013.2 HPa, and is separated
from other such surfaces by specific pressure intervals.
Flight Note: Details of the route and timing of a proposed flight
provided by the pilot-in-command of an aircraft, which is other than
notification submitted to Airservices Australia, and which is required
to be left with a person who could be expected to notify appropriate
authorities in the event that the flight becomes overdue.
Flight Notification (within Australian FIR): Specified
information provided to air traffic services units, relative to the
intended flight or portion of flight of an aircraft.
Flight Path Monitoring: The use of ATS surveillance systems for the
purpose of providing aircraft with information and advice relative to
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409
significant deviations from nominal flight path including deviations

from the terms of their air traffic control clearances.
Note: Some applications may require a specific technology e.g.

radar, to support the function of flight path monitoring.
Flight Visibility: The visibility forward from the cockpit of an aircraft in
flight.
Forecast: A statement of expected meteorological conditions for a
specified period, and for a specified area or portion of airspace.
Formation: Two or more aircraft flown in close proximity to each other
and operating as a single aircraft with regard to navigation, position
reporting and control.
Note: Refer to CAR 163AA for conditions under which formation

flight may be undertaken.
Full Emergency (In the context of Aerodrome Emergency
Plans): A situation in which the response of all agencies involved in
the Aerodrome Emergency Plan will be activated. A Full Emergency
will be declared when an aircraft approaching the airport is known or
suspected to be in such trouble that there is danger of an accident.
Glide Path (GP): A descent profile determined for vertical guidance
during a final approach.
Global Navigation Satellite System (GNSS): A satellite-based
radio navigation system that uses signals from orbiting satellites to
determine precise position and time.
Global Positioning System (GPS): A GNSS constellation operated
by the United States Government.
Gross Weight: The weight of the aircraft together with the weight of
all persons and goods (including fuel) on board the aircraft at that
time.
Ground Based Navigation Aid: means NDB, VOR, DME.
Ground Taxiing: The movement of a helicopter under its own power
and on its undercarriage wheels.
Ground Visibility: The visibility at an aerodrome, as reported by an
accredited observer.
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definitions
Hazardous Conditions: Meteorological conditions which
may endanger aircraft or adversely affect their safe operation,
particularly those phenomena associated with volcanic ash cloud and
thunderstorms - icing, hail and turbulence.
Heading (HDG): The direction in which the longitudinal axis of an
aircraft is pointed, usually expressed in degrees from North (true,
magnetic, compass or grid).
Height: The vertical distance of a level, a point or an object considered
as a point measured from a specified datum.
Height Above Aerodrome (non-precision approach or
circling) (HAA): The height of the Minimum Descent Altitude above
the published aerodrome elevation.
Height Above Threshold (precision approach) (HAT): The height
of the Decision Altitude above the threshold elevation.
Helicopter Access Corridor: A corridor wholly within controlled
airspace designed for the exclusive use of helicopters in VMC. The
extent and alignment of the corridor is related to and delineated by
prominent geographical / topographical features.
Helicopter Landing Site (HLS): A place that is used as an aerodrome
for the purposes of the landing and taking-off of helicopters.
Helicopter Lane: A lane, outside controlled airspace, designed for use
by helicopters to facilitate traffic flow.
Helicopter Movement Area: The movement area for helicopters is
that part of an aerodrome that can safely be used for the hovering,
taxiing, take-off and landing of helicopters and consists of the
manoeuvring area and aprons, but excluding those areas reserved for
unrestricted use by the general public.
High Capacity Aircraft: An aircraft that is certified as having a
maximum seating capacity exceeding 38 seats or a maximum payload
exceeding 4200 kg.
Hold Short Line/Lights: A line marked across a runway, with
associated lights, in accordance with the requirements of AIP AD 1.1,
at which landing aircraft must stop when required during Land and
Hold Short Operations (LAHSO).
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Holding Bay: A defined area where aircraft can be held, or bypassed, to

facilitate efficient surface movement of aircraft.
Holding Fix: A specified location identified by visual or other means in
the vicinity of which the position of an aircraft in flight is maintained in
accordance with ATC Instructions.
Holding Procedure: A predetermined manoeuvre which keeps an
aircraft within a specified airspace whilst awaiting further clearance.
Hospital Aircraft: A priority category for use by international aircraft
when medical priority Is required (see also Medical).
Hot Spot: A location on an aerodrome movement area with a history or
potential risk of collision or runway incursion, and where heightened
attention by pilots/drivers is necessary.
ICAO 24 Bit Aircraft Address (24 bit code): A unique identification
code which is programmed into each specific aircrafts transponder
or ADS-B transmitter during installation. This code, expressed as six
alphanumeric characters, provides a digital identification of the aircraft
and is used by the air traffic system to link information contained in a
flight notification to aircraft position information received via ADS-B.
IFR Pick-up: A pilot procedure whereby a flight operating to the IFR in
Class G airspace changes to VFR upon entering Class E airspace whilst
awaiting an airways clearance. IFR Pick-up is limited to FL180 and
below.
Identification: The situation which exists when the position indication
of a particular aircraft is seen on a situation display and positively
identified by ATC.
Independent Parallel Approaches: Simultaneous approaches to
parallel or near-parallel instrument runways where radar separation
minima between aircraft on adjacent extended runway centre-lines are
not prescribed. The two types of independent approaches are:
Independent Visual Approaches - during which a pilot is
responsible for separation from the aircraft on the other approach;
and
ILS PRM Approaches - during which separation between aircraft
on adjacent ILS courses is maintained using PRM.
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definitions
Independent Parallel Departures: Simultaneous departures in the
same direction from parallel or near-parallel instrument runways.
Inertial Navigation / Reference System (INS/IRS): A self-contained
navigation system that continually measures the accelerations acting
upon the vehicle of which it is part. Suitably integrated, these forces
provide velocity and thence position information.
Instrument Approach and Landing Operations: Instrument
approach and landing operations are classified as follows:
Non-precision Approach and Landing Operations: Instrument
approaches and landings which do not utilise electronic glide path
guidance.
Precision Approach and Landing Operations: Instrument
approaches and landings using precision azimuth and glide
path guidance with minima as determined by the category of
operation.
Categories of Precision Approach and Landing Operations are:
- Category I (CAT I) operation. A precision instrument approach

and landing with a decision height not lower than 200 ft and a

visibility not less than 800 m, or a RVR not less than 550 m.
- Category II (CAT II) operation: A precision instrument approach

and landing with a decision height lower than 200 ft but not

lower than 100 ft, and a runway visual range not less than 350 m.
- Category IIIA (CAT IIIA) operation: A precision instrument

approach and landing with a decision height lower than 100 ft,

or no decision height and a runway visual range not less than

200 m.
- Category IIIB (CAT IIIB) operation: A precision instrument

approach and landing with either, a decision height lower than

50 ft, or with no decision height and a runway visual range less

than 200 m but not less than 50 m.
- Category IIIC (CAT IIIC) operation: A precision instrument

approach and landing with no decision height and no runway

visual range limitations.
Instrument Approach Procedure: A series of predetermined
manoeuvres by reference to flight instruments with specified protection
from obstacles from the initial approach fix or where applicable, from
the beginning of a defined arrival route to a point from which a landing
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413
can be completed and thereafter, if a landing is not completed, to a

position at which holding or en route obstacle clearance criteria apply.
Intermediate Fix (IF): A fix on an RNAV approach that marks the end
of an initial segment and the beginning of the intermediate segment.
In the Vicinity: An aircraft is in the vicinity of a non-towered
aerodrome if it is within a horizontal distance of 10 miles; and within
a height above the aerodrome reference point that could result in
conflict with operations at the aerodrome.
Initial Approach Fix (IAF): The fix at the commencement of an
instrument approach.
Initial Approach Segment: That segment of an instrument approach
procedure between the initial approach fix and the intermediate
approach fix or, where applicable, the final approach fix or point.
Instrument Landing System (ILS): A precision instrument
approach system which normally consists of the following electronic
components: VHF Localiser, UHF Glideslope, VHF Marker Beacons.
Instrument Runway: One of the following types of runways intended
for the operation of aircraft using instrument approach procedures:
Non-precision approach runway. An instrument runway served
by visual aids and a non-visual aid providing at least directional
guidance adequate for a straight-in approach.
Precision approach runway, CAT I. An instrument runway served
by lLS and visual aids intended for operations with a decision
height not lower than 200 ft and either a visibility not less than
800 m, or a RVR not less than 550 m.
Precision approach runway, CAT Il. An instrument runway served
by lLS and visual aids intended for operations with a decision
height lower than 200 ft, but not lower than 100 ft and a RVR not
less than 350 m.
Precision approach runway, CAT Ill. An instrument runway served
by ILS to and along the surface of the runway and:
- for CAT IIIA - intended for operations with a decision height

lower than 100 ft, or no decision height and a RVR not less

than 200 m;
- for CAT IIIB - intended for operations with a decision height

lower than 50 ft, or no decision height and a RVR less than

200 m, but not less than 50 m;
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definitions
- for CAT IIIC - intended for operations with no decision height

and no RVR limitations.
Integrated Aeronautical Information Package: A package
which consists of the following elements: AIP, including amendment
service; supplements to the AIP; NOTAM and Preflight Information
Bulletins (PIBs); AIC; and checklists and summaries.
Integrity: That quality which relates to the trust which can be placed
in the correctness of information supplied by a system. It includes
the ability of a system to provide timely warnings to users when the
system should not be used for navigation.
Intermediate Approach Segment: That segment of an instrument
approach procedure between either the intermediate approach fix and
the final approach fix or point, or between the end of the reversal, race
track or dead reckoning track procedure and the final approach fix or
point, as appropriate.
Land And Hold Short Operations (LAHSO): A procedure involving
dependent operations conducted on two intersecting runways
whereby aircraft land and depart on one runway while aircraft landing
on the other runway hold short of the intersection.
Landing Area: That part of the movement area intended for the
landing or take-off of aircraft.
Land Rescue Unit: A land party equipped to undertake a search for an
aircraft within the region of its responsibility.
Level: A generic term relating to the vertical position of an aircraft in
flight and meaning variously, height, altitude or flight level.
Licensed Aerodrome: A place that is licensed as an aerodrome under
the Civil Aviation Regulations.
Local Standby (In the context of Aerodrome Emergency
Plans): A situation in which activation of only the airport-based
agencies involved in the Aerodrome Emergency Plan is warranted.
A Local Standby will be the normal response when an aircraft
approaching an airport is known or is suspected to have developed
some defect, but the trouble is not such as would normally involve
any serious difficulty in effecting a safe landing.
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415
Localiser (LOC): The component of an ILS which provides

azimuth guidance to a runway. It may be used as part of an ILS or
independently.
Long Range Navigation System (LRNS): Area navigation systems
limited to INS / IRS or GPS.
Low Jet Route (LJR): A route, or part of a route, at or below 5000 ft
AGL used by MLJ aircraft for low level, high speed navigation and/or
terrain following exercises.
Lowest Safe Altitude (LSALT): The lowest altitude which will provide
safe terrain clearance at a given place.
Manoeuvring Area: That part of an aerodrome to be used for the
take-off, landing and taxiing of aircraft, excluding aprons.
Marker: An object displayed above ground level in order to indicate an
obstacle or delineate a boundary.
Marker Beacon: A type of radio beacon, the emissions of which
radiate in a vertical pattern.
Markings: A symbol or group of symbols displayed on the surface of
the movement area in order to convey aeronautical information.
Maximum Take-off Weight (MTOW): The maximum take-off weight
of an aircraft as specified in its Certificate of Airworthiness.
Medical Flight: A flight providing transport of medical patients,
personnel, and/or equipment, prioritised as follows:
MED 1: An aircraft proceeding to pick up, or carrying, a severely ill
patient, or one for whom life support measures are being
provided.
MED 2: An aircraft proceeding to pick up medical personnel and/
or equipment urgently required for the transport of a MED
1 patient, or returning urgently required medical personnel and/or
equipment at the termination of a MED 1 flight.
METBRIEF (Automated Meteorological Telephone Briefing):
Self help system which delivers meteorological information on the
telephone using a computer generated voice, in response to a tone
generated telephone request.
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definitions
Meteorological Information: Meteorological report, analysis,
forecast, and any other statement relating to existing or expected
meteorological conditions.
Meteorological Office (MO): An office designated to provide
meteorological service for air navigation.
Meteorological Warning: A statement or meteorological report
of the occurrence or expectation of a deterioration or improvement
in meteorological conditions or of any meteorological phenomenon
which may seriously affect the safe operation of aircraft.
Minimum Altitude: The minimum altitude for a particular instrument
approach procedure is the altitude specified by AIP DAP at which an
aircraft shall discontinue an instrument approach unless continual
visual reference to the ground or water has been established and
ground visibility is equal to or greater than that specified by the DAP
for landing.
Note: Applies to old type instrument approach charts.
Minimum Descent Altitude (MDA): A specified altitude in a nonprecision runway or circling approach below which descent may not
be made without visual reference.
Note: Applies to new type instrument approach charts.
Minimum Fuel: The term used to describe a situation in which an
aircrafts fuel supply has reached a state where little or no delay can
be accepted.
Note: This is not an emergency situation but merely indicates that an

emergency situation is possible, should any undue delay

occur.
Minimum Sector Altitude (MSA): The lowest altitude which may
be used which will provide a minimum clearance of 1000 ft above all
objects located in an area contained within a sector of a circle of 25
nm or 10 nm radius centred on a radio aid to navigation or, where
there is no radio navigation aid, the Aerodrome Reference Point.
Minimum Vector Altitude: The lowest altitude which a controller
may assign to a pilot in accordance with the Radar Terrain Clearance
chart.
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Missed Approach Holding Fix (MAHF): A fix on an RNAV approach

that marks the end of the missed approach segment and the point for
the missed approach holding (where applicable).
Missed Approach Point (MAPT): That point in an instrument
approach procedure at or before which the prescribed missed
approach procedure must be initiated in order to ensure that the
minimum obstacle clearance is not infringed.
Missed Approach Procedure (MAP): The procedure to be followed
if the approach cannot be continued.
Missed Approach Turning Fix (MATF): A fix on an RNAV approach
that marks a turning point during the missed approach segment.
Movement Area: That part of an aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the manoeuvring area
and the apron(s).
Multicom: The frequency (126.7 MHz) used for broadcasts while
operating to or from a non-towered aerodrome that does not have a
discrete CTAF assigned.
NAIPS: The National Aeronautical Information Processing System, which
provides briefings and flight notification functions.
Navigation Specification: A set of aircraft and flight crew
requirements needed to support performance based navigation
operations within a defined airspace. There are two kinds of
navigation specifications:
RNP Specification. A navigation specification based on area
navigation that includes the requirement for performance
monitoring and alerting, designated by the prefix RNP, e.g. RNP 4,
RNP APCH.
RNAV Specification. A navigation specification based on area
navigation that does not include the requirement for performance
monitoring and alerting, designated by the prefix RNAV, e.g.
RNAV 5, RNAV 1.
Note: The Performance-based Navigation Manual (Doc 9613),
Volume II, contains detailed guidance on navigation

specifications.
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418
definitions
Night: That period of time between the end of evening civil twilight and
the beginning of morning civil twilight.
Non-Directional Beacon (NDB): A special radio station, the
emissions of which are intended to enable a mobile station to
determine its radio bearing or direction with reference to that special
radio station.
Non-Towered Aerodrome: An aerodrome at which air traffic control
is not operating.
NOTAM: A notice distributed by means of telecommunication containing
information concerning the establishment, condition or change in
any aeronautical facility, service, procedure or hazard, the timely
knowledge of which is essential to personnel concerned with flight
operations.
No-Transgression Zone (NTZ): A corridor of airspace of defined
dimensions located centrally between the two extended runway
centre-lines where controller intervention is required to manoeuvre
aircraft when this airspace is penetrated by an aircraft conducting a
simultaneous approach to a parallel instrument runway.
One Way Route: A route with limitations for use in one direction,
depicted on ERC-H, ERC-L and/or TAC charts by an arrow in the
direction that can be used without limitation (see ERSA for additional
details).
Operator: A person, organisation or enterprise engaged in or offering
to engage in aircraft operation.
Operations Manual: A manual provided by an operator for the use
and guidance of its operations staff, containing instructions as to
the conduct of flight operations, including the responsibilities of its
operations staff (refer CAR 215).
Overshoot Shear: A wind shear occurrence which produces an
INITIAL effect of overshooting the desired approach path and/or
increasing airspeed.
Parking Area: A specially prepared or selected part of an aerodrome
within which aircraft may be parked.
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419
Pavement Classification Number (PCN): A number expressing the

bearing strength of a pavement for unrestricted operations.
Performance-Based Navigation (PBN): Area navigation based on
performance requirements for aircraft operating along an ATS route,
on an instrument approach procedure or in a designated airspace.
Note: Performance requirements are expressed in navigation

specifications (RNAV specification, RNP specification) in terms

of accuracy, integrity, continuity, availability and functionality

needed for the proposed operation in the context of a

particular airspace concept.
Permissible All-Up-Weight: The weight to which an aircraft is limited
by virtue of the physical characteristics of an aerodrome.
Pilot-in-Command: The pilot designated by the operator, or in the case
of general aviation, the owner, as being in command and charged with
the safe conduct of a flight.
Precision Approach Procedure: An instrument approach procedure
utilising azimuth and glide path information provided by lLS.
Precision Runway Monitor (PRM): A surveillance radar system
with a minimum azimuth accuracy of 0.06 degrees, an update
period of 2.5 seconds or less and a high resolution display providing
position prediction and deviation alert, used in providing ILS course
monitoring during independent approaches to runways separated by
less than 1525 m.
Pre-Departure Clearance (PDC): A means of delivering an
unsolicited, text-based airways clearance to eligible aircraft via an ATC
data link.
Preferred Runway: A runway nominated by ATC or listed in the AIP
as the most suitable for the prevailing wind, surface conditions or
noise sensitive areas in the proximity of the aerodrome.
Primary Means Navigation System: A navigation system that, for
a given operation or phase of flight, must meet accuracy and integrity
requirements, but need not meet full availability and continuity of
service requirements. Safety is achieved by either limiting flights to
specific time periods, or through appropriate procedural restrictions
and operational requirements.
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definitions
Procedural Service: Term used to indicate that information derived
from an ATS surveillance system is not required for the provision of
ATS.
Procedure Altitude/Height: A specified altitude/height flown at or
above the minimum altitude/height, and established to accommodate
a stabilised descent at a prescribed descent gradient/angle in the
intermediate/final approach segment.
Prohibited Area: An airspace of defined dimensions, above the land
areas or territorial waters of a State, within which the flight of aircraft
is prohibited. Designation is appropriate only for reasons of Defence.
QNH Altimeter Setting: That pressure setting which, when placed
on the pressure setting sub-scale of a sensitive altimeter of an
aircraft located at the reference point of an aerodrome, will cause the
altimeter to indicate the vertical displacement of the reference point
above mean sea level.
Radio Height: The radio altimeter reading which is equivalent to the
OCA adjusted for terrain/obstacle profile.
Radio Navigation Service: A service providing guidance information
or position data for the efficient and safe operation of aircraft
supported by one or more radio navigation aids.
Radar/ADS-BInformationService(RIS): An on-request service
provided to assist pilots of VFR flights, within ATS surveillance system
coverage in Class E and Class G airspace, to avoid other aircraft or to
assist in navigation.
Rapid-Exit Taxiway: A taxiway connected to a runway at an acute
angle and designed to allow landing aeroplanes to turn off at high
relative speeds.
Receiver Autonomous Integrity Monitoring (RAIM): A system
whereby an airborne GPS receiver/processor autonomously monitors
the integrity of the navigation signals from GPS satellites.
Reduced Vertical Separation Minimum (RVSM): The vertical
separation minimum of 1000 ft between FL290 and FL410 inclusive.
Repetitive Flight Plan: A flight plan referring to a series of frequently
recurring, regularly operated individual flights with identical basic
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definitions
421
features, submitted by an operator for retention and repetitive use by

ATS units.
Reporting Point: A specified geographical location in relation to which
the position of an aircraft can be reported.
Required Navigation Performance (RNP): A statement of the
navigation performance necessary for operation within a defined
airspace.
RNP Type: A containment value expressed as a distance in nautical
miles from the intended position within which flights would be for at
least 95 per cent of the total flying time.
Rescue Coordination Centre (RCC): A unit established for
promoting efficient organisation of search and rescue service and for
coordinating the conduct of search and rescue operations within a
search and rescue region.
Restricted Area: An airspace of defined dimensions above the land
areas or territorial waters of a State, within which the flight of aircraft
is restricted in accordance with certain specified conditions.
Note: This designation is normally used whenever the activities

of the Administering Authority of the airspace are a hazard to

other users; or other users constitute a hazard to the activities

of the Administering Authority.
Route: A way to be taken in flying from a departure to a destination
aerodrome, specified in terms of track and distance for each route
segment.
Runway (RWY): A defined rectangular area on a land aerodrome
prepared for the landing and take-off of aircraft.
Runway-Holding Position: A designated position intended to protect
a runway, an obstacle limitation surface, or an ILS critical/sensitive
area at which taxiing aircraft and vehicles must stop and hold, unless
otherwise authorised by the aerodrome control tower.
Note: In radiotelephony phraseologies, the expression holding

point is used to designate the runway-holding position.
Runway Number: The runway identification associated with the
runway direction end.
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definitions
Runway Strip: The defined area, including the runway (and stopway
if provided), intended both to reduce the risk of damage to aircraft
inadvertently running off the runway and to protect aircraft flying over
it during take-off, landing or missed approach.
Runway Visibility (RV): The distance along a runway over which a
person can see and recognise a visibility marker or runway lights.
Note: The term RUNWAY VISIBILITY is used by ATC or ground
personnel to report visibility along a runway as determined by a
ground observer.
Runway Visual Range (RVR): The range over which the pilot of an
aircraft on the centre line of a runway can see the runway surface
markings or the lights delineating the runway or identifying its centre
line. (ICAO)
Note: Within Australia, the term RUNWAY VISUAL RANGE or RVR

will be used by ATC or ground personnel exclusively to report

RVR determined by electronic means.
SARTlME: The time nominated by a pilot for the initiation of SAR action
if a report has not been received by the nominated unit.
SARWATCH: A generic term covering SAR alerting based either on full
position reporting procedures, scheduled reporting times (SKEDS), or
SARTIME.
Search and Rescue (SAR): The act of finding and returning to safety,
aircraft and persons involved in an emergency phase.
Search and Rescue Region (SRR): The specified area within which
search and rescue is coordinated by a particular Rescue Coordination
Centre.
Segment Minimum Safe Altitude: The lowest altitude at which the
minimum obstacle clearance is provided.
Segregated Parallel Operations: Simultaneous operations on
parallel or near-parallel instrument runways in which one runway
is used exclusively for approaches and the other runway is used
exclusively for departures.
Significant Point: A specified geographical location used in defining
an ATS route or the flight path of an aircraft and for other navigation
and ATS purposes.
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definitions
Note:

423
There are three categories of significant points: ground-

based navigation aid, intersection and waypoint. In the
context of this definition, intersection is a significant point
expressed as radials, bearings and/or distances from
ground-based navigation aids.
Significant Weather: Any weather phenomenon which might affect

flight visibility or present a hazard to an aircraft.
Simultaneous Opposite Direction Parallel Runway
Operations (SODPROPS): A condition whereby arriving aircraft will
approach and land on one runway, concurrent with aircraft departures
from the parallel runway using the opposite direction to that being
used for approach and landing.
Situation Display: An electronic display depicting the position and
movement of aircraft and other information as required.
Sole Means Navigation System: A navigation system that, for
a given phase of flight, must allow the aircraft to meet all four
navigation system performance requirements - accuracy, integrity,
availability and continuity of service.
SSR Code: The number assigned to a particular multiple-pulse reply
signal transmitted by a transponder in Mode A or Mode C.
Standard Instrument Arrival (STAR): A designated IFR arrival
route linking a significant point, normally on an ATS route, with a
point from which a published instrument approach procedure can be
commenced.
Standard Instrument Departure (SID): A designated IFR
departure route linking the aerodrome or a specified runway of the
aerodrome with a specified significant point, normally on a designated
ATS route, at which the en route phase of a flight commences.
Standard Pressure: The pressure of 1013.2 Hectopascals which, if
set upon the pressure sub-scale of a sensitive altimeter, will cause the
latter to read zero when at mean sea level in a standard atmosphere.
Standard Pressure Region: Airspace above 10 000 ft where the
sub-scale of a pressure sensitive altimeter is set to 1013.2 HPa.
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definitions
Stopway: A defined rectangular area on the ground at the end of the
take-off run available prepared as a suitable area in which an aircraft
can be stopped in the case of an abandoned take-off.
Supplemental Means Navigation System: A navigation system
that must be used in conjunction with a sole means navigation
system.
Tactical Air Navigation (TACAN): An ultra-high frequency
navigation aid which provides a continuous indication of bearing and
slant range, in nautical miles, to the selected ground station.
Taxiway (TWY): A defined path on a land aerodrome established for the
taxiing of aircraft and intended to provide a link between one part of
the aerodrome and another.
Terrain Clearance: The vertical displacement of an aircrafts flight
path from the terrain.
Threshold: The beginning of that portion of the runway usable for
landing.
Threshold Crossing Height: The height of the ILS glide path at the
threshold.
Total Estimated Elapsed Time: For lFR flights, the estimated
time required from take-off to arrive over that designated point,
defined by reference to navigation aids, from which it is intended
that an instrument approach procedure will be commenced, or if no
navigation aid is associated with the destination aerodrome, to arrive
over the destination aerodrome. For VFR flights the estimated time
required from take-off to arrive over the destination aerodrome.
Touch-and-Go Landing: A procedure whereby an aircraft lands and
takes off without coming to a stop.
Track: The projection on the earths surface of the path of an aircraft,
the direction of which path at any point is usually expressed in
degrees from North (true, magnetic or grid).
Transition Altitude: The altitude at or below which the vertical
position of an aircraft is controlled by reference to altitudes.
Transition Layer: The airspace between the transition altitude and
the transition level.
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definitions
425
Transition Level: The lowest flight level available for use above the
transition altitude.
Transitional Surface: An inclined plane associated with the runway
strip and the approach surfaces.
Transponder: A receiver/transmitter which will generate a reply
signal upon proper interrogation; the interrogation and reply being on
different frequencies.
Unalerted See-and-Avoid: A procedure where flight crew, who have
no specific knowledge of other aircraft in their vicinity, rely solely on
their ability to physically sight and avoid colliding with aircraft that
may be in their vicinity.
Undershoot Shear: A wind shear occurrence which produces an
INITIAL effect of undershooting the desired approach path and/or
decreasing air speed.
UNICOM (Universal Communications): UNICOM is a non-ATS
communications service provided to enhance the value of information
normally available about a non-towered aerodrome.
Unserviceable Area: A portion of the movement area not available
for use by aircraft because of the physical condition of the surface, or
because of any obstruction on the area.
Vectoring: Provision of navigational guidance to aircraft in the form of
specific headings, based on the use of an ATS surveillance system.
VFR Climb and Descent: ATC authorisation for an IFR flight in VMC, at
or below FL180, in classes D and E airspace, to conduct a visual climb
or descent.
VFR-on-Top: ATC authorisation for an IFR flight to operate in VMC, at
or below FL180, in Class E airspace at any appropriate VFR altitude or
flight level (in accordance with ENR 1.2 Section 2., ENR 1.7 Section 5.
and as restricted by ATC).
VHF Omni-directional Radio Range (VOR): A VHF radio
navigational aid which provides a continuous indication of bearing
from the selected VOR ground station.
6 index
8/20/10 12:01 PM
426
definitions
Visibility: Visibility for aeronautical purposes is the greater of:
the greatest distance at which a black object of suitable
dimensions, situated near the ground, can be seen and recognised
when observed against a bright background; or
the greatest distance at which lights in the vicinity of 1000
candelas can be seen and identified against an unlit background.
Visual (ATC usage): Used by ATC to instruct a pilot to see and avoid
obstacles while conducting flight below the MVA or MSA/LSALT.
Visual (Pilot usage): Used by a pilot to indicate acceptance of
responsibility to see and avoid obstacles while operating below the
MVA or MSA/LSALT.
Visual Approach Slope Indicator System (VASIS): A system
of lights so arranged as to provide visual information to pilots on
approach of their position in relation to the optimum approach slope
for a particular runway.
Vs1g: The one-g stall speed at which the aeroplane can develop a lift
force (normal to the flight path) equal to its weight.
Way-point: A specified geographical location used to define an area
navigation route or the flight path of an aircraft employing area
navigation. Way-points are identified as either:
Fly-by Way-point: A way-point which requires turn anticipation
to allow tangential interception of the next segment of a route or
procedure, or
Flyover Way-point: A way-point at which a turn is initiated in order
to join the next segment of a route or procedure.
6 index
8/20/10 12:01 PM
abbreviations and acronyms
427
GENERAL AND METEOROLOGICAL ABBREVIATIONS

This list covers abbreviations which may be found throughout the Guide and
on associated charts, or which are used in NOTAM, AIP Supplements and in
meteorological messages and documentation.
Abbreviations marked + may be used as spoken words in radio telephony.
Abbreviations # may be spoken using the constituent letters rather than the
phonetic alphabet.
CODE
DEFINITION
A
A/A
CODE
DEFINITION
ACCID Initial Notification of an Aircraft

Accident
Air to Air
ACD Airways Clearance Delivery
AACC Area Approach Control Centre
ACFT
Aircraft
AAD Assigned Altitude Deviation
ACK
Acknowledge
AAIS Automatic Aerodrome

Information Service
ACN Aircraft Classification Number
AAL Above Aerodrome Level

ABI
Advance Boundary Information
ABM
Abeam
ABN Aerodrome Beacon

ABT
About
ABV
Above ...
AC
Altocumulus
+ACARS
Aircraft Communication
Addressing and Reporting
System (pronounced AYCARS)
+ACAS Airborne Collision Avoidance

System
#ACC
Area Control Centre
ACPT Accept, Accepted

ACT Active, Activated, Activity
AD
Aerodrome
ADC
Aerodrome Chart
ADDGM
Aerodrome Diagrams
ADDN
Addition, Additional
#ADF Automatic Direction Finding

Equipment
#ADIZ Air Defence Identification Zone
ADJ
Adjacent
ADMS
Aeronautical Database
Management System
ADR
Advisory Route
#ADS-B Automatic Dependent

Surveillance-Braodcast
6 index
8/20/10 12:01 PM
428

CODE
# ADS-C
DEFINITION
Automatic Dependent
Surveillance-Contract
CODE
DEFINITION
+AIRAC Aeronautical Information

Regulation and Control
ADZ Advise
+AIREP Air-Report
AEP Aerodrome Emergency Plan
+AIRMET Information in plain language

concerning weather significant
to light aircraft operations at or
below 10,000FT
+AERIS Automatic En Route

Information Service
AFIL Flight Notification: filed in the
air, or indicating the position at
which ATS services will first be
required.
#AIS Aeronautical Information

Service
AL Approach Lights
AFM Yes, Affirm, Affirmative, that is

correct
#ALA Aircraft Landing Area for the

purpose of CAR 92(1)(d)
AFRU Aerodrome Frequency

Response Unit
+ALERFA Alert Phase
AFS Aeronautical Fixed Service

AFT After...
#AFTN Aeronautical Fixed
Telecommunication Network
AFZ Australian Fishing Zone(s)
A/G Air-to-ground
AGA Aerodromes, Air Routes and
Ground Aids
#AGL Above Ground Level
AGN Again
AH After Hours
#AIC Aeronautical Information
Circular
#AIP Aeronautical Information
Publication
ALM Aircraft Landing Minima

ALR Alerting Message
ALS Approach Lighting System
ALT Altitude
ALTN Alternate, Alternating (light
alternates in colour)
ALTN Alternate (aerodrome)
AMD Amend, Amended
AMDT Amendment (AIP Amendment)
#AMSL Above Mean Sea Level
ANC Aeronautial Chart 1:500,00
(followed by name/title)
AOC
Aerodrome Obstruction Chart

AOC
Air Operators Certificate
6 index
8/20/10 12:01 PM

CODE
AP
DEFINITION
Airport
+APAPI
APCH
Abbreviated Precision
Approach Path Indicator
(pronounced AY-PAPI)
Approach
APDC
Aircraft Parking/Docking Chart

APN
Apron
APP
APR
Approach Control, Approach

Control Office, Approach
Control Service
April
CODE
DEFINITION
ASC Ascent to, Ascending to

ASDA Accelerate-Stop Distance
Available
ASE
Altmetry System Error
A-SMGCS Advanced Surface Movement

Guidance and Control System
ASPH Asphalt
ASR Area Surveillance Radar
# ATA Actual Time of Arrival
#ATC Air Traffic Control (in general)
#ATD Actual Time of Departure
APRX
Approximate, Approximately
ATFM Air Traffic Flow Management
APSG
After Passing
ATM
Air Traffic Management

At...(time or place)
APV
Approve, Approved, Approval
ATP
AQZ
Area QNH Zone
+ATIS Automatic Terminal Information

Service
ARFL
ARN
Aeroplane Reference Field

Length
Aviation Reference Number
ARNG Arrange
ARP Aerodrome Reference Point
ARP Air-Report (message type
designator)
ARR Arrive, Arrival
ARS Special Air-Report (message
Type designator)
AS Altostratus
#ASAP As Soon As Possible
429
ATS Air Traffic Services

ATTN Attention
+ AT-VASIS Abbreviated T Visual
Approach Slope Indicator
System (pronounced AY TEE
VASIS)
ATZ
Aerodrome Traffic Zone
AUG August
AUTH Authorised, Authorisation
AUTO
Fully Automated Report

(MET code)
AUW All Up Weight
6 index
8/20/10 12:01 PM
430

CODE
DEFINITION
AUX Auxiliary
AVM Abrupt Vertical Manoeuvres
(by the MIL)
AVBL
Available
AVG
Average
+AVGAS Aviation Gasoline

AWIS Aerodrome Weather
Information Service
AWK Aerial Work
AWS Automatic Weather Station
AWY Airway
AZM Azimuth
B
B
Blue
BCFG Fog Patches

BCN Beacon (aeronautical ground
light)
BCST Broadcast
Base of CTA (used only on
charts)
BDRY Boundary
BECMG Becoming
BFR Before
BKN
DEFINITION
BL Blowing (followed by
DU = dust, SA = sand or SN =
snow)
BLDG Building
BLO Below Clouds
BLW Below
BOMB Bombing
BR Mist
BRF Short (used to indicate type of
approach)
BRG Bearing
BRKG Braking
BS Broadcasting Station
Commercial)
BTL Between Layers
+BASE Cloud Base
BCTA
CODE
Broken (cloud descriptor)
BTN Between
C
0
C Degrees Celsius (Centigrade)
C Centre (Runway)
CA/GRS Certified Air / Ground Radio
Service
CAO Civil Aviation Order
CAR Civil Aviation Regulation
CASA Civil Aviation Safety Authority
+CAT Category
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CAT Clear Air Turbulence

+CAVOK Visibility, cloud and present
weather better than prescribed
values of conditions
#CB Cumulonimbus
CC Cirrocumulus
CCTS Circuits
CEN En Route and Area ATC Unit
CET Clearance Expiry Time
CF Change Frequency To
CFM Confirm, I Confirm
CH Channel
CHTR Charter
CI Cirrus
CIT Near, Over Large Town(s)
CIV Civil
CK Check
C/L Centre Line
CLA Clear type of ice formation
CLBR Calibration
CLD Cloud
CLG Calling
CLIAS Climbing Indicated Airspeed
CLR Clear, Cleared to..., Clearance
CLSD Closed, Close, Closing
CM Centimetre
CMB Climb to or Climbing to
CODE
431
DEFINITION
CMPL Completion, Completed, or

Complete
CMSD Commissioned
CNL
Cancel, Calcelled
CNL Flight Plan cancellation

message
CNS Communications, Navigation
and Surveillance
COM Communications
CONC Concrete
COND Condition
CONS Continuous
CONST Construction, Constructed
CONT Continue(s), Continued
COOR Coordinate, Coordinated
COORD Coordinates
COP
Change-over Point
COR Correct, Corrected, Correction

COS Conical Surface
COT At the Coast, Coastal
COV Cover, Covered, Covering
#CPDLC Controller Pilot Datalink
Communication
CRC
Cyclic Redundancy Check
CRZ Cruise
CS Cirrostratus
CS Call-sign
6 index
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432

CODE
DEFINITION
CODE
#CTA Control Area
DEFINITION
plan clearance and type of
approach)
+CTAF Common Traffic Advisory

Frequency
DEC December
CTC Contact
DEG Degrees
CTL Control
DEP Depart, Departure, Departed,

Departing, Departure Message
CTN Caution
CTR Control Zone
CU Cumulus
CUF Cumuliform
CUST Customs
CVR
Cockpit Voice Recorder
CWY Clearway
DER Departure End of Runway

DES Descend to, Descending to
DEST Destination
+DETRESFA
Distress Phase
DEV Deviation, Deviating

#DF Direction Finder/ Finding
DFDR
Direct FLight Data Recorder
DH
Decision Height
D Danger Area (followed by

identification)
DISP Displaced
DIF Diffuse
DA Decision Altitude
DAP Departure and Approach
Procedures
+ D-ATIS
Data Link Automatic

Terminal Information Service
(pronounced DEE-ATIS)
DCKG Docking
DCMSD Decommissioned
#DCPC
Direct Controller-Pilot
Communications
DCT Direct (in relation to flight
DIST Distance
DIV Diversion, Divert, Diverting
DLA Delay, Delayed
DLIC
Data Link Initiation Capability
DLY
Daily
#DME Distance Measuring Equipment

DNG Danger, Dangerous
DOC Documents
DOM Domestic
DP Dew Point Temperature
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CODE
DEFINITION
DPT Depth
#ELT Emergency Locator Transmitter
#DR Dead Reckoning
EM Emission
DR... Low Drifting (followed by DU

=dust, SN=snow SA = sand
EMBD Embedded in a Layer (to

indicate cumulonimbus
embedded in layers of other
clouds)
DRG During
DS Duststorm
DTAM Descend to And Maintain
DTG Date-Time Group
DTHR Displaced Runway Threshold
DTRT Deteriorate, Deteriorating
DU Dust
DUC
Dense Upper Cloud
EMERG Emergency
ENDCE Endurance
ENE East North-East
ENG Engine
ENR En Route
ENRC En Route Chart (followed by
name/title)
DUR Duration
EOBT Estimated off Blocks Time
D-VOLMET Data Link VOLMET
+EPIRB Electronic Position Indicating

Radio Beacon (marine term)
DVOR Doppler VOR

DZ Drizzle
433
EQPT Equipment
#ERC En Route Chart
+#ERSA En Route Supplement Australia
E East, East Longitude
EST Estimate, estimate as message

type indicator
EAT Expected Approach Time

EB Eastbound
#EET Estimated Elapsed Time
EHF Extremely High Frequency
(30 000 to 300 000 MHZ)
ESE East South-East
#ETA Estimated Time of Arrival,

Estimating Arrival
# ETD Estimated Time of Departure,
Estimating Departure
ELEV Elevation
ETO Estimated Time Over significant

point
ELR Extra Long Range
ETOPS
Extended Range Operations by

6 index
8/20/10 12:01 PM
434

CODE
DEFINITION
Aeroplanes with Two Turbine
Power Units
EV Every
EXC
Except
EXER
Exercises, Exercising, to
Exercise
EXP Expect, Expected, Expecting

EXTD Extend, Extending, Extended
CODE
DEFINITION
FFR Flood, Fire Relief

FG Fog
#FIA Flight Information Area
#FIC Flight Information Centre
#FIR
Flight Information Region
#FIS Flight information Service

FL Flight Level
FLD Field
FLG Flashing
F Fixed (chart symbol)
FLT Flight
FAC Facility, Facilities
FLTCK Flight Check
FAF Final Approach Fix
FLUC Fluctuating, Fluctuation,

Fluctuated
FLR Flares
FAP Final Approach Point

FATO Final Approach and Take-off
Area
FLW Follow(s), Following
+FAX Facsimile Transmission
FM From
FBL Light (used to indicate the

intensity of WX phenomena,
interference or static reports,
eg FBL RA = light rain)
FM From (followed by time weather

change is forecast to begin)
FC Funnel cloud (tornado or water

spout)
FLY Fly, Flying
#FMS
Flight Management System
FMU Flow Management Unit

FN
Fly Neighbourly Area
FCST Forecast
FNA Final Approach
FDPS
FPD Flight Plan Designator
Flight Data Processing System
FEB February
FPL Filed Flight Plan Message
FEW Few (cloud descriptor)
FPM Feet Per Minute
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CODE
DEFINITION
FPR Flight Plan Route
#GBAS
FR Fuel Remaining
#GCA Ground Controlled Approach
FRI Friday
GEN General
FREQ Frequency
GEO Geographic, true
FRNG Firing
GES Ground Earth Station
FRQ Frequent
GFY Glider Flying
#FS Flight Service (in general)
GLD Glider
FSL Full Stop Landing
+GLONASS Global Orbiting Navigation

Satellite System (pronounced
GLO-NAS)
FSP Fish Spotting

FST First
FT Feet
FU Smoke
FXD Fixed
FZ Freezing
#GLS
Goround Based Augmentation
GBAS Landing System
GND Ground
GNDCK Ground Check
GNS Global Navigation System
FZDZ Freezing Drizzle
#GNSS Global Navigation Satellite

System
FZFG Freezing Fog
GP Glide Path
FZL Freezing Level
GP FLG Group Flashing (number) (used

in conjunction with aerodrome
lighting)
FZRA Freezing Rain
435
GPI Glide Path Intercept
#GPS
Global Positioning System
G Green
GR Hail
GRAD
Variation from mean wind

speed (gusts) (MET-used in
METAR/SPECI and TAF code
forms)
GAAP General Aviation Aerodrome

Procedures
Minimum Required Climb

Gradient
+GRASS Grass Landing Area

GRVL
Gravel
GS Groundspeed
6 index
8/20/10 12:01 PM
436

CODE
DEFINITION
CODE
DEFINITION
GS Small Hail and/or Snow Pellets
HOSP Hospital Aircraft
GUND
HPA Hectopascal
Geoid Undulation
HR Hours
H
H
HS Homestead
High pressure are of the centre
of high pressure (MET)
#H24 Continuous day and night

service
HS Service available during hours

of scheduled operations
HSL Hold Short Lights
HURCN Hurricane
HAA Height Above Aerodrome
HVY Heavy
HAT Height Above Threshold

HBN Hazard Beacon
HVY Heavy (used to indicate the

eg HVY RA = heavy rain)
HDG Heading
HX No specific working hours
HDS Hours of Daylight Saving
HYR Higher
HEL Helicopter
HZ Haze
#HF High Frequency (3000 to

30,000 KHZ)
HZ Hertz
HGT Height, Height above

+HIAL High Intensity Approach
Lighting
HIOL High Intensity Obstacle Lighting
HZS Horizontal Surface
HIRL High Intensity Runway Lighting
IAC Instrument Approach Chart

#HJ Sunrise to Sunset
IAF
HLDG Holding
#IAL Instrument Approach and

Landing
HLS Helicopter Landing Site

#HN Sunset to Sunrise
HO Service Available to meet
operational requirements
Initial Approach Fix
IAO In and out of clouds

#IAS Indicated Air Speed
IBN Identification Beacon
6 index
8/20/10 12:01 PM

CODE
DEFINITION
+ICAO International Civil Aviation

Organisation
IC Ice Crystals (MET code)
ICE Icing, Ice
CODE
DEFINITION
+INTER Intermittent, Intermittently

INTL International
INTRG Interrogator
ID Identifier, identify
INTRP Interrupt, Interruption,

Interrupted
+IDENT
INTSF Intensify, Intensifying
Identification
IF Intermediate Fix or
Intermediate Approach Fix
INTST Intensity
#IFF Identification Friend/Foe
+ISA International Standard

Atmosphere
#IFR Instrument Flight Rules
ISB Independent Sideband
#ILS Instrument Landing System
ISOL Isolated
IM Inner Marker
IWI Illuminated Wind Indicator
#IMC Instrument Meteorological

Conditions
IMG Immigration
437
IMPR Improve, Improving,

Improvement
JAN January
IMT Immediate, Immediately
JF
INBD Inbound
JO Monday to Friday except PH
#INC In Cloud
JTST Jet Stream
+INCERFA Uncertainty Phase
JUL July
+INFO Information
JUN June
+J-BAR Jet Barrier

Saturday, Sunday and PH
+INOP Inoperative
#INS Inertial Navigation System
INSTL Install, Installed, Installation
INSTR Instrument
INT Intersection
K
KG Kilograms
KHZ Kilohertz
6 index
8/20/10 12:01 PM
438

CODE
DEFINITION
CODE
DEFINITION
KM Kilometres
LIOL Low Intensity Obstacle Lights
KMH Kilometres per Hour
LIRL Low Intensity Runway Lights
KPA Kilopascals
LJR Low Jet Route
KT Knots
LLN Low Level Navigation

(by the MIL)
KW Kilowatts
LLO Low Level Operations

(by the MIL)
LMT Local Mean Time
L Left (runway identification)

L Low pressure area or the
centre of low pressure (MET)
LOC Locally, Location, Located,

Local
LOE Lane of Entry
LAHSO Land and Hold Short

Operations
+LONG Longitude
LAN Inland
LSALT Lowest Safe Altitude
+LAT Latitude
LTD Limited
LCA
LUL Lowest Usable Level
Locally, Location, Located,

Local
LRG Long Range
LDA Landing Distance Available
LV Light and variable (relating to

the wind)
LDG Landing
LVE Leave, Leaving
LDI Landing Direction Indicator
LVL Level
LEN Length
LYR Layer, Layered
LF Low Frequency (30 to 300

KHZ)
LGT Light, Lighting.
LGTD Lighted
M Metres (preceded by figures)
LIH Light Intensity High
M Mach number (followed by

figures)
LIL Light Intensity Low

LIM Light Intensity Medium
MAE Men and Equipment
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CODE
DEFINITION
MAG Magnetic
MHZ Megahertz
MAHF
MI
Missed Approach Holding Fix
Shallow (MET)
MAINT Maintenance
MIFG Shallow Fog
MAN Manual
MIL Military
MAP Aeronautical Maps and charts
MIN Minutes
MAP
MIOL Medium Intensity Obstacle

Lights
Missed Approach Procedure
MAPT Missed Approach Point

MAR March
MAR At Sea
MATF
Missed Approach Turning Fix
+MAX Maximum
MBST Microburst
MDA Minimum Descent Altitude
MDF Medium Frequency Direction
Finding Station
#MEA Minimum En-route Altitude
MED Medical
MEHT
Minimum Eye Height Over

Threshold
+MET Meteorological, Meteorology

+METAR Aviation routine weather report
(in aeronautical meteorological
code)
METRAD MET Radar
MET REPORT Aviation routine weather
report
MF Medium frequency
(300 to 3000 KHZ)
439
MIRL Medium Intensity Runway

Lights
MISC Miscellaneous
MKR Marker Radio Beacon
MLJ Military Low Jet
MLJR Military Low Jet Route
#MLS Microwave Landing System
MLW Maximum Landing Weight
MM Middle Marker
MNM Minimum
MNT Monitor, Monitoring, Monitored
MNTN Maintain, Maintained,
Maintaining
MO
Meteorological Office
MOA Military Operating Area

MOC Minimum Obstacle Clearance
(required)
MOD Moderate (used to indicate the
interface or static reports, eg
MOD RA = moderate rain)
6 index
8/20/10 12:01 PM
440

CODE
DEFINITION
MON Monday
MON Above Mountains
+MOPS
Minimum Operational
Performance Standards
MOV Move, Moved, Moving,

Movement
CODE
DEFINITION
N
N North, North Latitude
NAIPS National Aeronautical
Information Processing System
NAP Noise Abatement Procedures
MOWP Method of Working Plan
NAT
MPS Meters per Second
NAV Navigation
MRG Medium Range
NAVAID Navigation Aid
MRP ATS/MET Reporting Point
NB Northbound
MS Minus
NBFR Not Before
#MSA Minimum Sector Altitude
NC No Change
MSG Message
NCD
MSL Mean Sea Level

MSSR
Monopulse Secondary
Surveillance Radar
MT Mountain
MTOW Maximum Take-off Weight
MTP Maximum Tyre Pressure
MTW Mountain Waves
MVA Minimum Vector Altitude
MWO Meteorological Watch Office
MX Mixed type of ice formation
(white and clear)
NAVAID Training
No Cloud Detected (by

ceilometer) [used in automated
METAR/SPECI]
#NDB Non Directional Radio Beacon

NDV
No Directional Variation
reporting capability (by
vismeter) [used in automated
METAR/SPECI]
NE North-East
NEG Negative, no, Permission not
granted, or that is not correct
NGT Night
+NIL None
NM Nautical Miles
NML Normal
NNE North North-East
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CODE
DEFINITION
NNW North North-West
OCA Obstacle Clearance Altitude
NOF International NOTAM Office
OCC Occulting (light)
#NOZ
OCNL Occasional, Occasionally
Normal Operating Zone
+NOTAM Notice to Airmen
OCT October
NOV November
#OCTA Outside Control Area
NPA
Non-Precision Approach
#OCTR Outside Control Zone
NR
Number
OFZ Obstacle Free Zone
NS
Nimbostratus
OHD Overhead
NSC Nil Significant Cloud
OK
We agreed, or It is correct
NSW
#OLDI
On Line Data Interchange
Nil Significant weather
NTA No TAF Amendment
OM Outer Marker
NTL
National
#NTZ
No Transgression Zone
OPA Opaque, white type of ice

formation
NVG Night Vision Goggles (by the

MIL)
NW North-West
NXT Next
OPMET Operational Meteorological

OPN Open, Opening,Opened
OPN Operational Notification
Message
OPR Operator, Operate, Operative,
Operating, Operational
OPS Operations
OBS Observe, Observed,

Observation
O/R On Request
OBSC Obscure, Obscured, Obscuring
OTLK Outlook (used in SIGMET

messages for volcanic ash and
tropical cyclones)
OBST Obstacle
OBSTR Obstruction
#OCA Oceanic Control Area
441
OT Other Times
OTP On top

OUBD Outboard
6 index
8/20/10 12:01 PM
442

CODE
DEFINITION
CODE
DEFINITION
OVC Overcast
PILS Practice ILS
OW Over Water
PJE Parachute jumping Exercise

PL Ice Pellets
PLN Flight Plan
P Prohibited Area (followed by

identification)
PLVL Present Level

PN Prior Notice Required
+PAL Pilot Activated Lighting
#PNR Point of No Return
PANS Procedures for Air Navigation

Services
PO Dust Devils
+PAPI Precision Approach Path

Indicator
POSS Possible
PAR Precision Approach Radar

PARL Parallel
PAX Passengers
PBN
Performance-based navigation
PCD Proceed, Proceeding

PCL Pilot Controlled Lighting
#POB Number of persons on Board
#PPI Plan Position Indicator

PPR
Prior Permission Required
PPSN
Present Position
PRD
Prohibited, Restricted and

Danger Areas
PRFG Aerodrome Partially Covered

by fog (MET code)
PCN Pavement Classification

Number
PRI Primary
#PDC Pre-Departure Clearance
PRM Precision Runway Monitoring
PEC Pressure Error Correction
+PROB Probable, Probability
PER
PROC Procedure
Performance
PRKG
Parking
PERM Permanent
PROV Provisional
PH Public Holiday
PS Plus
PFR Preferred Route
PSG Passing
PIB
PSN Position
Pre-flight Information Bulletin
6 index
8/20/10 12:01 PM

CODE
DEFINITION
CODE
DEFINITION
PSP Pierced Steel Plank
+RASC
#PSR
RCA Reach Cruising Altitude
Primary Surveillance Radar
443
Regional AIS System Centre
PTBL Portable
#RCC Rescue Coordination Centre
PTN Procedure Turn
RCH Reach, Reaching
PVT Private
RCL Runway Centre Line
PWR Power
RCLL Runway Centre Line Lights

RDL Radial
RDO Radio
#QNH Altimeter subscale setting to

obtain elevation or altitude
RE Recent (used to qualify weather

phenomena, eg RERA = recent
rain)
QUAD Quadrant
REC Receive, Receiver, Received

REDL Runway Edge Lights
REF Reference to..., Refer to...
R Red
R Restricted Area (followed by
number)
R Right (runway system
identification)
REG Registration
RENL Runway End Lights
REP Report, Reported, Reporting,
Reporting Point
REQ Request, Requested
RA Rain
RERTE Re-Route
RAD
RES Reserve Fuel
Radius
RAFC Regional Area Forecast Centre
RESA
Runway End Safety Area
RAG Ragged
RESTR Restrictions
RAG Runway Arresting Gear
REV Review
+RAIM
Receiver Autonomous Intergity

Monitoring
REC
+RAPIC
Radar Picture (MET)
RFF Rescue and Fire Fighting

Services
Regional Forecasting Centre

(MET)
6 index
8/20/10 12:01 PM
444

CODE
DEFINITION
CODE
DEFINITION
RH Radio Height
RSCD Runway Surface Condition
RHC Right Hand Circuit
RSP Responder Beacon System
RIF Reclearance in flight
RSR En Route Surveillance Radar
+RIS
RTE Route
Rader/ADS-B Information
Service
RL Report Leaving
RTF Radio Telephone
RLA Relay to
RTIL Runway Threshold

Identification Lights
RLLS Runway Lead-in Lighting
RTHL Runway Threshold Light(s)
RMK Remark(s)
RTN Return, Returned, Returning
+RNAV Area Navigation
RTS
RNP
RTZL Runway Touchdown Zone

Lights
Required Navigation
Performance
+ROBEX Regional OPMET Bulletin

Exchanges Recommended
Practices (ICAO)
ROC Rate of Climb
ROD Rate of Descent
+ROFOR Route Forecast (in aeronautical
meteorological code)
RPI Runway Point of Intercept
#RPI
Radar Position Indicator
Return to Service
#RVR Runway Visual Range

RVSM
Reduced Vertical Seperation

Minimum
RWS Runway Strip

RWY Runway
S
S South, South Latitude
RPT Regular Public Transport
SA Sand
RPT
RQ Require(d)
SALS Simple Approach Lighting

System
RQMNTS Requirements
+SAR Search and Rescue
RR Report Reaching
SARPS Standards and Recommended

Practices (ICAO)
Repeat, I Repeat
RSC Rescue Sub-Centre
6 index
8/20/10 12:01 PM

CODE
DEFINITION
+SARTIME Time search action required

SAT Saturday
+SATCOM Satellite Communication
SB Southbound
SC Stratocumulus
SCT Scattered
SDBY Standby
SDC Standard Departure Clearance
SE South East
SEA
Sea (used in connection with

sea-surface temperature and
state of the sea)
SEC Seconds
SECT Section, Sector
+SELCAL Selective Calling System
SEP September
SER Service, Servicing, Served
SEV Severe (used eg. to qualify
icing and turbulence report)
SFC Surface
SFL Sequenced Flashing Lights
SG Snow grains
SH... Showers (followed by RA=rain,
SN=snow, PE=ice pellets,
GR=hail, GS=small hail and/or
snow pellets or combinations
thereof, eg, SHRASN= showers
of rain and snow)
CODE
445
DEFINITION
SHF Super High Frequent (3,000 to

30,000MHZ)
+SID Standard Instrument Departure
SIF Selective Identification
+SIGMET Information concerning en
route weather phenomena
which may affect the safety of
aircraft operations
SIGWX Significant Weather
SIMUL Simultaneous, Simultaneously
SITREP
Situation Report
SKC Sky Clear

+SKED Schedule, Scheduled
SLP Speed Limiting Point
SLW Slow, Slowly
#SMC Surface Movement Control
#SMCV
Surface Movement Control

Vehicles
SMR Surface Movement Radar

SN Snow
+SNOWTAM A special series
NOTAM notifying the presence
or removal of hazardous
conditions due to snow,
ice, slush or standing water
associated with snow, slush and
ice on the movement area
SOC Start of Climb
SOT Start of TORA (take-off)
6 index
8/20/10 12:01 PM
446

CODE
DEFINITION
CODE
DEFINITION
SP Single Pilot
STNR Stationary
SPA Sport Aviation
STODA Supplementary Take-off

distance
+SPECI Aviation Special Weather (in

Aeronautical meteorological
code)
SPFIB Specific Preflight Information
Bulletin
+SPOT Spotwind
SQ Squall
SR Sunrise
SRD Standard Radar Departure
SRG Short range
#SRR Search and rescue region
SRY Secondary
SS Sandstorm
SS Sunset
SSB Single Sideband
STOL Short Take-off and Landing

STS Status
STWL Stopway Light(s)
SUBJ Subject to
SUN Sunday
SUP Supplement (AIP Supplement)
SUPPS Regional Supplementary
Procedures
SVCBL Serviceable
SVY Survey Operations
SW South-West
SWS Soft Wet Surface
SWY Stopway
SSR Secondary Surveillance Radar
SST Supersonic Transport
T Bearing (true)
SSW South South-West
T Temperature
ST Stratus
TA Transition Altitude
STA Straight in Approach
+TAC
+STAR Standard Arrival Route
+TACAN Tactical Air Navigation Aid
STD Standard
+TAF Aerodrome Forecast
STF Stratiform
+TAIL Tailwind
STN Station
TAR Terminal Area Survelliance
SSE South South-East
Terminal Area Chart
6 index
8/20/10 12:01 PM

CODE
DEFINITION
Area
#TAS True Airspeed

+TAT Terminal Area Thunderstorm
Service (meteorological term)
CODE
TIBA
DEFINITION
Traffic Information Broadcasts
by Aircraft
+TIL Until
TIP Until Past (place)
TAX Taxiing, Taxi
TKOF Take-off
TBA To Be Advised
TL
TC Tropical Cyclone
TLW Time Limited WIP (work in

progress)
TCAC
Tropical Cyclone Advisory

Centre
+TCAS (tee-kas) Traffic Alert and

Collision Avoidance System
TCH Threshold Crossing Height
TCTA Trans-continental Control Area
TCU Towering Cumulus
TDO Tornado
TDZ Touchdown Zone
TECR Technical Reason
TEL Telephone
+TEMPO Temporary, Temporarily
TFC Traffic
TFR
Terrain Following Radar

(by the MIL)
447
Until
#TMA Terminal Control Area

TN
Indicator for Minimum

Temperature (MET-used in TAF
code form)
TNA Turn Altitude

TNH Turn Height
TNS Transitional Surface
TOC Top of Climb
TODA Take-off Distance Available
TOP Cloud Top
TORA Take-off Run Available
TP Turning Point
TR Track
TRA Temporary Reserved Airspace
TGL Touch and go Landing
#TRA
Temporary Restricted Area
TGS Taxiing Guidance System
TRAN
Transition
THR Threshold
TRANS Transmits, Transmitter
THRU Through
TRL Transition Level
THU Thursday
TROP Tropopause
6 index
8/20/10 12:01 PM
448

CODE
DEFINITION
TS... Thunderstorm (followed by

RA=rain, SN=snow, PE=ice
pellets, GR=hail, GS=small
hail and/or snow pellets or
combinations thereof eg
TSRASN= thunderstorm with
rain and snow
#TTF Trend Type Forecast
TUE Tuesday
TURB Turbulence
+T-VASIS T Visual Approach Slope
Indicator System (pronounced
TEE-VASIS)
CODE
DEFINITION
#UHF Ultra High Frequency

(300 to 3 000 MHZ)
UIR Upper Flight Information
Region
UL Upper Limits
UNA Unable
UNAP Unable to Approve
UNLC Unlicensed
UNL Unlimited
UNREL Unreliable
UP
Unknown Precipitation
TWR Aerodrome Control Tower,

Aerodrome Control
U/S Unserviceable
TWY Taxiway
#UTC Coordinated Universal Time
UTA Upper Control Area
TWYL Taxiway Link

TX
Indicator for Maximum

Temperature (MET-used in TAF
code form)
TYP Type of Aircraft
V
V
TYPH Typhoon
Variation from mean wind

speed (MET-used in METAR/
SPECI code forms)
VA Volcanic Ash
VAAC
UAB Until Advised By
VAR Magnetic Variation
#UDF UHF Direction Finding Stations

UFN Until Further Notice
+VASIS Visual Approach Slope

Indicator System
UHDT Unable Higher Due Traffic
VCY Vicinity
Volcanic Ash Advisory Centre
VAL In Valleys
6 index
8/20/10 12:01 PM

CODE DEFINITION
VC Vicinity of the aerodrome
(followed by FG=fog,
FC=funnel cloud, PO=dust/
sand whirls, BLDU=blowing
dust, BLSA=blowing sandor
BLSN=blowing snow; eg
VCFG=vicinity fog)
CODE
DEFINITION
W West, West Longitude

W White
#VDF VHF Direction Finding Station
WAC World Aeronautical Chart ICAO 1:1 000 000 (followed by

name/title)
VER Vertical
WAFC World Area Forecast Centre
#VFR Visual Flight Rules
WATIR
#VHF Very High Frequency (30 to 300

MHZ)
WB Westbound
VIA By way of...
WDI Wind Direction Indicator
#VIP Very Important Person
WDSPR Widespread
VIS Visibility
WED Wednesday
VLF Very Low Frequency (3 to 30

MHZ)
WEF With Effect From, Effective

From
VLR Very Long Range
WGS-84
#VMC Visual Meteorological

Conditions
WI Within
VNC
Visual Navigation Cahrt
+VOLMET Meteorological Information for

Aircraft in Flight
#VOR VHF Omni-directional Radio
Range (OMNI)
449
Weather and Terminal

Information Reciter
World Geodetic System-1984
WID Width
WIE With Immediate Effect, Effective
Immediately
+WILCO Will Comply
VRB Variable
WINTEM Forecast upper wind and

temperature at specified points
(in aeronautical met code)
VTC Visual Terminal Chart
WIP Work in Progress
VTOL
Vertical Take-off and Landing
WKN Weaken, Weakening
VV
Vertical Visibility (MET-used in

METAR/SPECI and TAF code
forms)
WNW West North-West

WO Without
6 index
8/20/10 12:01 PM
450

CODE
DEFINITION
WPT Way Point

WRNG Warning
WS Wind Shear
WSW West South-West
WT Weight
WTSPT Water Spout
WWW World Wide Web
WX Weather
X
X Cross
XBAR Crossbar (of approach lighting
system)
XNG Crossing
XS Atmospherics
Y
Y
Yellow
YCZ Yellow Caution Zone

YR Your(s)
Z
Z Coordinated Universal Time (in
meteorological messages)
6 index
8/20/10 12:01 PM
subject and page

A
451
ALTERNATE AERODROMES
ABBREVIATIONS AND ACRONYMS

Accidents and incidents
Acrobatic flight
427
alternate aerodromes
weather conditions
349
91
30
ALTERNATE REQUIREMENTS
27
helicopters
358
ADIZ
321
radio navaids
267
Aerial sporting and

recreational activities
312
AERIS coverage
148
AERIS
147
AERODROME

forecasts
128
frequency response unit
230
markings displaced threshold
83
markings PAPI
229
markings T-VASIS
228
markings weather information service

(AWIS)
206
Aerodromes helicopters, use of
360
AFRU
230
Air-to-air communications
230
AIRCRAFT

call-signs
65
equipment
72
safety
157
speeds
63
transponder
224
weather reports
143
AIREP special
150
AIRMET
145
Airways clearance
271
Alerting the SAR system
368
ALTERNATE REQUIREMENTS

due to facilities
94
VFR alternate minima
92
ALTIMETER

accuracy
214
altimetry general
213
pre flight check
213
transition level
215
Animals carriage
15
Approved observers
143
Area forecasts
127
224
ATIS
203
Availability of meteorological
documentation
122
Aviation forecasts
123
AWIS
206
B
BALLOONING

carriage and use of radio
319
meteorological conditions
320
operations in controlled airspace 320

operations in the vicinity
of aerodromes
319
6 index
8/20/10 12:01 PM
452
subject and page

Before flight responsibilities
pilot in command
Bird strike
Briefing of passengers
9
33
157
C
CA/GRS (Certified air ground
radio service)
Call-signs
231
65
CARRIAGE

balloon operations
of animals
15
of firearms
16
of passengers prohibition
13
of passengers in seats

with dual controls

use of radio
Changes in medical conditions
319
12
319
5
Charts
118
Circuit height helicopters
360
Circuit height
240
Class E airspace
308
Cloud height datum
126
Code weather code

and translation
Communication and navaid
failure
go-around
303
inbound - ground lights
299
inbound lanes
299
outbound
305
speed limitations
298
traffic information
297
transponder requirements
297
two-way communications
301
VMC take-off, en route and landing 298
CONTROLLED AIRSPACE

after take-off
285
airways clearance
271
arrival
288
avoiding controlled airspace
change of levels
277
departure instructions
282
deviation from track
276
76
engine start, push-back and taxi 279

establishment on track
286
frequency change
286
go around procedures
294
holding
283
minimum altitude requirements
288
nomination of runways
281
125
provision of separation
273
selection of circuit direction
282
394
selection of take-off
direction
282
separation minima for take-off
284
take-off procedures
283
tracking requirements
288
visual approach
288
CLASS D

after landing
303
ATIS
300
clearances
303
general information
296
6 index
8/20/10 12:01 PM
subject and page

CONTROLS
testing
164
use in emergencies
164
conversions
67
dual
23
EMERGENCY
pilots at
23
beacon distress
373
235
mercy flights
395
locator transmitters
376
procedures
375
CTAF
D
Daily inspection
161
Danger, prohibited,
and restricted areas
260
Daylight and darkness graphs
112
Declared density charts
100
Defect reporting
Designated remote areas
30
154
Discharge of firearms
16
Disorderly and offensive behaviour
14
Displaced threshold
84
Equipment of aircraft for

VFR flight at night
343
Establishment on track controlled

airspace
286
F
FIREARMS

carriage
16
discharge
16
Flight briefing
169
FLIGHT NOTE
Distress signals
382
Distress beacon
373
contents
200
Diversion from track controlled

airspace
form
201
276
FLIGHT NOTIFICATION
Documents to be carried in aircraft
14
AVFAX
189
Dual controls carriage of passengers
12
contents
192
Dual controls
23
form
191
flight notification
165
NAIPS
169
NVFR
320
Duration of licence
Flight planning preparation
88
Flight reviews PPL
ELT
requirements for VFR
163
453
Flight reviews required helicopter
354
6 index
8/20/10 12:01 PM
454
subject and page

FLIGHTS OVER WATER
HELICOPTER
flights over water
151
358
helicopters
368
circuit height
360
safety equipment
152
flight reviews required
354
208
flights over water
368
28
hot refuelling
356
Flightwatch
Flying over public gatherings
Forced landings
384
Forecasts
123
Formation flying
Frequency change controlled
airspace
instruments required for

VFR flight
357
77
365
286
special VFR
357
use of aerodromes
360
FUEL
low flying
recent experience requirements 355
fuels and oils
16
Helping search and rescue
371
planning
105
Holding controlled airspace
290
requirements
104
G
GLIDING

gliding
operations at registered/certified
aerodromes
312
313
GO AROUND PROCEDURE

controlled airspace
294
Ground operations of engines
21
Ground signals
82
I
Icing
103
Identification procedures
227
Incidents and accidents

Information by pilots
INSTRUMENTS

for flight under VFR
NVFR
209
Hazardous weather
146
72
345
INTER
126
Interception of civil aircraft
323
Internet
188
Intoxicated persons
Hazard alert service
31
209
13
6 index
8/20/10 12:01 PM
subject and page

L
manoeuvres
Lanes of entry
127
automatic weather stations
141
aviation forecasts
123
241
briefing
122
LANDING

area forecasts
299
cloud height datum
126
Licence production
conditions for balloons
320
Licence requirements
conditions observed en-route
Licenced aerodromes parachute

descents at
Light signals
316
82
Lighting NVFR
330
Listening watch
25
Log books
Logs navigation
Low Flying helicopters
Low flying
Lowest safe altitude NVFR
8
27
365
29
335
M
Magnetic tracks cruising levels
Manipulation of propeller
Medical certificate
263
22
5
27
forecasts for flights
123
hazardous weather
146
METAR
141
reports
142
SIGMET
144
significant forecast abbreviations 125

SPECI
141
TEMPO and INTER
126
terminal aerodrome forecast

(TAF)
128
trend type forecast (TTF)
139
Minimum altitude requirements

controlled airspace
288
N
NAIPS
Mercy flights
395
METAR
139
area briefing
172
domestic/ICAO notification
179
location briefing
171
SARTIME notification
177
web briefing
188
METEOROLOGICAL

advices
144
aerodrome categories
129
aerodrome forecasts
128
aircraft weather reports
143
AIREP
150
AIRMET
145
455
NAVIGATION

flights under the VFR
74
logs
27
6 index
8/20/10 12:01 PM
456
subject and page

position fixing
264
radio communication systems
333
track keeping
267
radio navigation systems
334
Night VFR checklist
328
348
Nomination of runways controlled

airspace
281
runway lighting
343
NON-TOWERED AERODROMES

airmanship
239
242
circuit procedures
239
departing the circuit
241
general information
237
hazards
254
night circuits
248
radio carriage
238
radio broadcasts
251
radio unservicability
247
258
taxiing after landing
246
traffic mix
248
transiting flights
246
NOTAM
95
Numerals
38
NVFR

aircraft equipment
343
348
instruments
345
lighting
343
lowest safe altitude (LSALT)
336
private pilot recent

experience requirements
331
qualification for night flying
330
O
Observers approved
143
Obstruction of exits and passageways 24

Offensive and disorderly behaviour
14
Operating near other aircraft
77
Operation of transponders
86
OPERATIONS

controlled airspace
268
in Class E airspace
308
in controlled airspace balloons 316

private
11
special VFR
357
visual flight rules
216
Over water flights
151
Overtaking aircraft
69
P
PAPI
229
PARACHUTE
descents at licenced aerodromes 316

operations in CTAF
316
Parachuting in class C,D & E airspace
315
Passengers carriage prohibition
13
Phonetic alphabet
37
6 index
8/20/10 12:01 PM
subject and page

Phrases
43
PILOT IN COMMAND
charts
118
daily inspection
161
planning of flight
88
110
powers
10
declared density chart(s)
100
responsibility of pilot in command 88
designated remote areas
154
responsibilities before flight
emergency locator transmitters
163
Pilot responsibilities
88
flight information service
Pilots at controls
23
flight notification
165
370
flights over water
151
88
fuel planning
105
265
fuel requirements
104
Powers of pilot in command
10
icing
103
PPL recency requirements
meteorological briefing
122
Precautions before take-off
20
meteorology services
122
213
NAIPS
169
Planning emergency
Planning of flight by pilot in command
Position fixing
Pre-flight altimeter check

Pre-flight information
89
PRE-FLIGHT BRIEFING

AVFAX
189
DECTALK
190
NAIPS
169
PRE-FLIGHT PLANNING

AERIS
206
aerodrome categories
129
aerodrome forecasts
128
aircraft speeds
349
area forecasts
127
78
availability of meteorological
documentation
122
aviation forecasts
123
AWIS
206
briefing of passengers
157
457
88
notification required from

operators
165
128
pre-flight planning
safety precautions before flight
157
significant forecast
abbreviations
124
126
TEMPO and INTER
weather code and translation
125
Pre-flight safety precautions
26
Prevention of collision
69
Private operations
11
Private pilot licence
Production of licence
Propeller manipulation
22
PROVISION OF SEPARATION

controlled airspace
273
Public gatherings flying over
28
6 index
8/20/10 12:01 PM
458
subject and page

Q
Recent experience requirements
Qualification for night flying
330
Refuelling operations
16
Regulation of flight assessment of
78
Reporting of defects
30
Reports meteorological
Radar weather
121
Radar vectoring procedures
227
RADIO

aircraft callsigns
65
amended route or level
36
general phrases
43
ground station callsigns
65
ground vehicles
66
numerals
38
phonetic alphabet
37
read back information
35
route terminology
36
standard words and phrases
35
transmission of numbers
38
Radio calls outbound Class D
253
Radio communication systems

NVFR
333
Radio failure light signals
393
Radio failure procedures
390
Radio requirements pre-flight

planning
90
Radio standard words and phrases
38
Radio telephony procedures
34
Read back information
35
Recency student pilot licence
Recency requirements (PPL)
331
130
Responsibility of pilot in command

before flight
Restricted, prohibited and danger

areas
121
Restrictions on advertising
11
RULES OF THE AIR

formation flying
77
light signals
82
operating near other aircraft
77
operations in the
vicinity of aerodromes
79
overtaking aircraft
69
prevention of collision
69
right of way
69
rules of the air
74
see and avoid
72
time
75
track keeping
76
VFR navigation
74
Runway lighting
348
NVFR alternate requirements
348
S
Safety harnesses and seat belts
23
Safety precautions before flight
25
Safety precautions before take-off
25
6 index
8/20/10 12:01 PM
subject and page

Safety signals
383
Summary of broadcasts
SARTIME and SARWATCH
258
Survival equipment over water flights 152
Seat belts and safety harnesses
24
See and avoid
72
Selection of circuit direction

controlled airspace
282
Selection of circuit direction, separation

minima and height
282
Selection of cruising levels
263
Selection of take-off direction

controlled airspace
282
Separation minima for landing
292
Separation minima for take-off

controlled airspace
284
Separation minima for take-off

uncontrolled airspace
255
SIGMET
144
Signaling emergency
382
Signalling equipment
153
151
over water flights
Signals lights
82
Signals ground
82
Smoking in aircraft
14
SPECI
139
Special VFR helicopters
357
Special VFR
217
Standard words and phrases
35
Starting and ground operations

of engines
21
Starting and running of engines
21
Student pilot licence
Student pilot recency requirements
459
235
T
TAF
128
Take-off and landing reports
98
TAKE-OFF PROCEDURE

controlled airspace
283
Taxi procedures Class D
252
Taxi, push-back and engine

start
279
Taxiing and manoeuvring Class D
305
Taxiing
279
Terminal aerodrome forecast (TAF)
128
Testing of radios
25
Time
108
Track keeping
76
Transition layer
215
Transmission format
35
Transmission of distress
signals
382
Transmission of numbers
38
Transponder emergency codes
225
Trend type forecast (TTF)
139
T-VASIS
228
6 INDEX
8/20/10 12:01 PM
460
subject and page

U
UNICOM
232
Urgency signals
383
Using distress beacons
373
V
VFR determination of visibility
217
VFR navigation requirements
74
VFR track keeping
76
VFR altimeters
214
VFR flights at night
330
VFR instrument serviceability
73
VFR instruments
72
VFR navigation
74
VFR
Vicinity of, in the aerodrome
216
51
Visibility for VFR
217
Visual approach controlled airspace
288
Visual meteorological conditions (VMC) 218
W
Weather code and translation
125
Weather radar
121
Wind shear reporting
147
6 index
8/20/10 12:01 PM
quick reference
461
6 INDEX
8/20/10 12:01 PM
462
quick reference
HIGH KEY
2500 ft AGL
LOW KEY
1500 ft AGL
ENGINE FAILURE POINT

4500 ft AGL
IF TOO LOW
IF TOO HIGH
6 index
8/20/10 12:01 PM
quick reference
463
6 index
8/20/10 12:01 PM
464
light signals to aircraft

SIGNALS FOR THE CONTROL OF AERODROME TRAFFIC
STEADY
FLASHES
STEADY
FLASHES
FLASHES
6 index
8/20/10 12:01 PM
signals
465
SIGNALS FOR THE CONTROL OF AERODROME TRAFFIC

GROUND
SIGNAL
DESCRIPTION
WHERE DISPLAYED MEANING
Horizontal white
dumb-bell
Adjacent to wind
direction indicator
Use only hard

surface movement
areas. Where there
are sealed and
gravel manoeuving
areas, use only the
sealed surfaces.
Where there are
constructed gravel
and natural surface
manoeuving areas,
use only the gravel
surfaces. (See
ERSA FAC for any
local information
relating to the
dumb-bell signal)
White Cross
(i) Adjacent to wind

direction indicator
(i) Aerodrome
completely
unservicable.
(ii) On manoeuvring
area
White Double
Cross
Adjacent to wind
direction indicator
(ii) An aera marked

by a cross or
crosses with the
limit delineated by
markers is unfit for
use by aircraft
Gliding operations
in progress
6 index
8/20/10 12:01 PM
UF
LYIN
GBLIND
Procedures, regulations and airspace

boundaries change regularly. Some may have
changed since this guide was published.
So, if this guide is your sole source of
information, youre flying blind.
Always use current operational charts and
documents, including:
A
eronautical Information Publication (AIP)
or Australian Airway Manual.
E
n route Supplement Australia (ERSA)
or Australian Airway Manual.
Melbourne Visual Terminal Chart (VTC).
NOTAM.
To order AIP, ERSA and

VTC, contact the Airservices
Publications Centre on
1300 306 630.
To order the Australian Airway
Manual contact Jeppesen on
(02) 6120 2999.
To download updates
of this guide, go to
www.casa.gov.au
8/20/10 12:01 PM

Casa VFR Guide

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Casa VFR Guide

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Casa VFR Guide

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What are the requirements for pilots to carry passengers?

What are the requirements for pilots to carry passengers?

What are the requirements for night VFR flights?

What are the requirements for night VFR flights?

visual flight rules guide

VFRG 2010 with mark up 5 final changes B.indd 1

CASA Aviation Safety Promotion

VFRG 2010 with mark up 5 final changes B.indd 2

pilot recency check

1 Take-off and Landing in 6 Months

3 Take-offs and Landings at Night in past 90 days

(TO CARRY PASSENGERS)

VFRG 2010 with mark up 5 final changes B.indd 3

pilot recency check

Do not fly solo

Maps and charts?

Weather forecast and NOTAM

Check CTA and restricted area boundaries.

VFRG 2010 with mark up 5 final changes B.indd 4

pilot recency check

SARTIME flight or CTA

Leave flight note with

Submit SARTIME notification if

CHECK AIRCRAFT AND PERSONAL DOCUMENTS

Aircraft flight manual

PLAN FOR CONTINGENCIES

AIRCRAFT PRE-FLIGHT INSPECTION

VFRG 2010 with mark up 5 final changes B.indd 5

Maintenance release signed

safety promotion products

VFRG 2010 with mark up 5 final changes B.indd 6

THE RULES STRUCTURE

VFRG 2010 with mark up 5 final changes B.indd 7

Starting and Initial Clearance 52

RULES FOR PREVENTION

Overtaking (CAR 160)

Day VFR Equipment

RULES OF THE AIR

Light and Ground Signals

Primary and Secondary Radar 85

section 2 pre-flight planning

VFRG 2010 with mark up 5 final changes B.indd 8

FLIGHTS OVER WATER

DESIGNATED REMOTE AREAS 154

BRIEFING AND NOTIFICATION 165

Controlled Airspace General 268

Prohibited, Restricted, and

VFRG 2010 with mark up 5 final changes B.indd 9

Services Radar Information 3

AERIAL SPORTING AND

General Defence Zone

section 3 operations (continued)

Aircraft Equipment for

section 4 helicopter operations

Flight Reviews Private

section 5 emergency procedures

VFRG 2010 with mark up 5 final changes B.indd 10

SUBJECT AND PAGE

Starting and Initial Clearance 52

Prohibited, Restricted, and

General Defence Zone

Aircraft Equipment for

Flight Reviews Private

the number of persons on the flight, including the operating crew,

the carriage of goods otherwise than for the purposes of trade;

in which a notice is temporarily displayed indicating that smoking is

which is specified in a permanently displayed notice as a period during

CARRIAGE OF ANIMALS (CAR 256A)

the aircraft is a helicopter: