airservices copyright 2012...

AIP Australia GEN 0.1 -- 117 MAR 05

PART 1 -- GENERAL (GEN)

GEN 0.

GEN 0.1 PREFACE

1. NAME OF PUBLISHING AUTHORITY

Pursuant to Air Services Regulation 4.12, the AeronauticalInformation Publication (AIP) Australia is published by theAeronautical Information Service (AIS), Airservices Australia.

2. APPLICABLE ICAO DOCUMENTS

2.1 AIP Australia is prepared in accordance with the Standards andRecommended Practices (SARPS) of the following ICAOdocuments:

Facilitation -- Annex 9Aerodromes -- Annex 14Aeronautical Information Services -- Annex 15Aeronautical Information Services Manual (Doc 8126-AN/872)Aeronautical Charts -- Annex 4Aeronautical Chart Manual (Doc 8697-AN/889/2)

3. AIP AUSTRALIA -- DOCUMENTS INVOLVED

3.1 AIP Australia is provided through the medium of the followingdocuments and charts:

-- AIP Book-- En Route Supplement Australia (ERSA)-- Departures and Approach Procedures (East andWest) -- (DAP EAST & DAP WEST)

-- AIP Supplement (SUP)-- NOTAM-- Aeronautical Information Circular (AIC)-- Terminal Area Chart (TAC)-- En Route Chart (High and Low) -- (ERC-H & ERC-L)-- Planning Chart Australia (PCA)-- Visual Navigation Chart (VNC)-- Visual Terminal Chart (VTC)-- Designated Airspace Handbook -- DAH

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AIP AustraliaGEN 0.1 -- 2 17 MAR 05

3.2 All the documents and charts identified at para 3.1 comprise theIntegrated AIP Package. The primary document is the AIP Bookwhich is supplemented by the other documents and charts.

4. LAY OUT

4.1 The AIP follows the requirements and layout recommended by theInternational Civil Aviation Organisation (ICAO) and, in general, isstructured to accord with ICAO Annex 15, Appendix H and Doc8126-AN/872. However, to facilitate usage, the information hasbeen laid out as described in the following paragraphs.

4.2 Long Term Reference Information

4.2.1 Long Term Reference Information is contained, generally, in theAIP Book and is addressed in three major parts -- General (GEN),En Route (ENR), and Aerodromes (AD). Where operational orplanning information is liable to change at short notice or isdesigned specifically for use in the air, such information iscontained in the documents which are supplementary to the AIPBook. Where required, the AIP Book will refer the reader to theappropriate AIP documentation.

4.3 Short Term and Operational Reference Information

4.3.1 Short Term Reference Information, or information used principallyfor airborne operations, is contained in the documents which aresupplementary to the AIP Book.

4.4 The AIP documents and charts identified at para 3.1 are designedto stand alone to enable users to purchase material and theamendment service relevant to their operation. Users areresponsible for ensuring that their respective publications are keptup to date.

4.5 The rules of the air and air traffic control procedures are, to theextent practicable, incorporated into the main text of the AIP Bookin plain language. Where the subject matter of AIP is related toregulations and orders, the relevant Civil Aviation Regulations(CARs), Civil Aviation Orders (CAOs), Air Services Regulations(ASRs) and Air Navigation Regulations (ANRs) may be cited.

4.6 Throughout the AIP the term “should” implies that all users areencouraged to conform with the applicable procedure. The verbs

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“must” and “shall” are synonymous and mean that the applicableprocedure is mandatory and supported by regulations or orders.The word “must” is preferred over “shall” and is used almostexclusively throughout the AIP Book.

5. LANGUAGE

5.1 AIP Australia is published only in the English language.

6. PROCUREMENT AND DISTRIBUTION

6.1 The AIP, its amendment service, maps, charts, CAOs, CARs andother Australian aviation publications are available from theAirservices Australia PublicationsUnit and authorised distributors-- details of which can be obtained from the Publications Unit,Canberra.

7. ORDERING PUBLICATIONS AND AMENDMENT SERVICES

7.1 Publications and amendment services can be obtained throughany of the following:

a. Mail Order -- by writing to:Airservices Australia Publications UnitLocked Bag 8500CANBERRA ACT 2601

b. Electronic -- orders can be placed at any time using:Telephone: 1300-306-630

(local call -- Australia wide, except frommobile telephone)02-6268 5500 (domestic)+61-2-6268 5500 (international)

Facsimile: 02-6268 5111 (domestic)+61-2-6268 5111 (international)

E-mail [email protected] www.airservicesaustralia.com/publications

c. Personal Purchase -- the location of reseller outlets in eachstate and territory can be obtained from the website identifiedabove.

7.2 Credit Card Facilities

7.2.1 Bankcard, Visa, Mastercard and AMEX facilities are accepted bythe Publications Unit for all purchases.

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AIP AustraliaGEN 0.1 -- 4 3 JUN 10

7.3 Subscriber Change of Address

7.3.1 All subscribers to Airservices Australia aeronauticaldocumentation must advise any change of address for postalpurposes to the Publications Unit by any of themeans identified atpara 7.1.

Note: Mail returned “Address Unknown” suspends the addressrecord of the subscriber, and no further mail will be forwarded untiladvice is received of an address change.

7.3.2 Under CAR 299, all licence holders are also required to adviseCASA in writing of any change of address for the issue of notices.Change of address advice must be signed by the licence holderand may be provided to CASA by FAX +61-2-6217 1664, or bymail address to:

CASAFlight Crew LicensingGPO Box 2005Canberra ACT 2601Australia

8. AMENDMENTS

8.1 Amendments to:-- Aeronautical Information Publication (AIP Book);-- Departure and Approach Procedures (DAP); and-- En Route Supplement Australia (ERSA);

with check lists of all current effective pages of the document, arenormally issued quarterly and always align with an ICAO AIRACeffective date.

8.2 Amendments to:-- Designated Airspace Handbook (DAH); and-- Maps and Charts (other than WAC);

are normally issued twice a year around June and November.

8.3 If there are no amendments required at the established regularinterval, then no amendment document is issued.

8.4 Significant changes are identified by a vertical black line (revisionbar), and deletions have a “D” added to the vertical line.Amendments to a Table of Contents or the Index are not identified

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by a revision bar. New or revised information published in DAPcharts will be advised above the chart margin.

8.5 Amendments to DAH and ERSA are issued as a separatecomplete booklet.

8.6 The originating authority of material to be issued as part of the AIPmust ensure that it is thoroughly checked and coordinated withother services or organisations before it is submitted to AIS. Thisensures that all necessary information has been included and iscorrect in detail before distribution.

9. RELEVANT DOCUMENTS AND CHARTS

9.1 To ensure compliance with CAR 233.(1)(h), a pilot in commandmust have access during flight to appropriate documents andcharts selected from the following:

a. VFR: ERC,WAC, VNC, VTCandERSA for the route beingflown.

b. IFR: ERC, IAL charts and ERSA for the route being flown,and also for the departure, destination and alternate airfields tobe used. In addition, where visual navigation is required, thepilot in commandmust have access to appropriateWAC, VNCor VTC.

Note: Subscription to AIP Amendment Service provides a SUP/AICservice for the period of the Amendment Service subscription.

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AIP AustraliaGEN 0.1 -- 6 23 AUG 12

10. QUERIES ABOUT DOCUMENTATION

10.1 Queries on the technical content of publications, and/oroperational matters, should be referred to CASA (FlyingOperations Branch). The CASA Office telephone number is 131757 (local call -- Australia wide, except from mobile phone).

10.2 Matters of a purely editorial nature should be referred to:Online: www.airservicesaustralia.com/aip/ccardEmail: [email protected]

Facsimile: 02 6268 568961 2 6268 5689

Mail:Business Reply PostPERMIT No 1986 -- CIVIC SQUAREAirservices AustraliaAeronautical Information ServiceGPO Box 367CANBERRA ACT 2601AUSTRALIAAFTN: YSHOYOYX

10.3 Problems. Non-delivery of documents or problems withamendment services should be referred direct to the AirservicesPublications Unit:Telephone: 1300-306-630

(local call -- Australia wide, except from mobilephone)02-6268 5500 (domestic)+61-2-6268 5500 (international)

Email: [email protected]

Fax 02-6268 5111 (domestic)+61-2-6268 5111 (international)

Post: Airservices Australia Publications UnitLocked Bag 8500CANBERRA ACT 2601

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GEN 0.3 RECORD OF AIP SUPPLEMENTS

1. Australian AIP Supplements are promulgated under anAirservices HeadOffice (H) identifier, and given a number which issequential for the year of distribution. For example, the fifth AIPSupplement (SUP) issued in the year 2003 is identified as H5/03.SUPs which are required to be issued with the 28 daysAeronautical Information Regulation and Control (AIRAC) noticeare identified further by “AIRAC” being printed above theidentifying number.

2. A Record of Supplements is published as a “Summary” of allcurrent SUP/AIC for each monthly AIRAC date. This summary isprinted on A5 white paper, and side-drilled for inclusion in an AIPcover. It is distributed each month to all AIP holders andsubscribers to the SUP/AIC package. The SUP/AIC package isavailable, at a nominal cost, from:

Airservices Australia Publications UnitLocked Bag 8500CANBERRA ACT 2601Tel: 1300-306-630 (local call Australia wide, except from

mobile telephone), or61-2-6268 5500 (international)

Fax: 02-6268 511161-2-6268 5111 (international)

E-mail: [email protected]

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AIP Australia GEN 0.4 -- 115 NOV 12

GEN 0.4 CHECKLIST OF AIP PAGES

AMENDMENT LIST 73 -- EFFECTIVE 15 NOV 12

Pages annotated with the symbol “” are new pages for this edition.

Sect Page Date Sect Page Date

Cover 1 & 2 15 NOV 12. . . . . . . . . . . . .

PART 1 -- GENERAL (GEN)

GEN 00.1 1 & 2 17 MAR 05. . . . . . . . . . . . . . .

3 & 4 3 JUN 10. . . . . . . . . . . . . . . . . . . . . . . .5 & 6 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .

0.2 1 & 2 28 JUN 12. . . . . . . . . . . . . . . .

0.3 1 & 2 17 MAR 05. . . . . . . . . . . . . . .

0.4 1 & 2 15 NOV 12. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . . 5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . .

0.5 1 & 2 25 AUG 11. . . . . . . . . . . . . . .

0.6 1 & 2 15 NOV 12. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . . 5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . . 7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . . 9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . .

GEN 11.1 1 & 2 17 NOV 11. . . . . . . . . . . . . . .

3 & 4 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .5 & 6 28 JUN 12. . . . . . . . . . . . . . . . . . . . . . .

1.2 1 & 2 28 JUN 12. . . . . . . . . . . . . . . .3 & 4 17 NOV 11. . . . . . . . . . . . . . . . . . . . . .5 & 6 17 NOV 11. . . . . . . . . . . . . . . . . . . . . .

7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . . 9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . .

11 & 12 17 NOV 11. . . . . . . . . . . . . . . . . . . .13 & 14 17 NOV 11. . . . . . . . . . . . . . . . . . . .15 & 16 17 NOV 11. . . . . . . . . . . . . . . . . . . .

17 & 18 28 JUN 12. . . . . . . . . . . . . . . . . . . . .19 & 20 28 JUN 12. . . . . . . . . . . . . . . . . . . . .21 & 22 28 JUN 12. . . . . . . . . . . . . . . . . . . . .

1.3 1 & 2 28 JUN 12. . . . . . . . . . . . . . . .3 & 4 28 JUN 12. . . . . . . . . . . . . . . . . . . . . . .5 & 6 28 JUN 12. . . . . . . . . . . . . . . . . . . . . . .7 & 8 28 JUN 12. . . . . . . . . . . . . . . . . . . . . . .9 & 10 23 AUG 12. . . . . . . . . . . . . . . . . . . . .11 & 12 28 JUN 12. . . . . . . . . . . . . . . . . . . . .13 & 14 28 JUN 12. . . . . . . . . . . . . . . . . . . . .15 & 16 23 AUG 12. . . . . . . . . . . . . . . . . . . .17 & 18 23 AUG 12. . . . . . . . . . . . . . . . . . . .19 & 20 28 JUN 12. . . . . . . . . . . . . . . . . . . . .21 & 22 28 JUN 12. . . . . . . . . . . . . . . . . . . . .23 & 24 28 JUN 12. . . . . . . . . . . . . . . . . . . . .25 & 26 28 JUN 12. . . . . . . . . . . . . . . . . . . . .27 & 28 28 JUN 12. . . . . . . . . . . . . . . . . . . . .29 & 30 28 JUN 12. . . . . . . . . . . . . . . . . . . . .31 & 32 28 JUN 12. . . . . . . . . . . . . . . . . . . . .33 & 34 28 JUN 12. . . . . . . . . . . . . . . . . . . . .35 & 36 28 JUN 12. . . . . . . . . . . . . . . . . . . . .37 & 38 28 JUN 12. . . . . . . . . . . . . . . . . . . . .39 & 40 28 JUN 12. . . . . . . . . . . . . . . . . . . . .41 & 42 28 JUN 12. . . . . . . . . . . . . . . . . . . . .43 & 44 28 JUN 12. . . . . . . . . . . . . . . . . . . . .45 & 46 28 JUN 12. . . . . . . . . . . . . . . . . . . . .

1.4 1 & 2 28 JUN 12. . . . . . . . . . . . . . . .3 & 4 28 JUN 12. . . . . . . . . . . . . . . . . . . . . . .

1.5 1 & 2 2 JUN 11. . . . . . . . . . . . . . . . .3 & 4 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . . .5 & 6 8 MAR 12. . . . . . . . . . . . . . . . . . . . . . .7 & 8 12 MAR 09. . . . . . . . . . . . . . . . . . . . . .

9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . .

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17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . . 19 & 20 15 NOV 12. . . . . . . . . . . . . . . . . .

1.6 1 & 2 25 NOV 04. . . . . . . . . . . . . . .3 & 4 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .5 & 6 25 AUG 11. . . . . . . . . . . . . . . . . . . . . .7 & 8 25 AUG 11. . . . . . . . . . . . . . . . . . . . . .9 & 10 25 AUG 11. . . . . . . . . . . . . . . . . . . . .11 & 12 25 AUG 11. . . . . . . . . . . . . . . . . . . .

1.7 1 & 2 24 NOV 05. . . . . . . . . . . . . . .

GEN 22.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

2.2 1 & 2 15 NOV 12. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . .

5 & 6 8 MAR 12. . . . . . . . . . . . . . . . . . . . . . .7 & 8 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .9 & 10 23 AUG 12. . . . . . . . . . . . . . . . . . . . .

11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . . 17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . .

19 & 20 8 MAR 12. . . . . . . . . . . . . . . . . . . . . 21 & 22 15 NOV 12. . . . . . . . . . . . . . . . . . 23 & 24 15 NOV 12. . . . . . . . . . . . . . . . . . 25 & 26 15 NOV 12. . . . . . . . . . . . . . . . . .

27 & 28 17 NOV 11. . . . . . . . . . . . . . . . . . . . 29 & 30 15 NOV 12. . . . . . . . . . . . . . . . . . 31 & 32 15 NOV 12. . . . . . . . . . . . . . . . . . 33 & 34 15 NOV 12. . . . . . . . . . . . . . . . . . 35 & 36 15 NOV 12. . . . . . . . . . . . . . . . . . 37 & 38 15 NOV 12. . . . . . . . . . . . . . . . . . 39 & 40 15 NOV 12. . . . . . . . . . . . . . . . . . 41 & 42 15 NOV 12. . . . . . . . . . . . . . . . . 43 & 44 15 NOV 12. . . . . . . . . . . . . . . . . 45 & 46 15 NOV 12. . . . . . . . . . . . . . . . .

2.3 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

2.4 1 & 2 26 AUG 10. . . . . . . . . . . . . . .

2.5 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

2.6 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

2.7 1 & 2 9 JUN 05. . . . . . . . . . . . . . . . . . .3 & 4 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .5 & 6 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .7 & 8 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .

GEN 33.1 1 & 2 23 AUG 12. . . . . . . . . . . . . . .

3 & 4 17 NOV 11. . . . . . . . . . . . . . . . . . . .5 & 6 10 MAR 11. . . . . . . . . . . . . . . . . . . . . .

3.2 1 & 2 18 NOV 10. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . .

5 & 6 18 NOV 10. . . . . . . . . . . . . . . . . . . . . .7 & 8 18 NOV 10. . . . . . . . . . . . . . . . . . . . . .9 & 10 28 JUN 12. . . . . . . . . . . . . . . . . . . . . .

3.3 1 & 2 11 MAR 10. . . . . . . . . . . . . . .3 & 4 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . . .5 & 6 12 MAR 09. . . . . . . . . . . . . . . . . . . . . .7 & 8 18 NOV 10. . . . . . . . . . . . . . . . . . . . . .9 & 10 18 NOV 10. . . . . . . . . . . . . . . . . . . . .11 & 12 18 NOV 10. . . . . . . . . . . . . . . . . . . .13 & 14 18 NOV 10. . . . . . . . . . . . . . . . . . . .15 & 16 18 NOV 10. . . . . . . . . . . . . . . . . . . .

17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . .19 & 20 28 JUN 12. . . . . . . . . . . . . . . . . . . . .21 & 22 28 JUN 12. . . . . . . . . . . . . . . . . . . .23 & 24 28 JUN 12. . . . . . . . . . . . . . . . . . . . .

3.4 1 & 2 8 MAR 12. . . . . . . . . . . . . . . .3 & 4 8 MAR 12. . . . . . . . . . . . . . . . . . . . . . .5 & 6 19 NOV 09. . . . . . . . . . . . . . . . . . . . . .7 & 8 12 MAR 09. . . . . . . . . . . . . . . . . . . . . .9 & 10 19 NOV 09. . . . . . . . . . . . . . . . . . . . .11 & 12 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .13 & 14 28 JUN 12. . . . . . . . . . . . . . . . . . . . .15 & 16 11 MAR 10. . . . . . . . . . . . . . . . . . . .17 & 18 11 MAR 10. . . . . . . . . . . . . . . . . . . .19 & 20 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .21 & 22 28 JUN 12. . . . . . . . . . . . . . . . . . . . .23 & 24 28 JUN 12. . . . . . . . . . . . . . . . . . . . .

25 & 26 15 NOV 12. . . . . . . . . . . . . . . . . .27 & 28 28 JUN 12. . . . . . . . . . . . . . . . . . . . .29 & 30 28 JUN 12. . . . . . . . . . . . . . . . . . . . .31 & 32 28 JUN 12. . . . . . . . . . . . . . . . . . . . .33 & 34 28 JUN 12. . . . . . . . . . . . . . . . . . . . .35 & 36 8 MAR 12. . . . . . . . . . . . . . . . . . . . .37 & 38 8 MAR 12. . . . . . . . . . . . . . . . . . . . .39 & 40 11 MAR 10. . . . . . . . . . . . . . . . . . . .41 & 42 23 AUG 12. . . . . . . . . . . . . . . . . . . .

43 & 44 15 NOV 12. . . . . . . . . . . . . . . . . .45 & 46 23 AUG 12. . . . . . . . . . . . . . . . . . . .47 & 48 23 AUG 12. . . . . . . . . . . . . . . . . . . .49 & 50 23 AUG 12. . . . . . . . . . . . . . . . . . . .

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AIP Australia 15 NOV 12

51 & 52 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .53 & 54 10 MAR 11. . . . . . . . . . . . . . . . . . . .

55 & 56 15 NOV 12. . . . . . . . . . . . . . . . . . 57 & 58 15 NOV 12. . . . . . . . . . . . . . . . . .

59 & 60 28 JUN 12. . . . . . . . . . . . . . . . . . . . .61 & 62 17 NOV 11. . . . . . . . . . . . . . . . . . . .63 & 64 10 MAR 11. . . . . . . . . . . . . . . . . . . .65 & 66 28 JUN 12. . . . . . . . . . . . . . . . . . . . .67 & 68 17 NOV 11. . . . . . . . . . . . . . . . . . . .

69 & 70 15 NOV 12. . . . . . . . . . . . . . . . . .71 & 72 17 NOV 11. . . . . . . . . . . . . . . . . . . .

73 & 74 15 NOV 12. . . . . . . . . . . . . . . . . .75 & 76 26 AUG 10. . . . . . . . . . . . . . . . . . . .77 & 78 26 AUG 10. . . . . . . . . . . . . . . . . . . .79 & 80 26 AUG 10. . . . . . . . . . . . . . . . . . . .81 & 82 26 AUG 10. . . . . . . . . . . . . . . . . . . .83 & 84 26 AUG 10. . . . . . . . . . . . . . . . . . . .85 & 86 26 AUG 10. . . . . . . . . . . . . . . . . . . .87 & 88 26 AUG 10. . . . . . . . . . . . . . . . . . . .89 & 90 26 AUG 10. . . . . . . . . . . . . . . . . . . .91 & 92 26 AUG 10. . . . . . . . . . . . . . . . . . . .93 & 94 26 AUG 10. . . . . . . . . . . . . . . . . . . .95 & 96 26 AUG 10. . . . . . . . . . . . . . . . . . . .97 & 98 26 AUG 10. . . . . . . . . . . . . . . . . . . .99 & 100 26 AUG 10. . . . . . . . . . . . . . . . . . .101 & 102 26 AUG 10. . . . . . . . . . . . . . . . .103 & 104 26 AUG 10. . . . . . . . . . . . . . . . . .105 & 106 17 NOV 11. . . . . . . . . . . . . . . . . .107 & 108 18 NOV 10. . . . . . . . . . . . . . . . . .109 & 110 18 NOV 10. . . . . . . . . . . . . . . . .

3.5 1 & 2 23 AUG 12. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . .

5 & 6 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .7 & 8 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .9 & 10 17 NOV 11. . . . . . . . . . . . . . . . . . . . .11 & 12 28 JUN 12. . . . . . . . . . . . . . . . . . . . .

13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . .

17 & 18 18 NOV 10. . . . . . . . . . . . . . . . . . . .19 & 20 18 NOV 10. . . . . . . . . . . . . . . . . . . .

21 & 22 15 NOV 12. . . . . . . . . . . . . . . . . . 23 & 24 15 NOV 12. . . . . . . . . . . . . . . . . .

25 & 26 18 NOV 10. . . . . . . . . . . . . . . . . . . .27 & 28 10 MAR 11. . . . . . . . . . . . . . . . . . . .29 & 30 26 AUG 10. . . . . . . . . . . . . . . . . . . .

31 & 32 17 NOV 11. . . . . . . . . . . . . . . . . . . .33 & 34 10 MAR 11. . . . . . . . . . . . . . . . . . . .35 & 36 8 MAR 12. . . . . . . . . . . . . . . . . . . . .37 & 38 28 JUN 12. . . . . . . . . . . . . . . . . . . . .39 & 40 10 MAR 11. . . . . . . . . . . . . . . . . . . .41 & 42 17 NOV 11. . . . . . . . . . . . . . . . . . . .43 & 44 25 AUG 11. . . . . . . . . . . . . . . . . . . .45 & 46 13 MAR 08. . . . . . . . . . . . . . . . . . . .47 & 48 13 MAR 08. . . . . . . . . . . . . . . . . . . .49 & 50 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .51 & 52 25 AUG 11. . . . . . . . . . . . . . . . . . . .53 & 54 20 NOV 08. . . . . . . . . . . . . . . . . . . .55 & 56 13 MAR 08. . . . . . . . . . . . . . . . . . . .

3.6 1 & 2 25 NOV 04. . . . . . . . . . . . . . .3 & 4 31 AUG 06. . . . . . . . . . . . . . . . . . . . . .5 & 6 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . . .7 & 8 11 MAR 10. . . . . . . . . . . . . . . . . . . . . .9 & 10 25 NOV 04. . . . . . . . . . . . . . . . . . . . .

GEN 44.1 1 & 2 23 AUG 12. . . . . . . . . . . . . . .

3 & 4 20 NOV 08. . . . . . . . . . . . . . . . . . . . . .

4.2 1 & 2 25 AUG 11. . . . . . . . . . . . . . .3 & 4 25 AUG 11. . . . . . . . . . . . . . . . . . . . . .5 & 6 25 AUG 11. . . . . . . . . . . . . . . . . . . . . .

PART 2 -- EN ROUTE (ENR)

ENR 0 0.6 1 & 2 15 NOV 12. . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . . 5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . . 7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . .

9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . .

ENR 11.1 1 & 2 23 AUG 12. . . . . . . . . . . . . . .

3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . 5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . . 7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . . 9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . .

13 & 14 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .15 & 16 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .

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17 & 18 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .19 & 20 18 NOV 10. . . . . . . . . . . . . . . . . . . .21 & 22 18 NOV 10. . . . . . . . . . . . . . . . . . . .23 & 24 10 MAR 11. . . . . . . . . . . . . . . . . . . .25 & 26 3 JUN 10. . . . . . . . . . . . . . . . . . . . . .27 & 28 3 JUN 10. . . . . . . . . . . . . . . . . . . . . .29 & 30 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .31 & 32 25 AUG 11. . . . . . . . . . . . . . . . . . . .

33 & 34 15 NOV 12. . . . . . . . . . . . . . . . . . 35 & 36 15 NOV 12. . . . . . . . . . . . . . . . . . 37 & 38 15 NOV 12. . . . . . . . . . . . . . . . . . 39 & 40 15 NOV 12. . . . . . . . . . . . . . . . . . 41 & 42 15 NOV 12. . . . . . . . . . . . . . . . . .

43 & 44 23 AUG 12. . . . . . . . . . . . . . . . . . . .45 & 46 23 AUG 12. . . . . . . . . . . . . . . . . . . .47 & 48 8 MAR 12. . . . . . . . . . . . . . . . . . . . .49 & 50 8 MAR 12. . . . . . . . . . . . . . . . . . . . .51 & 52 8 MAR 12. . . . . . . . . . . . . . . . . . . . .53 & 54 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .55 & 56 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .57 & 58 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .59 & 60 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .61 & 62 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .

63 & 64 15 NOV 12. . . . . . . . . . . . . . . . . . 65 & 66 15 NOV 12. . . . . . . . . . . . . . . . . .

67 & 68 25 AUG 11. . . . . . . . . . . . . . . . . . . . 69 & 70 15 NOV 12. . . . . . . . . . . . . . . . . .

71 & 72 17 NOV 11. . . . . . . . . . . . . . . . . . . . 73 & 74 15 NOV 12. . . . . . . . . . . . . . . . . .

75 & 76 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .77 & 78 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .79 & 80 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .81 & 82 8 MAR 12. . . . . . . . . . . . . . . . . . . . .83 & 84 8 MAR 12. . . . . . . . . . . . . . . . . . . . .85 & 86 8 MAR 12. . . . . . . . . . . . . . . . . . . . .87 & 88 8 MAR 12. . . . . . . . . . . . . . . . . . . . .89 & 90 8 MAR 12. . . . . . . . . . . . . . . . . . . . .91 & 92 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .93 & 94 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .

95 & 96 15 NOV 12. . . . . . . . . . . . . . . . . .97 & 98 23 AUG 12. . . . . . . . . . . . . . . . . . . .99 & 100 23 AUG 12. . . . . . . . . . . . . . . . . . .

101 & 102 15 NOV 12. . . . . . . . . . . . . . . . 103 & 104 15 NOV 12. . . . . . . . . . . . . . . . 105 & 106 15 NOV 12. . . . . . . . . . . . . . . 107 & 108 15 NOV 12. . . . . . . . . . . . . . . .

109 & 110 15 NOV 12. . . . . . . . . . . . . . . . 111 & 112 15 NOV 12. . . . . . . . . . . . . . . .

1.2 1 & 2 2 JUN 11. . . . . . . . . . . . . . . . .3 & 4 18 NOV 10. . . . . . . . . . . . . . . . . . . . . .5 & 6 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .7 & 8 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .

1.3 1 & 2 15 NOV 12. . . . . . . . . . . . . . .

1.4 1 & 2 8 MAR 12. . . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . . 5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . . 7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . . 9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . . 17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . . 19 & 20 15 NOV 12. . . . . . . . . . . . . . . . . .

1.5 1 & 2 17 NOV 11. . . . . . . . . . . . . . .3 & 4 17 NOV 11. . . . . . . . . . . . . . . . . . . . . .5 & 6 8 MAR 12. . . . . . . . . . . . . . . . . . . . . . .7 & 8 17 NOV 11. . . . . . . . . . . . . . . . . . . . . .

9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 &16 15 NOV 12. . . . . . . . . . . . . . . . . . 17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . . 19 & 20 15 NOV 12. . . . . . . . . . . . . . . . . . 21 & 22 15 NOV 12. . . . . . . . . . . . . . . . . . 23 & 24 15 NOV 12. . . . . . . . . . . . . . . . . . 25 & 26 15 NOV 12. . . . . . . . . . . . . . . . . . 27 & 28 15 NOV 12. . . . . . . . . . . . . . . . . . 29 & 30 15 NOV 12. . . . . . . . . . . . . . . . . . 31 & 32 15 NOV 12. . . . . . . . . . . . . . . . . . 33 & 34 15 NOV 12. . . . . . . . . . . . . . . . . . 35 & 36 15 NOV 12. . . . . . . . . . . . . . . . . . 37 & 38 15 NOV 12. . . . . . . . . . . . . . . . . . 39 & 40 15 NOV 12. . . . . . . . . . . . . . . . . . 41 & 42 15 NOV 12. . . . . . . . . . . . . . . . . . 43 & 44 15 NOV 12. . . . . . . . . . . . . . . . . . 45 & 46 15 NOV 12. . . . . . . . . . . . . . . . . .

47 & 48 8 MAR 12. . . . . . . . . . . . . . . . . . . . .49 & 50 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .51 & 52 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .

1.6 1 & 2 3 JUN 10. . . . . . . . . . . . . . . . . . 3 & 4 15 NOV 12. . . . . . . . . . . . . . . . . . . .

5 & 6 5 JUN 08. . . . . . . . . . . . . . . . . . . . . . . .

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GEN 0.4 -- 5


AIP Australia 15 NOV 12

7 & 8 18 NOV 10. . . . . . . . . . . . . . . . . . . . . .9 & 10 8 MAR 12. . . . . . . . . . . . . . . . . . . . . .

1.7 1 & 2 25 NOV 04. . . . . . . . . . . . . . .3 & 4 10 MAR 11. . . . . . . . . . . . . . . . . . . . . .5 & 6 17 NOV 11. . . . . . . . . . . . . . . . . . . . . .

7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . .9 & 10 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . .11 & 12 10 MAR 11. . . . . . . . . . . . . . . . . . . .

1.8 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

1.9 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

1.10 1 & 2 15 NOV 12. . . . . . . . . . . . . .3 & 4 25 AUG 11. . . . . . . . . . . . . . . . . . . . . .

5 & 6 15 NOV 12. . . . . . . . . . . . . . . . . . . . 7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . . 9 & 10 15 NOV 12. . . . . . . . . . . . . . . . . . . 11 & 12 15 NOV 12. . . . . . . . . . . . . . . . . . 13 & 14 15 NOV 12. . . . . . . . . . . . . . . . . . 15 & 16 15 NOV 12. . . . . . . . . . . . . . . . . . 17 & 18 15 NOV 12. . . . . . . . . . . . . . . . . . 19 & 20 15 NOV 12. . . . . . . . . . . . . . . . . . 21 & 22 15 NOV 12. . . . . . . . . . . . . . . . . . 23 & 24 15 NOV 12. . . . . . . . . . . . . . . . . . 25 & 26 15 NOV 12. . . . . . . . . . . . . . . . . . 27 & 28 15 NOV 12. . . . . . . . . . . . . . . . . . 29 & 30 15 NOV 12. . . . . . . . . . . . . . . . . .

1.11 1 & 2 25 NOV 04. . . . . . . . . . . . . .

1.12 1 & 2 25 NOV 04. . . . . . . . . . . . . .3 & 4 5 JUN 08. . . . . . . . . . . . . . . . . . . . . . . .5 & 6 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .7 & 8 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .9 & 10 20 NOV 08. . . . . . . . . . . . . . . . . . . . .

1.13 1 & 2 25 NOV 04. . . . . . . . . . . . . .

1.14 1 & 2 18 NOV 10. . . . . . . . . . . . . .3 & 4 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .5 & 6 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .7 & 8 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .9 & 10 1 SEP 05. . . . . . . . . . . . . . . . . . . . . . .

ENR 22.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

2.2 1 & 2 11 MAR 10. . . . . . . . . . . . . . . . .3 & 4 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .5 & 6 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .

7 & 8 15 NOV 12. . . . . . . . . . . . . . . . . . . .

ENR 33.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

3.2 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

3.3 1 & 2 15 NOV 12. . . . . . . . . . . . . . .

3.4 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

3.5 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

3.6 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

ENR 44.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

4.2 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

4.3 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

4.4 1 & 2 3 JUN 10. . . . . . . . . . . . . . . . .

ENR 55.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

5.2 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

5.3 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

5.4 1 & 2 10 MAR 11. . . . . . . . . . . . . . .

5.5 1 & 2 26 AUG 10. . . . . . . . . . . . . . .3 & 4 26 AUG 10. . . . . . . . . . . . . . . . . . . . . .5 & 6 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .7 & 8 23 AUG 12. . . . . . . . . . . . . . . . . . . . . .9 & 10 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . .

5.6 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

ENR 66.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

PART 3 -- AERODROME (AD)

AD 00.6 1 & 2 23 AUG 12. . . . . . . . . . . . . . . . .

AD 11.1 1 & 2 9 JUN 05. . . . . . . . . . . . . . . . . . .

3 & 4 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .5 & 6 25 NOV 04. . . . . . . . . . . . . . . . . . . . . .7 & 8 23 NOV 06. . . . . . . . . . . . . . . . . . . . . .9 & 10 2 JUN 11. . . . . . . . . . . . . . . . . . . . . . .11 & 12 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .13 & 14 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .15 & 16 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .17 & 18 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .19 & 20 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .

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21 & 22 25 NOV 04. . . . . . . . . . . . . . . . . . . .23 & 24 23 AUG 12. . . . . . . . . . . . . . . . . . . .25 & 26 23 AUG 12. . . . . . . . . . . . . . . . . . . .27 & 28 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .29 & 30 2 JUN 11. . . . . . . . . . . . . . . . . . . . . .31 & 32 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .33 & 34 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .35 & 36 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .37 & 38 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .39 & 40 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .41 & 42 4 JUN 09. . . . . . . . . . . . . . . . . . . . . .43 & 44 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .45 & 46 5 JUN 08. . . . . . . . . . . . . . . . . . . . . .47 & 48 23 AUG 12. . . . . . . . . . . . . . . . . . . .49 & 50 23 AUG 12. . . . . . . . . . . . . . . . . . . .51 & 52 8 MAR 12. . . . . . . . . . . . . . . . . . . . .

53 & 54 8 MAR 12. . . . . . . . . . . . . . . . . . . . .55 & 56 8 MAR 12. . . . . . . . . . . . . . . . . . . . .57 & 58 8 MAR 12. . . . . . . . . . . . . . . . . . . . .

1.2 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

1.3 1 & 2 26 AUG 10. . . . . . . . . . . . . . .

1.4 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

AD 22.1 1 & 2 18 NOV 10. . . . . . . . . . . . . . .

AD 33.1 1 & 2 25 NOV 04. . . . . . . . . . . . . . .

INDEX INDEX 1 -- 50 15 NOV 12. . . . . . . . . . . .

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GEN 0.5 LIST OF HAND AMENDMENTS

1. As a matter of principle, this document does not normally requirehandwrittenamendment. Nevertheless, toalleviateprintingcosts,minor editorial changes are notified on this page, but will not beactioned as formal amendments until they can be accommodatedwith a significant change to the relevant section(s). Inclusion ofmanuscript amendments is, therefore, at the AIP holder’sdiscretion.

2. Current minor amendments are: NIL

D

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INTENTIONALLY BLANK

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GEN 0.6 TABLE OF CONTENTS TO PART 1 -- GEN

GEN 0. GEN 0.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PART 1 -- GENERAL (GEN) GEN 0.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 0.1 PREFACE GEN 0.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. NAME OF PUBLISHING AUTHORITY GEN 0.1 -- 1. . . . . . . . .2. APPLICABLE ICAO DOCUMENTS GEN 0.1 -- 1. . . . . . . . . . . .3. AIP AUSTRALIA -- DOCUMENTS INVOLVED GEN 0.1 -- 1. . .4. LAY OUT GEN 0.1 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. LANGUAGE GEN 0.1 -- 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6. PROCUREMENT AND DISTRIBUTION GEN 0.1 -- 3. . . . . . . .7. ORDERING PUBLICATIONS AND

AMENDMENT SERVICES GEN 0.1 -- 3. . . . . . . . . . . . . . . . . . . .7.2 Credit Card Facilities GEN 0.1 -- 3. . . . . . . . . . . . . . . . . . .7.3 Subscriber Change of Address GEN 0.1 -- 4. . . . . . . . . . .

8. AMENDMENTS GEN 0.1 -- 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9. RELEVANT DOCUMENTS AND CHARTS GEN 0.1 -- 5. . . . . .10. QUERIES ABOUT DOCUMENTATION GEN 0.1 -- 6. . . . . . . . .

GEN 0.2 RECORD OF AMENDMENTS GEN 0.2 -- 1. . . . . . . . . . . . . . . . .

GEN 0.3 RECORD OF AIP SUPPLEMENTS GEN 0.3 -- 1. . . . . . . . . . . .

GEN 0.4 CHECKLIST OF AIP PAGES GEN 0.4 -- 1. . . . . . . . . . . . . . . . . .

GEN 0.5 LIST OF HAND AMENDMENTS GEN 0.5 -- 1. . . . . . . . . . . . . . .

GEN 0.6 TABLE OF CONTENTS TO PART 1 -- GEN GEN 0.6 -- 1. . . . .

GEN 1. NATIONAL REGULATIONSAND REQUIREMENTS GEN 1.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 1.1 DESIGNATED AUTHORITIES GEN 1.1 -- 1. . . . . . . . . . . . . . . .1. INTRODUCTION GEN 1.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .2. DESIGNATED AUTHORITIES GEN 1.1 -- 2. . . . . . . . . . . . . . . . .

GEN 1.2 ENTRY, TRANSIT ANDDEPARTURE OF AIRCRAFT GEN 1.2 -- 1. . . . . . . . . . . . . .

1. ENTRY, TRANSIT ANDDEPARTURE OF INTERNATIONAL FLIGHTS GEN 1.2 -- 1. .

1.1 Preamble GEN 1.2 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.2 Scheduled International Commercial Services by

Foreign Aircraft of Contracting States toThe Chicago Convention GEN 1.2 -- 2. . . . . . . . . . . . . . . .

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1.3 Non-Scheduled International Commercial Servicesby Foreign Aircraft of Contracting States toThe Chicago Convention GEN 1.2 -- 4. . . . . . . . . . . . . . . .

1.4 Non-Scheduled International CommercialServices by Australian Aircraft GEN 1.2 -- 6. . . . . . . . . . .

1.5 Non-Scheduled International Commercial Services byAustralian Non-Contracting States and ContractingStates which do not Require Prior Approval --DIT only GEN 1.2 -- 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.6 International Flights by Foreign Aircraft not PossessingNationality of Contracting State toThe Chicago Convention GEN 1.2 -- 8. . . . . . . . . . . . . . . .

1.7 Flights by Foreign “State Aircraft” GEN 1.2 -- 8. . . . . . . . .1.8 International Private Flights GEN 1.2 -- 10. . . . . . . . . . . . . .1.9 Provision for Entry of Foreign Aircraft

Engaged in Search and Rescue (SAR) GEN 1.2 -- 12. . . .1.10 Aviation Security GEN 1.2 -- 13. . . . . . . . . . . . . . . . . . . . . . .1.11 Foreign Clearances -- Australian Aircraft GEN 1.2 -- 15. . .1.12 Aircraft on International Flights to

Comply with Laws GEN 1.2 -- 15. . . . . . . . . . . . . . . . . . . . . .1.13 Section 22 of the Civil Aviation Act 1988 GEN 1.2 -- 15. . .1.14 Aircraft: Noise Operating Restrictions GEN 1.2 -- 16. . . . .1.15 Australian Operational Documents Available to Pilots

Licensed by Another State Proposing toVisit Australia GEN 1.2 -- 17. . . . . . . . . . . . . . . . . . . . . . . . . .

2. DESIGNATED INTERNATIONALAIRPORTS -- AUSTRALIA GEN 1.2 -- 18. . . . . . . . . . . . . . . . . .

2.1 Major International Airports GEN 1.2 -- 18. . . . . . . . . . . . . .2.2 Restricted Use International Airports GEN 1.2 -- 18. . . . . .2.3 Alternate Airports to International Airports GEN 1.2 -- 20.2.4 International Non-Scheduled Flight Airports GEN 1.2 -- 222.5 External Territory International Airport GEN 1.2 -- 22. . . . .

GEN 1.3 ENTRY, TRANSIT AND DEPARTURE OFPASSENGERS AND CREW GEN 1.3 -- 1. . . . . . . . . . . . . . . .

1. INTRODUCTION GEN 1.3 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .2. SUMMARY OF DOCUMENTS TO BE PRESENTED BY

PILOT IN COMMAND OR AUTHORISED AGENT GEN 1.3 -- 12.1 At First Airport of Call in Australia GEN 1.3 -- 1. . . . . . . . .2.2 At Airports other than First

Airport of Call in Australia GEN 1.3 -- 2. . . . . . . . . . . . . . . .

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2.3 At First Airport of Departure from Australia GEN 1.3 -- 3.2.4 Department of Agriculture, Fisheries and

Forestry (DAFF) Biosecurity Requirements GEN 1.3 -- 33. IMMIGRATION/EMIGRATION REQUIREMENTS GEN 1.3 -- 8

3.1 General GEN 1.3 -- 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.2 Advance Passenger Processing (APP)

reporting of passengers and crew GEN 1.3 -- 9. . . . . . . .3.3 Inwards Clearance -- Passports or other

Travel Document GEN 1.3 -- 10. . . . . . . . . . . . . . . . . . . . . . .3.4 Visa Requirements GEN 1.3 -- 11. . . . . . . . . . . . . . . . . . . . .3.5 Returning Non-citizen Permanent

Residents of Australia GEN 1.3 -- 15. . . . . . . . . . . . . . . . . . .3.6 Incoming Passenger Cards GEN 1.3 -- 16. . . . . . . . . . . . . .3.7 Examination of Crew and Passengers GEN 1.3 -- 16. . . . .3.8 Outwards Clearance -- Documentation GEN 1.3 -- 17. . . .

4. CUSTOMS AND BORDERPROTECTION REQUIREMENTS GEN 1.3 -- 17. . . . . . . . . . . . . .

4.1 Inward Clearance -- Documentation GEN 1.3 -- 17. . . . . . .4.2 Examination of Crew and Passengers GEN 1.3 -- 18. . . . .4.3 Outward Clearance -- Documentation GEN 1.3 -- 19. . . . .4.4 Currency GEN 1.3 -- 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5 Passenger Examination GEN 1.3 -- 21. . . . . . . . . . . . . . . . .4.6 Passenger Movement Charge (PMC) GEN 1.3 -- 21. . . . .4.7 Customs and Border Protection Publications GEN 1.3 -- 21

5. TRANSIT PASSENGERS -- CLEARANCE REQUIREMENTSAND PROCEDURES WITHIN AUSTRALIA GEN 1.3 -- 21. . . . .

5.1 Immigration Requirements GEN 1.3 -- 21. . . . . . . . . . . . . . .5.2 Customs and Border Protection Requirements --

Transit Passengers Proceeding onthe Same Aircraft GEN 1.3 -- 22. . . . . . . . . . . . . . . . . . . . . . .

5.3 Customs and Border Protection Requirements --Transit Passengers Proceeding onAnother Aircraft GEN 1.3 -- 22. . . . . . . . . . . . . . . . . . . . . . . .

5.4 Customs and Border Protection Requirements --Personal Hand Baggage GEN 1.3 -- 22. . . . . . . . . . . . . . . .

6. LANDINGS AT DESIGNATED ALTERNATE AIRPORTS ORELSEWHERE THAN AT DESIGNATED INTERNATIONALAIRPORTS WITHIN AUSTRALIA GEN 1.3 -- 23. . . . . . . . . . . . . .

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6.1 General GEN 1.3 -- 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7. LANDINGS MADE AT DESIGNATED ALTERNATE

AIRPORTS TO INTERNATIONAL AIRPORTS GEN 1.3 -- 23. . .7.1 Designated Alternate Airports to

International Airports GEN 1.3 -- 23. . . . . . . . . . . . . . . . . . . .7.2 Alice Springs Airport GEN 1.3 -- 24. . . . . . . . . . . . . . . . . . . .7.3 Avalon Airport GEN 1.3 -- 24. . . . . . . . . . . . . . . . . . . . . . . . .7.4 Canberra Airport GEN 1.3 -- 25. . . . . . . . . . . . . . . . . . . . . . .7.5 Coffs Harbour Airport GEN 1.3 -- 25. . . . . . . . . . . . . . . . . . .7.6 Gold Coast Airport GEN 1.3 -- 26. . . . . . . . . . . . . . . . . . . . . .7.7 Kalgoorlie Airport GEN 1.3 -- 26. . . . . . . . . . . . . . . . . . . . . . .7.8 Launceston Airport GEN 1.3 -- 27. . . . . . . . . . . . . . . . . . . . .7.9 Learmonth Airport GEN 1.3 -- 27. . . . . . . . . . . . . . . . . . . . . .7.10 Port Hedland Airport GEN 1.3 -- 28. . . . . . . . . . . . . . . . . . . .7.11 Rockhampton Airport GEN 1.3 -- 28. . . . . . . . . . . . . . . . . . .7.12 Tindal Airport GEN 1.3 -- 29. . . . . . . . . . . . . . . . . . . . . . . . . .7.13 Townsville Airport GEN 1.3 -- 29. . . . . . . . . . . . . . . . . . . . . .

8. LANDING MADE OTHER THAN AT DESIGNATEDALTERNATE AIRPORT GEN 1.3 -- 29. . . . . . . . . . . . . . . . . . . . . .

9. CHARTER FLIGHTS --GUIDELINES FOR CLEARANCE GEN 1.3 -- 30. . . . . . . . . . . . . .

9.1 General GEN 1.3 -- 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9.2 Arrival/Departure at International Airports GEN 1.3 -- 30. .9.3 Arrival/Departure at Non-International Airports,

and Restricted Use International Airports GEN 1.3 -- 31. .9.4 Processing of the Application GEN 1.3 -- 32. . . . . . . . . . . .

10. DESIGNATED INTERNATIONAL AIRPORTS -- AUSTRALIANEXTERNAL TERRITORIES -- ENTRY AND DEPARTUREREQUIREMENTS AND PROCEDURES GEN 1.3 -- 37. . . . . . . .

10.2 Territory of Norfolk island GEN 1.3 -- 37. . . . . . . . . . . . . . . .10.3 Health Requirements -- Norfolk Island GEN 1.3 -- 38. . . . .10.4 Immigration Requirements -- Norfolk Island GEN 1.3 -- 3910.5 Customs Requirements -- Norfolk Island GEN 1.3 -- 40. . .10.6 Departure Fee -- Norfolk Island GEN 1.3 -- 41. . . . . . . . . . .10.7 Passenger Movement Charge --

Norfolk Island GEN 1.3 -- 42. . . . . . . . . . . . . . . . . . . . . . . . . .10.8 Territory of Christmas Island GEN 1.3 -- 42. . . . . . . . . . . . .10.9 Health Requirement -- Christmas Islands GEN 1.3 -- 43. .

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10.10 Immigration Requirements --Christmas Island GEN 1.3 -- 43. . . . . . . . . . . . . . . . . . . . . . .

10.11 Customs Requirements -- Christmas Island GEN 1.3 -- 4410.12 Passenger Movement Charge --

Christmas Island GEN 1.3 -- 44. . . . . . . . . . . . . . . . . . . . . . .10.13 Territory of Cocos (Keeling) Island GEN 1.3 -- 44. . . . . . . .10.14 Health Requirements -- Cocos Island GEN 1.3 -- 45. . . . . .10.15 Immigration Requirements -- Cocos Island GEN 1.3 -- 45.10.16 Customs Requirements -- Cocos Island GEN 1.3 -- 46. . .10.17 Passenger Movement Charge --

Cocos Island GEN 1.3 -- 46. . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 1.4 ENTRY, TRANSIT ANDDEPARTURE OF CARGO GEN 1.4 -- 1. . . . . . . . . . . . . . . . .

1. CUSTOMS REQUIREMENTS GEN 1.4 -- 1. . . . . . . . . . . . . . . . .2. DEPARTMENT OF AGRICULTURE, FISHERIES AND

FORESTRY BIOSECURITY (DAFF BIOSECURITY)REQUIREMENTS GEN 1.4 -- 3. . . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 1.5 AIRCRAFT INSTRUMENTS,EQUIPMENT AND FLIGHT DOCUMENTS GEN 1.5 -- 1. . .

1. RADIO COMMUNICATIONS SYSTEMS GEN 1.5 -- 1. . . . . . . .2. RADIO NAVIGATION SYSTEMS GEN 1.5 -- 5. . . . . . . . . . . . . .

2.2 Rated Coverages GEN 1.5 -- 7. . . . . . . . . . . . . . . . . . . . . .3. EMERGENCY LOCATOR TRANSMITTER (ELT) GEN 1.5 -- 84. AIRBORNE WEATHER RADAR GEN 1.5 -- 8. . . . . . . . . . . . . . .

4.2 Serviceability of Airborne Weather Radar GEN 1.5 -- 9. .5. GROUND PROXIMITY

WARNING SYSTEM (GPWS) GEN 1.5 -- 9. . . . . . . . . . . . . . . . .6. SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDERS GEN 1.5 -- 10. . . . . . . . . . . . . . . . . . . . .6.1 Aircraft Requirements GEN 1.5 -- 10. . . . . . . . . . . . . . . . . . .6.2 SSR Transponder Exemptions GEN 1.5 -- 10. . . . . . . . . . .

7. TRAFFIC ALERT AND COLLISIONAVOIDANCE SYSTEM (TCAS) GEN 1.5 -- 11. . . . . . . . . . . . . . .

8. AREA NAVIGATION (RNAV) SYSTEMSAPPROVAL AND OPERATIONS GEN 1.5 -- 12. . . . . . . . . . . . . .

8.1 Data Integrity GEN 1.5 -- 12. . . . . . . . . . . . . . . . . . . . . . . . . .8.2 Database Currency GEN 1.5 -- 12. . . . . . . . . . . . . . . . . . . . .8.3 Operations Below LSALT/MSA GEN 1.5 -- 12. . . . . . . . . . .

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8.4 Systems Approval GEN 1.5 -- 12. . . . . . . . . . . . . . . . . . . . . .8.5 Global Navigation Satellite System (GNSS) GEN 1.5 -- 13

8.5.4 VFR Operations GEN 1.5 -- 14. . . . . . . . . . . . . . . . . . . . .8.5.5 IFR Operations GEN 1.5 -- 15. . . . . . . . . . . . . . . . . . . . . .8.5.6 GNSS Flight Notification GEN 1.5 -- 17. . . . . . . . . . . . . .

9. AREA NAVIGATION (RNAV)SYSTEMS SEPARATION STANDARDS GEN 1.5 -- 18. . . . . . . .

10. RVSM APPROVAL AND OPERATIONS GEN 1.5 -- 18. . . . . . .11. ADS--B APPROVAL AND OPERATIONS GEN 1.5 -- 19. . . . . .12. AOC TO BE CARRIED ON--BOARD GEN 1.5 -- 19. . . . . . . . . . .

GEN 1.6 SUMMARY OF NATIONAL REGULATIONSAN INTERNATIONALAGREEMENT/CONVENTIONS GEN 1.6 -- 1. . . . . . . . . . . . .

1. GENERAL GEN 1.6 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. LEGISLATION BY THE PARLIAMENT

OF THE COMMONWEALTH OF AUSTRALIA GEN 1.6 -- 1. . .3. OTHER RELEVANT LEGISLATION GEN 1.6 -- 4. . . . . . . . . . . .

SECURITY OF GENERAL AVIATION OPERATIONS GEN 1.6 -- 5. . . . .

4. SECURITY OF GENERALAVIATION OPERATIONS GEN 1.6 -- 5. . . . . . . . . . . . . . . . . . . . .

AUSTRALIAN SANCTIONS(UNITED NATIONS REGULATIONS) GEN 1.6 -- 7. . . . . . . . . . . . . . .

5. AUSTRALIAN SANCTIONS AGAINST THE DEMOCRATICPEOPLE’S REPUBLIC OF KOREA GEN 1.6 -- 7. . . . . . . . . . . .

6. LUXURY GOODS LIST 2006 UNDER REGULATION 19OF THE CHARTER OF THE UNITED NATIONS (SANCTIONS --DEMOCRATIC PEOPLE’S REPUBLIC OF KOREA)REGULATIONS 2006.DATED 22 DECEMBER 2006. GEN 1.6 -- 10. . . . . . . . . . . . . . . . .

7. AUSTRALIAN SANCTIONS AGAINST IRAN GEN 1.6 -- 11. . .

GEN 1.7 DIFFERENCES FROM ICAO STANDARDS, RECOMMENDEDPRACTICES AND PROCEDURES GEN 1.7 -- 1. . . . . . . . . .

GEN 2. TABLES AND CODES GEN 2.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . .

GEN 2.1 MEASURING SYSTEM, AIRCRAFTMARKINGS, HOLIDAYS GEN 2.1 -- 1. . . . . . . . . . . . . . . . . . .

1. UNITS OF MEASUREMENT GEN 2.1 -- 1. . . . . . . . . . . . . . . . . .2. TIME SYSTEM GEN 2.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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3. GEODETIC REFERENCE DATUM GEN 2.1 -- 2. . . . . . . . . . . . .4. PUBLIC HOLIDAYS GEN 2.1 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 2.2 DEFINITIONS AND ABBREVIATIONS GEN 2.2 -- 1. . . . . . . . .1. DEFINITIONS GEN 2.2 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. GENERAL AND METEOROLOGICAL

ABBREVIATIONS GEN 2.2 -- 25. . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 2.3 CHART SYMBOLS GEN 2.3 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 2.4 LOCATION INDICATORS GEN 2.4 -- 1. . . . . . . . . . . . . . . . . . . .1. CODE ALLOCATION GEN 2.4 -- 1. . . . . . . . . . . . . . . . . . . . . . . .2. LIST OF CODES GEN 2.4 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 2.5 RADIO NAVIGATION AIDS GEN 2.5 -- 1. . . . . . . . . . . . . . . . . . .

GEN 2.6 CONVERSION TABLES GEN 2.6 -- 1. . . . . . . . . . . . . . . . . . . . . .

GEN 2.7 SUNRISE/SUNSET TABLES GEN 2.7 -- 1. . . . . . . . . . . . . . . . .1. Daylight and Darkness Graphs GEN 2.7 -- 1. . . . . . . . . . . . . .

1.3 Local Time GEN 2.7 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . .CONVERSION OF ARC TO TIME GEN 2.7 -- 7. . . . . . . . . . . . . . . . . . . . .

GEN 3. SERVICES GEN 3.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 3.1 AERONAUTICAL INFORMATION SERVICES GEN 3.1 -- 1. .1. AERONAUTICAL AUTHORITY GEN 3.1 -- 1. . . . . . . . . . . . . . .2. AERONAUTICAL INFORMATION SERVICE GEN 3.1 -- 1. . . .3. PUBLISHED AERONAUTICAL INFORMATION GEN 3.1 -- 2.

3.2 NOTAM GEN 3.1 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.3 AIP Supplement (SUP) GEN 3.1 -- 4. . . . . . . . . . . . . . . . . .3.4 Aeronautical Information Circular (AIC) GEN 3.1 -- 4. . . .

4. AIRAC SYSTEM GEN 3.1 -- 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. PREFLIGHT INFORMATION SERVICE GEN 3.1 -- 6. . . . . . . . .

GEN 3.2 AERONAUTICAL CHARTS GEN 3.2 -- 1. . . . . . . . . . . . . . . . . . .1. CHART SERIES GEN 3.2 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 Charts Available GEN 3.2 -- 1. . . . . . . . . . . . . . . . . . . . . . .1.2 Planning Chart Australia GEN 3.2 -- 1. . . . . . . . . . . . . . . . .1.3 Visual Charts GEN 3.2 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . .1.4 IFR Charts GEN 3.2 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. AIR ROUTE DETAILS, SPECIFICATIONSAND CHART DEPICTIONS GEN 3.2 -- 3. . . . . . . . . . . . . . . . . . .

2.1 Air Routes GEN 3.2 -- 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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2.2 Lowest Safe Altitude GEN 3.2 -- 3. . . . . . . . . . . . . . . . . . . .2.3 Track Bearing Specifications GEN 3.2 -- 4. . . . . . . . . . . . .2.4 Reporting Points GEN 3.2 -- 5. . . . . . . . . . . . . . . . . . . . . . .

3. AIRSPACE DEPICTIONS GEN 3.2 -- 7. . . . . . . . . . . . . . . . . . . . .3.7 Restricted and Danger Areas GEN 3.2 -- 9. . . . . . . . . . . .3.8 Airspace Boundary Information GEN 3.2 -- 9. . . . . . . . . . .

4. FREQUENCY INFORMATION GEN 3.2 -- 9. . . . . . . . . . . . . . . . .4.5 Depiction of Common Traffic

Advisory Frequency (CTAF) GEN 3.2 -- 10. . . . . . . . . . . . .5. NAVIGATION AIDS GEN 3.2 -- 10. . . . . . . . . . . . . . . . . . . . . . . . . .6. AERODROME OBSTRUCTION CHARTS GEN 3.2 -- 10. . . . . .7. COPYRIGHT GEN 3.2 -- 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GEN 3.3 AIR TRAFFIC SERVICES GEN 3.3 -- 1. . . . . . . . . . . . . . . . . . . .1. GENERAL GEN 3.3 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. FLIGHT INFORMATION SERVICE (FIS) GEN 3.3 -- 3. . . . . . . .

2.1 Pilot Responsibility GEN 3.3 -- 3. . . . . . . . . . . . . . . . . . . . .2.2 Operational Information GEN 3.3 -- 3. . . . . . . . . . . . . . . . .2.3 Preflight Information (CAR 239) GEN 3.3 -- 3. . . . . . . . . .2.4 In-flight Information GEN 3.3 -- 4. . . . . . . . . . . . . . . . . . . . .2.5 ATC Initiated FIS GEN 3.3 -- 4. . . . . . . . . . . . . . . . . . . . . . .2.6 Automatic Broadcast Services GEN 3.3 -- 5. . . . . . . . . . .2.7 ATIS GEN 3.3 -- 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.8 AERIS GEN 3.3 -- 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.9 Aerodrome Weather Information Service (AWIS) and

Weather and Terminal InformationReciter (WATIR) GEN 3.3 -- 9. . . . . . . . . . . . . . . . . . . . . . . .

2.10 VOLMET GEN 3.3 -- 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.11 On-Request Service --

ATC and FLIGHTWATCH GEN 3.3 -- 9. . . . . . . . . . . . . . . .2.12 Weather Radar GEN 3.3 -- 10. . . . . . . . . . . . . . . . . . . . . . . .2.13 Traffic Information GEN 3.3 -- 10. . . . . . . . . . . . . . . . . . . . . .2.14 Traffic Information in Controlled Airspace GEN 3.3 -- 11. .2.15 Traffic Information in Class G Airspace GEN 3.3 -- 11. . . .2.16 Surveillance Information Service (SIS) to VFR

Flights in Class E and Class G Airspace GEN 3.3 -- 13. .3. ALERTING SERVICE GEN 3.3 -- 15. . . . . . . . . . . . . . . . . . . . . . . .4. LOWEST SAFE ALTITUDE GEN 3.3 -- 15. . . . . . . . . . . . . . . . . . .

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5. SAFETY ALERTS AND AVOIDING ACTION GEN 3.3 -- 18. . . .6. CONTINGENCY PROCEDURES -- AIR TRAFFIC SERVICES

TEMPORARILY NOT AVAILABLE GEN 3.3 -- 19. . . . . . . . . . . . .6.1 Introduction GEN 3.3 -- 19. . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2 Airspace Classification GEN 3.3 -- 19. . . . . . . . . . . . . . . . . .6.3 Enroute Service Not Available GEN 3.3 -- 19. . . . . . . . . . . .6.4 Approach Control Service Not Available GEN 3.3 -- 19. . .6.5 Aerodrome Control Service Not Available GEN 3.3 -- 20. .6.6 Airspace Management GEN 3.3 -- 20. . . . . . . . . . . . . . . . . .6.7 Mandatory Broadcast Procedures

(ATC Temporarily Not Available) GEN 3.3 -- 20. . . . . . . . . .7. TRAFFIC INFORMATION

BROADCAST BY AIRCRAFT (TIBA) GEN 3.3 -- 21. . . . . . . . . .7.1 TIBA Procedures GEN 3.3 -- 21. . . . . . . . . . . . . . . . . . . . . . .7.2 Frequency GEN 3.3 -- 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.3 Listening Watch GEN 3.3 -- 22. . . . . . . . . . . . . . . . . . . . . . . .7.4 Time of Broadcasts GEN 3.3 -- 22. . . . . . . . . . . . . . . . . . . . .7.5 Acknowledgement of Broadcasts GEN 3.3 -- 22. . . . . . . . .7.6 Changes of Cruising Level GEN 3.3 -- 22. . . . . . . . . . . . . . .7.7 Collision Avoidance GEN 3.3 -- 23. . . . . . . . . . . . . . . . . . . . .7.8 Position Reporting GEN 3.3 -- 23. . . . . . . . . . . . . . . . . . . . . .

8. CONTROL OF VEHICULAR ANDPEDESTRIAN MOVEMENT ON AERODROMES GEN 3.3 -- 23

GEN 3.4 COMMUNICATION SERVICES GEN 3.4 -- 1. . . . . . . . . . . . . . . .1. INTRODUCTION GEN 3.4 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .2. RADIO NAVIGATION SERVICE GEN 3.4 -- 1. . . . . . . . . . . . . . .

2.1 General. GEN 3.4 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2 Identification GEN 3.4 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . .2.3 Non-Directional Beacons GEN 3.4 -- 1. . . . . . . . . . . . . . . .2.4 VHF Omni-Directional Radio Range (VOR) GEN 3.4 -- 22.5 Distance Measuring Equipment (DME) GEN 3.4 -- 2. . . .2.6 Tactical Air Navigation (TACAN) GEN 3.4 -- 2. . . . . . . . . .2.7 Public Broadcasting Stations GEN 3.4 -- 2. . . . . . . . . . . . .2.8 Abnormal Operation of

Radio Navigation Aids GEN 3.4 -- 3. . . . . . . . . . . . . . . . . .2.9 Remote facilities GEN 3.4 -- 3. . . . . . . . . . . . . . . . . . . . . . .2.10 Monitoring of Identifier GEN 3.4 -- 3. . . . . . . . . . . . . . . . . .

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2.11 Global Navigation Satellite System (GNSS) GEN 3.4 -- 32.12 Global Positioning System (GPS) GEN 3.4 -- 3. . . . . . . . .

3. COMMUNICATIONS SERVICES GEN 3.4 -- 4. . . . . . . . . . . . . .3.1 Radio Frequencies GEN 3.4 -- 4. . . . . . . . . . . . . . . . . . . . .3.2 Certified Air/Ground

Radio Service (CA/GRS) GEN 3.4 -- 5. . . . . . . . . . . . . . . .3.3 UNICOM GEN 3.4 -- 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.4 Aerodrome Frequency Response Unit GEN 3.4 -- 7. . . . .3.5 High Frequency Harmful Radio Interference GEN 3.4 -- 83.6 Telephone Facilities GEN 3.4 -- 9. . . . . . . . . . . . . . . . . . . .3.7 Recording Of Operational Communications GEN 3.4 -- 103.8 Aeronautical Fixed

Telecommunication Network (AFTN) GEN 3.4 -- 10. . . . .3.9 Special Broadcast Services GEN 3.4 -- 10. . . . . . . . . . . . . .3.10 Aeronautical Codes GEN 3.4 -- 10. . . . . . . . . . . . . . . . . . . .

4. RADIOTELEPHONY PROCEDURES GEN 3.4 -- 11. . . . . . . . . .4.1 Introduction GEN 3.4 -- 11. . . . . . . . . . . . . . . . . . . . . . . . . . . .4.2 General GEN 3.4 -- 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.3 Transmission Format GEN 3.4 -- 12. . . . . . . . . . . . . . . . . . .4.4 Read-Back Requirements GEN 3.4 -- 12. . . . . . . . . . . . . . .4.5 Conditional Clearances GEN 3.4 -- 13. . . . . . . . . . . . . . . . .4.6 Route Terminology GEN 3.4 -- 13. . . . . . . . . . . . . . . . . . . . .4.7 Amended Route or Level GEN 3.4 -- 14. . . . . . . . . . . . . . . .4.8 Language GEN 3.4 -- 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.9 Phonetic Alphabet GEN 3.4 -- 14. . . . . . . . . . . . . . . . . . . . . .4.10 Numerals GEN 3.4 -- 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.11 Transmission of Numbers GEN 3.4 -- 15. . . . . . . . . . . . . . .4.12 Time GEN 3.4 -- 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.13 Standard Words and Phrases GEN 3.4 -- 17. . . . . . . . . . . .4.14 Ground Station Call-signs GEN 3.4 -- 19. . . . . . . . . . . . . . .4.15 Aircraft Call-signs GEN 3.4 -- 20. . . . . . . . . . . . . . . . . . . . . .4.16 Flight Number Call-signs --

Using Group Form GEN 3.4 -- 20. . . . . . . . . . . . . . . . . . . . . .4.17 Selection of Aircraft Identification

Numbers and Suffixes GEN 3.4 -- 21. . . . . . . . . . . . . . . . . .4.18 Ground Vehicles GEN 3.4 -- 21. . . . . . . . . . . . . . . . . . . . . . .4.19 Interchange and Leased Aircraft GEN 3.4 -- 22. . . . . . . . . .

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4.20 Unmanned Aerial Vehicles GEN 3.4 -- 22. . . . . . . . . . . . . . .4.21 Call-signs -- Full and Abbreviated Formats GEN 3.4 -- 22.4.22 Registration of Radiotelephony Designators GEN 3.4 -- 234.23 Approvals Contact Information GEN 3.4 -- 24. . . . . . . . . . .4.24 Call-signs -- Special Task Operations GEN 3.4 -- 24. . . . . .

5. PHRASEOLOGIES GEN 3.4 -- 26. . . . . . . . . . . . . . . . . . . . . . . . . .5.1 Traffic Alert and Collision Avoidance System (TCAS),

Safety Alerts and Avoiding Action GEN 3.4 -- 26. . . . . . . . .5.2 Status of Restricted Areas GEN 3.4 -- 27. . . . . . . . . . . . . . .5.3 Emergency Descent GEN 3.4 -- 28. . . . . . . . . . . . . . . . . . . .5.4 SARWATCH GEN 3.4 -- 28. . . . . . . . . . . . . . . . . . . . . . . . . . .5.5 General Phrases GEN 3.4 -- 29. . . . . . . . . . . . . . . . . . . . . . .5.6 Frequency Management GEN 3.4 -- 32. . . . . . . . . . . . . . . .5.7 Traffic Information GEN 3.4 -- 33. . . . . . . . . . . . . . . . . . . . . .5.8 Meteorological Information GEN 3.4 -- 34. . . . . . . . . . . . . . .5.9 Reports and Information GEN 3.4 -- 36. . . . . . . . . . . . . . . . .5.10 Clearances GEN 3.4 -- 37. . . . . . . . . . . . . . . . . . . . . . . . . . . .5.11 STAR GEN 3.4 -- 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.12 Approach and Area Control Services GEN 3.4 -- 43. . . . . .5.13 Phraseologies to be used related to CPDLC GEN 3.4 -- 465.14 Vicinity of the Aerodrome GEN 3.4 -- 46. . . . . . . . . . . . . . . .

5.14.1 Visual Identification GEN 3.4 -- 46. . . . . . . . . . . . . . . . . .5.14.2 Starting and Initial Clearance Issue GEN 3.4 -- 47. . . .5.14.3 Pushbacks GEN 3.4 -- 47. . . . . . . . . . . . . . . . . . . . . . . . . .5.14.4 Taxi Procedure GEN 3.4 -- 48. . . . . . . . . . . . . . . . . . . . . .5.14.5 Aerodrome Movements GEN 3.4 -- 50. . . . . . . . . . . . . . .5.14.6 Runway Operations GEN 3.4 -- 51. . . . . . . . . . . . . . . . . .5.14.7 Helicopter Operations GEN 3.4 -- 54. . . . . . . . . . . . . . . .5.14.8 After Take-off GEN 3.4 -- 55. . . . . . . . . . . . . . . . . . . . . . .5.14.9 Arrival at Aerodrome GEN 3.4 -- 57. . . . . . . . . . . . . . . . .

5.15 ATS Surveillance Service Phraseologies GEN 3.4 -- 62. .5.15.1 General Phrases GEN 3.4 -- 62. . . . . . . . . . . . . . . . . . . .5.15.2 ATS Surveillance Service

Communication and Navigation GEN 3.4 -- 63. . . . . . . .5.15.3 ATS Surveillance System Manoeuvres GEN 3.4 -- 65.5.15.4 Speed Control GEN 3.4 -- 66. . . . . . . . . . . . . . . . . . . . . . .5.15.5 Traffic Information GEN 3.4 -- 67. . . . . . . . . . . . . . . . . . .

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5.15.6 Secondary SurveillanceRadar (SSR) and ADS--B GEN 3.4 -- 67. . . . . . . . . . . . .

5.15.7 General ADS--C Phraseologies GEN 3.4 -- 69. . . . . . . .5.15.8 Approach Radar Services GEN 3.4 -- 69. . . . . . . . . . . . .5.15.9 Pilot Actions for

Speechless Radar Approach GEN 3.4 -- 71. . . . . . . . . .6. ATS DATA LINK SERVICES GEN 3.4 -- 72. . . . . . . . . . . . . . . . . .

6.1 General GEN 3.4 -- 72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.2 Pilot Responsibilities GEN 3.4 -- 72. . . . . . . . . . . . . . . . . . . .6.3 Controller Pilot Data Link

Communication (CPDLC) Application GEN 3.4 -- 72. . . . .6.4 Logon Procedures GEN 3.4 -- 74. . . . . . . . . . . . . . . . . . . . . .6.5 Position Reporting Requirements GEN 3.4 -- 76. . . . . . . . .6.6 CPDLC Level Reporting

Following Change of Level GEN 3.4 -- 76. . . . . . . . . . . . . . .6.7 Revision of Estimates Using CPDLC GEN 3.4 -- 76. . . . . .6.8 CPDLC Message Restrictions GEN 3.4 -- 77. . . . . . . . . . . .6.9 CPDLC CONTACT and

MONITOR messages GEN 3.4 -- 77. . . . . . . . . . . . . . . . . . .6.10 CPDLC route clearances GEN 3.4 -- 77. . . . . . . . . . . . . . . .6.11 Data Link Failure GEN 3.4 -- 77. . . . . . . . . . . . . . . . . . . . . . .6.12 Notification Of Emergency GEN 3.4 -- 78. . . . . . . . . . . . . . .6.13 CPDLC Message Elements GEN 3.4 -- 78. . . . . . . . . . . . . .

APPENDIX 1 GEN 3.4 -- 105. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AUSTRALIAN AFTN CIRCUITRY NATIONAL COMMUNICATIONSCENTRE BRISBANE -- YBBBYFYX GEN 3.4 -- 105. . . . . . . . . . . . . . .

APPENDIX 2 GEN 3.4 -- 106. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FULL POSITION REPORT -- FORMAT GEN 3.4 -- 106. . . . . . . . . . . . . . . . . .

GEN 3.5 METEOROLOGICAL SERVICES GEN 3.5 -- 1. . . . . . . . . . . . . .1. METEOROLOGICAL AUTHORITY GEN 3.5 -- 1. . . . . . . . . . . .

1.2 Area of Responsibility GEN 3.5 -- 1. . . . . . . . . . . . . . . . . . .2. METEOROLOGICAL SERVICES GEN 3.5 -- 1. . . . . . . . . . . . . .3. AVIATION FORECASTS GEN 3.5 -- 3. . . . . . . . . . . . . . . . . . . . . .

3.1 Area Forecasts for Operationsat or below FL200 GEN 3.5 -- 3. . . . . . . . . . . . . . . . . . . . . .

3.2 Forecasts for Operations Above A100 GEN 3.5 -- 3. . . . .

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3.3 Aerodrome Forecasts GEN 3.5 -- 3. . . . . . . . . . . . . . . . . . .3.4 Trend Forecast (TTF) GEN 3.5 -- 4. . . . . . . . . . . . . . . . . . .3.5 Provisional Forecasts GEN 3.5 -- 5. . . . . . . . . . . . . . . . . . .3.6 Forecast Abbreviations and Terms GEN 3.5 -- 5. . . . . . . .3.7 Cloud Height Datum GEN 3.5 -- 7. . . . . . . . . . . . . . . . . . . .3.8 Forecast Amendments GEN 3.5 -- 7. . . . . . . . . . . . . . . . . .3.9 Wind Shear Warning Service GEN 3.5 -- 7. . . . . . . . . . . .

4. METEOROLOGICAL REPORTS GEN 3.5 -- 7. . . . . . . . . . . . . .4.5 Approved Observers GEN 3.5 -- 10. . . . . . . . . . . . . . . . . . . .4.6 Observing Point GEN 3.5 -- 10. . . . . . . . . . . . . . . . . . . . . . . .4.7 Aircraft Weather Reports GEN 3.5 -- 10. . . . . . . . . . . . . . . .

5. METEOROLOGICAL ADVICES GEN 3.5 -- 10. . . . . . . . . . . . . . .5.1 SIGMET GEN 3.5 -- 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.2 SIGMET Format GEN 3.5 -- 12. . . . . . . . . . . . . . . . . . . . . . .5.3 AIRMET GEN 3.5 -- 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.4 Volcanic Activity GEN 3.5 -- 15. . . . . . . . . . . . . . . . . . . . . . . .

6. HAZARDOUS WEATHER GEN 3.5 -- 17. . . . . . . . . . . . . . . . . . . .6.1 Responsibility GEN 3.5 -- 17. . . . . . . . . . . . . . . . . . . . . . . . . .6.2 Pilot Action GEN 3.5 -- 18. . . . . . . . . . . . . . . . . . . . . . . . . . . .6.3 Wind Shear -- Pilot Reporting GEN 3.5 -- 18. . . . . . . . . . . .

7. AUTOMATIC METEOROLOGICALBROADCASTS GEN 3.5 -- 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2 Automatic En RouteInformation Service (AERIS) GEN 3.5 -- 19. . . . . . . . . . . .

7.3 VOLMET GEN 3.5 -- 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.4 Aerodrome Weather Information Service (AWIS)

and Weather and Terminal InformationReciter (WATIR) GEN 3.5 -- 20. . . . . . . . . . . . . . . . . . . . . . . .

8. METEOROLOGICAL BRIEFING GEN 3.5 -- 21. . . . . . . . . . . . . . .9. AVAILABILITY OF METEOROLOGICAL

DOCUMENTATION GEN 3.5 -- 21. . . . . . . . . . . . . . . . . . . . . . . . . .10. NOTIFICATION REQUIRED

FROM OPERATORS GEN 3.5 -- 22. . . . . . . . . . . . . . . . . . . . . . . . .10.1 For International Operations GEN 3.5 -- 22. . . . . . . . . . . . .10.2 For Domestic Operations GEN 3.5 -- 22. . . . . . . . . . . . . . . .10.3 Forecasts for Flights --

Valid Area Forecasts not Available GEN 3.5 -- 23. . . . . . . .

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11. AIREP GEN 3.5 -- 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.1 AIREP Special GEN 3.5 -- 23. . . . . . . . . . . . . . . . . . . . . . . . .11.2 Short AIREP GEN 3.5 -- 24. . . . . . . . . . . . . . . . . . . . . . . . . . .11.3 AIREP Section 3 Required from Operators GEN 3.5 -- 24.

12. AERODROME WEATHER ANDFORECAST DECODE GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . . .

12.1 Identifier GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.2 Location GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.3 Origination Time GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . .12.4 Validity Period GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . . . .12.5 AUTO GEN 3.5 -- 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.6 Wind GEN 3.5 -- 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.7 Visibility GEN 3.5 -- 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.8 Automatic Visibility Information GEN 3.5 -- 27. . . . . . . . . . .12.9 Runway Visual Range (RVR) GEN 3.5 -- 27. . . . . . . . . . . .12.10 Present Weather GEN 3.5 -- 28. . . . . . . . . . . . . . . . . . . . . . .12.11 Automatic Present Weather Information GEN 3.5 -- 29. . .12.12 Cloud GEN 3.5 -- 29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.13 CAVOK GEN 3.5 -- 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.14 Automatic Weather Stations with

Cloud Information GEN 3.5 -- 30. . . . . . . . . . . . . . . . . . . . . .12.15 Significant Variation GEN 3.5 -- 31. . . . . . . . . . . . . . . . . . . . .12.16 Temperature GEN 3.5 -- 31. . . . . . . . . . . . . . . . . . . . . . . . . . .12.17 QNH GEN 3.5 -- 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12.18 Supplementary Information GEN 3.5 -- 32. . . . . . . . . . . . . .12.19 Remarks Section GEN 3.5 -- 32. . . . . . . . . . . . . . . . . . . . . . .12.20 Elements Not Available GEN 3.5 -- 33. . . . . . . . . . . . . . . . .12.21 Trend Forecast (TTF) GEN 3.5 -- 33. . . . . . . . . . . . . . . . . . .12.22 Examples GEN 3.5 -- 33. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13. WEATHER CODE AND TRANSLATION GEN 3.5 -- 34. . . . . . . .14. METAR/SPECI (AERODROME WEATHER REPORT)

FORMAT GEN 3.5 -- 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15. TAF -- AERODROME FORECAST GEN 3.5 -- 36. . . . . . . . . . . . .16. AERODROMES AND CATEGORIES FOR

WHICH TAF WILL BE AVAILABLE GEN 3.5 -- 37. . . . . . . . . . . .17. TTF -- TREND FORECASTS GEN 3.5 -- 40. . . . . . . . . . . . . . . . . .18. AREA FORECASTS FOR

OPERATIONS BELOW FL200 GEN 3.5 -- 41. . . . . . . . . . . . . . . .

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19. FORECASTS FOR OPERATIONS ABOVE A100 GEN 3.5 -- 4120. SIGNIFICANT WEATHER CHARTS GEN 3.5 -- 42. . . . . . . . . . . .21. GRID POINT FORECASTS GEN 3.5 -- 43. . . . . . . . . . . . . . . . . . .22. ROUTE SECTOR WINDS AND TEMPERATURES GEN 3.5 -- 4523. SIGNIFICANT WEATHER CHARTS -- SYMBOLS GEN 3.5 -- 4824. EXAMPLES GEN 3.5 -- 49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24.1 Significant Weather Prognosis. GEN 3.5 -- 49. . . . . . . . . . .24.2 Wind and Temperature Charts GEN 3.5 -- 51. . . . . . . . . . .

WIND AND TEMPERATURECHART (EXAMPLE) GEN 3.5 -- 52. . . . . . . . . . . . . . . . . . .

24.3 VOLCANIC ASH ADVISORY GEN 3.5 -- 53. . . . . . . . . . . .

APPENDIX 1 GEN 3.5 -- 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SPECIAL AIR REPORT OF VOLCANIC ACTIVITY GEN 3.5 -- 54. . .

GEN 3.6 SEARCH AND RESCUE GEN 3.6 -- 1. . . . . . . . . . . . . . . . . . . . .1. PURPOSE GEN 3.6 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. RESPONSIBLE AUTHORITY GEN 3.6 -- 1. . . . . . . . . . . . . . . . .3. ORGANISATION GEN 3.6 -- 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .4. RESCUE COORDINATION CENTRES GEN 3.6 -- 2. . . . . . . . .5. PROCEDURES GEN 3.6 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Emergency Phases GEN 3.6 -- 2. . . . . . . . . . . . . . . . . . . . .5.2 Pilot Notification GEN 3.6 -- 3. . . . . . . . . . . . . . . . . . . . . . . .5.3 Advice to Pilot GEN 3.6 -- 4. . . . . . . . . . . . . . . . . . . . . . . . .5.4 In--Flight Emergency Response Action GEN 3.6 -- 4. . . .5.5 Participation In Searches GEN 3.6 -- 5. . . . . . . . . . . . . . . .

6. AERODROME EMERGENCIES GEN 3.6 -- 5. . . . . . . . . . . . . . .7. RESCUE AND FIRE FIGHTING SERVICES GEN 3.6 -- 7. . . . .8. EMERGENCY LOCATOR TRANSMITTER (ELT) GEN 3.6 -- 79. COSPAS--SARSAT GEN 3.6 -- 8. . . . . . . . . . . . . . . . . . . . . . . . . .10. SEARCH AND RESCUE

TRANSPONDER (SART) GEN 3.6 -- 8. . . . . . . . . . . . . . . . . . . . .11. SAR BOUNDARIES GEN 3.6 -- 10. . . . . . . . . . . . . . . . . . . . . . . . .

GEN 4. CHARGES FOR AERODROMES/HELIPORTSAND AIR NAVIGATION SERVICES GEN 4.1 -- 1. . . . . . . . . . . . . . . .

GEN 4.1 AERODROME/HELIPORT CHARGES GEN 4.1 -- 1. . . . . . . . .1. LANDING CHARGES GEN 4.1 -- 1. . . . . . . . . . . . . . . . . . . . . . . .2. PASSENGER MOVEMENT CHARGE GEN 4.1 -- 3. . . . . . . . . .

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GEN 4.2 AIR NAVIGATION SERVICES CHARGES GEN 4.2 -- 1. . . . . .1. AIRCRAFT CHARGES GEN 4.2 -- 1. . . . . . . . . . . . . . . . . . . . . . .2. CHARGING SYSTEM GEN 4.2 -- 1. . . . . . . . . . . . . . . . . . . . . . . .3. TERMINAL NAVIGATION CHARGE GEN 4.2 -- 2. . . . . . . . . . .4. RESCUE AND FIRE FIGHTING CHARGES GEN 4.2 -- 2. . . . .5. EN ROUTE CHARGES GEN 4.2 -- 2. . . . . . . . . . . . . . . . . . . . . . .6. DIT AND BoM CHARGES GEN 4.2 -- 2. . . . . . . . . . . . . . . . . . . .7. INTEREST GEN 4.2 -- 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8. LIABILITY FOR CHARGES GEN 4.2 -- 3. . . . . . . . . . . . . . . . . . .9. ASSIGNMENT OF LIABILITY GEN 4.2 -- 3. . . . . . . . . . . . . . . . .10. ADMINISTRATION OF AIRCRAFT CHARGES GEN 4.2 -- 3. .

10.1 Financial Services Centre GEN 4.2 -- 3. . . . . . . . . . . . . . .10.2 Invoices GEN 4.2 -- 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.3 Statements GEN 4.2 -- 4. . . . . . . . . . . . . . . . . . . . . . . . . . . .10.4 Disputed Accounts GEN 4.2 -- 5. . . . . . . . . . . . . . . . . . . . .10.5 Remittances GEN 4.2 -- 5. . . . . . . . . . . . . . . . . . . . . . . . . . .10.6 Receipts GEN 4.2 -- 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.7 Credit Notes GEN 4.2 -- 5. . . . . . . . . . . . . . . . . . . . . . . . . . .

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GEN 1. NATIONAL REGULATIONS AND REQUIREMENTS

GEN 1.1 DESIGNATED AUTHORITIES

1. INTRODUCTION

1.1 The requirement for entry and departure of aircraft engaged ininternational flights and the standard procedures for clearance ofthese aircraft at all Designated International Airports in Australiaand its External Territories, are given for the information andguidance of operators conducting international flights.

1.2 This information does not replace, amend or change in anymanner, the current regulation of the designated authorities whichare of concern to international air travel.

Relevant Legislation:Airport Act 1996Air Services Act 1995

Part 5, Division 3 and Division 4Air Navigation Act 1920

Sections 9, 10, 12, 13, 14, 15, 16, 17, 19Aviation Transport Security Act 2004Aviation Transport Security Regulations 2005Transport Safety Investigation Act 2003Transport Safety Investigation Regulations 2003

Parts 1, 2 and 5Air Navigation Regulations 1947

20, 21, 191, 192, 300, 301, 329Civil Aviation Act 1988

Sections 22, 23, 23A, 24, 25, 26, 27,27A/AB/AC/AD/AE/AF, 28,28A/BA/BB/BC/BD/BE/BF/BG/BH

Civil Aviation Regulations 1988, 135, 136, 139Civil Aviation Safety Regulations 1998 21.197Civil Aviation Order 82.3Civil Aviation Order 82.5Convention on International Civil Aviation

(Chicago Convention)

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2. DESIGNATED AUTHORITIES2.1 The Department of Infrastructure and Transport (DIT) is the lead

agency responsible for Australia’s obligations under theprovisions of Annex 9 (Facilitation) of the Chicago Convention.The DIT is responsible for coordinating with the other Australianagencies (see below) that are charged with the development andimplementation of policy on passenger and cargo processing atAustralian airports.

2.2 All correspondence on policy matters relating to ICAO will becoordinated by the Aviation Industry Policy Division, Departmentof Infrastructure and Transport; and aviation security mattersrelating to ICAO will be coordinated by the Office of TransportSecurity, Department of Infrastructure and Transport. TheDepartment of Infrastructure and Transport is responsible forcoordination of ICAOmatters in consultation with other agencies.

2.3 The addresses of the designated authorities concerned with theentry, transit anddepartureof international air traffic are as follows:

a. Department of Infrastructure and Transport (DIT):

(i) General ManagerAviation Industry Policy DivisionAviation and Airports DivisionDepartment of Infrastructure and TransportGPO Box 594CANBERRA ACT 2601 AUSTRALIAPh: 61-2-6274 7739Fax: 61-2-6257 6749Email:[email protected]

(ii) Executive DirectorOffice of Transport SecurityDepartment of Infrastructure and TransportGPO Box 594CANBERRA ACT 2601 AUSTRALIAPh: 61--2--6274 6520Fax: 61--2--6257 6749Email:[email protected]

(a) Office of Transport SecurityTransport Security Coordination Centre (24 Hours)Email:[email protected]

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Ph: 1300 307 288Ph: 61--2--7274--8187 (outside Australia)

(b) Office of Transport SecurityNational Regulatory Approval(re: Transport Security Plans)GPO Box 1966CANBERRA ACT 2601 AUSTRALIAEmail:[email protected]: 61--2--6245--4300

b. Civil Aviation Safety Authority (CASA):International OperationsPhone +61 7 3144 7400Fax +61 7 3144 7599Email: [email protected] address:GPO Box 2005CANBERRA ACT 2601 AUSTRALIA

c. Airservices Australia:Chief Executive OfficerAirservices AustraliaAlan Woods Building25 Constitution AveCANBERRA CITY ACT 2601, orPO Box 367CANBERRA ACT 2601Tel: 61-2-6268 4111Fax: 61-2-6268 5683

d. Major International Airports:Chief Executive OfficerAustralia Pacific Airports (Melbourne) Pty LtdACN 076 999 114Locked Bag 16GLADSTONE PARK VIC 3043Tel: 61-3-9297 1600Fax: 61-3-9297 1886E-mail [email protected] DirectorBrisbane Airport Corporation Limited

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PO Box 61HAMILTON CENTRAL QLD 4007

Chief Executive OfficerWestralia Airport Corporation Pty LtdACN 077 153 130PO Box 6CLOVERDALE WA 6985Tel: 61-8-9478 8888Fax: 61-8-9277 7537E-mail: [email protected]: www.perthairport.net.au

Airport ManagerAdelaide Airport Limited (AAL)1 James Schofield DriveAdelaide International Airport SA 5950Tel: 61-8-8308 9333Fax: 61-8-8308 9311

Chief Executive OfficerCairns Airport Pty LtdPO Box 57 Airport Administration CentreCAIRNS AIRPORT QLD 4870Tel: 61-7-4080 6703Fax: 61-7-4080 6704

Chief Executive OfficerDarwin International Airport Pty LtdPO Box 40996CASUARINA NT 0811Tel: 61-8-8920 1811Fax: 61-8-8920 1800

Managing DirectorSydney Airports Corporation LtdPO Box 63MASCOT NSW 1460Tel: 61--2--9667 9111Fax: 61-2-9667 1592

e. Australian Customs and Border Protection ServiceDirectorPassenger Policy

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Australian Customs and Border Protection5 Constitution AvenueCANBERRA ACT 2600.Tel: 61-2-6275 5624Fax: 61-2-6275 6989E--mail: [email protected]

f. Department of Immigration and CitizenshipDirectorAirport Policy SectionDepartment of Immigration and CitizenshipPO Box 25BELCONNEN ACT 2616Tel: 61-2-6198 7420Fax: 61-2-6198 7440E--mail: [email protected]

g. Department of Agriculture, Fisheries and ForestryBiosecurity (DAFF Biosecurity)

Director -- Response OperationsDAFF BiosecurityPO Box 858CANBERRA ACT 2601Tel: 61-2-6272 4143Fax: 61-2-6272 3468

h. Health and Human QuarantineDirector Surveillance and Management SectionNational Centre for Disease ControlDepartment of Health and Family ServicesGPO Box 9848CANBERRA ACT 2601Tel: 61-2-6289 8606Fax: 61-2-6289 7791

i. Australian Transport Safety Bureau (ATSB)PO Box 967Civic SquareCANBERRA ACT 2608Tel: 1800 011 034

61-2-6230 4408Fax: 61-2-6274 6434.

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j. Bureau of Meteorology (BoM)The DirectorBureau of Meteorology700 Collins StMELBOURNE VIC 3001orGPO Box 1289KMELBOURNE VIC 3001Tel: 61-3-9669 4000Fax: 61-3-9669 4695

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GEN 1.2 ENTRY, TRANSIT AND DEPARTURE OF AIRCRAFT

1. ENTRY, TRANSIT AND DEPARTURE OF INTERNATIONALFLIGHTS

1.1 Preamble

1.1.1 CASA has responsibility for all operational and safety mattersrelating to civil aviation into, within, and from Australian Territory.The Department of Infrastructure and Transport (DIT) withinrespective divisions (Aviation and Airports and the Office ofTransport Security) have responsibility for the economicregulatory functions and aviation security regulatory functionsrelating to civil aviation into, within, and from Australian territory.Applications, when required, for non--scheduled aircraftoperations must be submitted to CASA and the respectivedivisions within the DIT.

1.1.2 All flights into, from, or over the territory of Australia, and landingsin such territory must be carried out in accordance with thelegislation of Australia regarding civil aviation.

1.1.3 In accordance with Section 10 of the Air Navigation Act 1920,aircraft arriving in or departing from any part of Australian territorymust land at and depart from airports designated by the Ministerfor that purpose.

1.1.4 The international airports designated under Section 9 of the AirNavigationAct 1920 for entryanddeparture is asshownatSection2. (Designated International Airports) and GEN 1.3 Section 10.(Australian External Territories -- Designated External TerritoryInternational Airports).

1.1.5 Aircraft which are completely cleared by the Customs and BorderProtection Authorities at a designated international airport are notrequired to confine their future landings within Australian territoryto airports proclaimed by the Customs and Border ProtectionAuthorities for Customs purposes. Nevertheless, such aircraftmust depart from Australian territory from a designatedinternational airport.

1.1.6 Operators of any flights to or from Australia must separately havean approved Transport Security Program (TSP). It is an offence

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under the Aviation Transport Security Act 2004 to operate aprescribed air service without an approved TSP. A TSPmay be inforce for up to five years once approved. See Section 1.10 forfurther information.

1.2 Scheduled International Commercial Services by ForeignAircraft of Contracting States to The Chicago Convention

1.2.1 An international airline of a country other than Australia must notoperate a scheduled international air service over or intoAustralian territory except in accordance with an InternationalAirline Licence.

1.2.2 The requirement to hold an International Airline Licence does notapply to the following categories of scheduled international airservices:

a. scheduled international air services that fly over Australianterritory but do not land in Australian territory;

b. scheduled international air services that land in Australianterritory but do not set down or take on passengers or cargo forreward or hire;

c. scheduled international air services operated in accordancewith an agreement, between an international airline and theholder of an international airline licence, which the Secretaryhas approved in writing.

1.2.3 An International Airline Licence shall not be granted to aninternational airline of a country other than Australia unless thatcountryandAustralia areparties to theAir TransitAgreement, or tosome other agreement or arrangement, whether bilateral ormulti-lateral under which scheduled international air services ofthat other country may, subject to the agreement or arrangement,be operated over or into Australian territory.

1.2.4 Applicants for an InternationalAirline Licencemayobtaina copyofGuidance Notes for Applicants at:http://www.infrastructure.gov.au/aviation/international/ial/index.aspx.

1.2.5 All holders of International Airline Licences are required to notifythe Secretary of the Department of Infrastructure and Transport inan approved form of any new or changed international(scheduled) air service. The requirements for lodging of

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timetables by international airlines are set out in Air NavigationRegulation 20 and 21.

1.2.6 Currently, the approved form is the airline’s normal operatingtimetable which should contain the route to be operated by theairline both into and out of Australia, the origin, intermediate anddestination points, the times of departure to and arrival from thesepoints, the frequency of each service, flight numbers, aircraft typeand capacity to be used on each service. Advice that airport slotallocations have been obtained from the Australian ScheduleCoordinator (see ENR 1.9 Section 1.) and a ComplianceDeclaration form (CDF) also need to be lodged with the timetableapplications. An application for approval of a timetable must belodged with the Secretary not less than 35 days before the datefrom which the airline proposes to operate the service inaccordancewith the timetable, or within such shorter period as theSecretary allows. Should an airline wish to lodge an application inless than the 35 day period, it should provide its reasons forwanting to do so. For practical purposes, lodgement “with theSecretary” means lodgement with the General Manager of theAviation Industry Policy Branch, at the address shownat GEN 1.1para 2.3a.

1.2.7 In addition to an Australian International Airline Licence, anoperator of a proposed scheduled service to Australia is requiredto hold an Australian Foreign Aircraft Air Operator’s Certificate(FAOC) issued by the CASA.

1.2.8 Application forms for FAOCs are available from:

International OperationsPhone +61 7 3144 7400Fax +61 7 3144 7599Email: [email protected] address:GPO Box 2005CANBERRA ACT 2601 AUSTRALIA

1.2.9 In addition to the requirements to obtain an International AirlineLicence and FAOC, all aircraft operators should note the separaterequirement for transport security plan approval in Section 1.10and the aircraft noise certification requirements in Section 1.14.

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1.3 Non-Scheduled International Commercial Services byForeign Aircraft of Contracting States to The ChicagoConvention

1.3.1 Definition of Non-scheduled Services. Non-scheduledservice,in relation to an aircraft that possesses the nationality of aContracting State, means a flight by that aircraft over or intoAustralian territory other than under the authority of aninternational airline licence.

1.3.2 Whereanaircraftmakesacommercial non-scheduled flight intoorout of Australian territory, it shall have prior permission from boththe DIT and the CASA. However, certain categories ofnon-scheduled flights have standingDITapprovals -- seeENR 1.9Section 1. Notwithstanding these provisions all operators shouldnote the separate requirement for prescribed air services to holdan approved transport security plan further described in theAviation Security section in Section 1.10 and the Aircraft: NoiseOperating Restriction requirements specified in Section 1.14.

1.3.3 DIT international freight and charter policy guidelines, andpermission for flights,may be obtained bywriting to the address atGEN 1.1 para 2.3a. , by Fax to 61-2-6274 6749 or at: http://www.infrastructure.gov.au/aviation/international/guidelines.aspx.When applying for permission for flights, applicants must adviseDIT of permission for slot allocation from Airport CoordinationAustralia (see ENR 1.9 para 1.3).

1.3.4 Anapplication form forCASApermission for non-scheduled flightscan be obtained from the address at para 1.2.8. Written requestscontaining the information listed at para 1.3.5 will also beaccepted.

1.3.5 The following information is required in an application forpermission under para 1.3.4:

a. name and address of operator;b. type of aircraft and registration mark;c. purpose of flight and number of passengers and/ or nature and

weight of cargo being unloaded at the Australian airportsinvolved;

d. copy of operator’s Air Operator’s Certificate or equivalent;e. certificate of airworthiness for the aircraft;

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f. certificate of registration for the aircraft;g. for aircraft powered by turbine engines that have a maximum

take-off weight of more than 15,000KG, or are carrying 10 ormore passengers, confirmation that the aircraft is equippedwith a GPWS;

h. for aircraft powered by turbine engines that have a maximumtake-off weight of more than 15,000KG, or if permitted by itstype certificate to have passenger seating of more than 30seats, confirmation that the aircraft is fitted with TCAS IIequipment;

i. date and expected time of arrival and departure from allairports concerned in Australian Territory (Times must beexpressed in the sequence Month Day Hour Minute UTC; e.g.11101624UTC [1624 on 10 November, UTC]; a mix of localdate and UTC times must not be used);

j. the number of passengers that will be carried on board theaircraft;

k. for turbinepoweredaircraft, confirmation that theaircraftmeetsthe requirements of ICAOAnnex 16, Volume 1, Chapter 3; and

l. for aircraft thatmayoperateaboveFL290, confirmation that theaircraft is approved for operation in RVSM airspace.

Note: Additional information may be required depending on thetype of operation and airports that will be used while in Australianterritory. Requests for additional information may be issued afteran initial assessment of the application for a non-scheduled flightapproval.

1.3.6 At the same time that permission is sought from DIT and theCASA, an aircraft operator, through the designatedrepresentative, must obtain and agree to the conditions of use(including aircraft charges) or similar policies as applied by eachairport owner or operator. AirportOwners andOperators are listedin GEN 1.1 para 2.3 and ERSA FAC.

1.3.7 Applications for permission should be accompanied by theprescribed fees. Details of application fees under ANR 329 andPart 5, Division 3 of the Air Services Act 1995 may be obtainedfrom theDIT and Airservices respectively at the addresses shownat GEN 1.1 para 2.3.

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1.4 Non-Scheduled International Commercial Services byAustralian Aircraft

1.4.1 DITpermissionmust be sought as per the requirements of Section1.3; however, see Section 1.5 for standing approvals. Irrespectiveof standing approvals contained in Section 1.5, all aircraftoperators should note the separate requirement for transportsecurity plan approval in Section 1.10 and the aircraft noisecertification requirements in Section 1.14.

1.4.2 CASApermission is required under Section 26 of theCivil AviationAct. Operators shouldmake application to the local Area or AirlineOffice of the CASA.

Note: Separate CASA permission is not required if theoperator’s AOC is specifically endorsed to authorise suchinternational flights.

1.4.3 At the same time that permission is sought fromDITandCASA, anaircraft operator, through the designated representative, mustobtain and agree to the conditions of use (including aircraftcharges) or similar policies as applied by each airport owner oroperator. Airport Owners and Operators are listed in GEN 1.1para 2.3 and ERSA FAC.

1.5 Non-Scheduled International Commercial Services byAustralian Non-Contracting States and Contracting Stateswhich do not Require Prior Approval -- DIT only

1.5.1 A delegate to the Secretary of DIT pursuant to subsection 15A(3)of the Air Navigation Act 1920 (the Act) has determined thatpermission is not required in respect of the following categories ofnon-scheduled international commercial flights:

a. programs of passenger charter flights by aircraft with acapacity of 10 or fewer seats;

b. 5 or fewer passenger charter flightswith aircraft with a capacityof between 10 and 40 seats;

c. 2 or fewer passenger charter flightswith aircraft with a capacityof between 40 and 80 seats;

d. single charter flights;e. single-entity freight charter flights; andf. own-use charter flights.

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1.5.2 Operators of any flight included in one of the categories above arerequired under subsection 15A(7), within 14 days after the end ofthe flight, to give a written notice to the General Manager, AviationIndustry Policy Branch, at the address in GEN 1.1 para 2.3a.,setting out the following details in relation to the flight and thepassengers, cargo and mail:

a. the name and address of the charterer;b. the name and address of the charter operator;c. the type and capacity of the aircraft;d. whether the flightwasa single charter flight or part of a program

of charter flights;e. if the aircraft carried cargo, the type of cargo;f. the following particulars of the flight:

(1) the place where the flight began;(2) the place where the flight ended;(3) any intermediate stopping places, specifying at which

places passengers, cargo or mail were taken on ordischarged;

(4) the dates of departure from, and arrival at, the placesmentioned in the preceding subparagraphs;

g. whether the flight was a “single entity freight charter flight” asdefined in para 1.5.6 below; and

h. whether the flight was an “own use charter flight” as defined inpara 1.5.6 below.

1.5.3 Operators may provide details of more than one flight in a singlenotification provided that the Department receives notification ofall flights within 14 days after the end of each individual flight. IfAustralian authorities find that charter flights coming within theabove categories are being repeated in close proximity, operatorsmay be required to submit applications for approval of any furtherflights.

1.5.4 Anyproposed flights to or from the following countries, or involvingthe carriage of passengers or cargo between Australia and thefollowingcountries,maynotbeoperatedwithout theprior approvalof theSecretary of theDepartment of Infrastructure andTransport:a. Afghanistan;b. Iraq;c. Yemen; and

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d. Somalia.Changes to this list shall be notified by NOTAM as required.

1.5.5 All operators should note the separate requirement for transportsecurity plan approval in Section 1.10 and the aircraft noisecertification requirements in Section 1.14.

1.5.6 The determination referred to in para 1.5.1 defines the followingterms:

“charter flight” means a flight for traffic purposes into or out ofAustralian territory not forming part of an approved scheduledinternational air service;

“own-use charter” means a flight where the entire capacity of theaircraft is chartered by a single organisation or individual to carryits own staff or passengers who are an affinity group (ie, membersof organisationsestablishedmainly for purposesother than travel)or to carry cargo it owns for its own use;

“single charter”meansaone-off charter flight, beingacharter flightwhich is not part of a program of charter flights operating over thesame route;

“single-entity freight charter” means a freight charter flight orflights where the whole aircraft is chartered by a singleorganisation or individual and the consignment is homogeneous(eg, computers, meat, livestock or horses) and does not includeconsignments consolidated by freight forwarders.

1.5.7 At the same time that permission is sought from DIT and theCASA, an aircraft operator, through the designatedrepresentative, must obtain and agree to the conditions of use(including aircraft charges) or similar policies as applied by eachairport owner or operator. AirportOwners andOperators are listedin GEN 1.1 para 2.3 and ERSA FAC.

1.6 International Flights by Foreign Aircraft not PossessingNationality of Contracting State to The Chicago Convention

1.6.1 For international flights over or into Australian territory where thecarrier is registered in a State which is not a party to theConvention on International Civil Aviation, the operator shallobtain prior permission through diplomatic channels. All suchrequests must be in writing.

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1.7 Flights by Foreign “State Aircraft”

D1.7.1 Applications for State aircraft flights must be made through

Headquarters Joint Air Command at least 14 days before theproposeddate of entry into, or overflight of, Australia. Short noticerequests will be considered where exceptional circumstancesapply. Applications should be faxed to +61-2-6128--5175, oremailed to: [email protected]; attention: DiplomaticClearance Officer. The following information is required:

a. aircraft operator;

b. aircraft type;

c. countries visited;

d. registration number;

e. call-sign;

f. captain;

g. complete list of crew names;

h. complete list of passenger names;

i. purpose of the flight;

j. itinerary in timesUTC includingpreviousandnextdestinations;

k. all FIR boundary entry and exit times;

l. flight routes;

m. ground handling requirements;

n. aircraft altitudes and flight speeds;

o. dangerous cargo and weapons details;

p. hazardous materials; and

q. whether any electronic or photosensory equipment will be onboard the aircraft and, if so, its intended use.

Note: Any amendments should be advised ASAP so that groundhandling arrangements may be made.

1.7.2 When approved, a clearance will be sent via FAX or via telephoneto the respective embassy or high commission. This clearance isvalid for all the details as per the original diplomatic clearancerequest plus 24 hours.

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1.7.3 Questions relating to diplomatic clearance should beaddressed tothe Diplomatic Clearance Officer on telephone +61-2-6128-4819,or email:[email protected]. After hours diplomaticclearance services are available through the Air & SpaceOperations Centre, watch keeper, telephone +61--2--6128--4810or email: [email protected].

1.7.4 In accordance with Section 19 of the Air Navigation Act 1920,munitions of war or implements of war shall not be carried by anaircraft in or over Australian territory, or by an Australian aircraftoutsideAustralian territory, except with the permission inwriting ofthe Secretary of the Department of Infrastructure and Transport –see para 1.10.6.

1.8 International Private Flights

1.8.1 A private flightmeans a flight by an aircraft carrying passengers orcargo whose costs are met by the owner and/or operator of theaircraft.

1.8.2 Section 14 of the Air Navigation Act 1920 allows an aircraft thatpossesses the nationality of a Contracting State undertaking aprivate flight to enter or leave Australia or fly in transit acrossAustralia without the requirement of obtaining prior permission.However, note the provisions of para 1.14 in relation to aircraftnoise certification.

1.8.3 An operator of an Australian registered aircraft seeking to conducta private international flight is hereby granted permission underSection 26 of the Civil Aviation Act 1988. No specific operationalassessment is required for such flights, but pilots are advised ofthe following:

a. in addition to the requirements of CAR 139 (Documents to becarried in Australian aircraft), a journey log book shall becarried in which shall be entered particulars of the aircraft, itscrew and of each journey; and

b. the rules and regulations pertaining to the flight andmanoeuvring of aircraft shall comply with the following:

(1) Australian rules, where applicable;

(2) ICAO rules, when operating over the high seas; and

(3) foreign state rules, were applicable, while flying over aforeign State’s territory.

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1.8.4 When the doors of the aircraft are closed, the pilot in commandmust assumeandexercise responsibility for the safety of the crew,the passengers and the cargo.

1.8.5 The pilot in commandmust assumeand exercise responsibility forthe operation and safety of the aircraft from the moment that theaeroplane is ready to move for the purpose of taking--off until themoment when it finally comes to rest at the end of the flight and theengines used as primary propulsion units are shut down.

1.8.6 If an emergency endangers the safety of the aircraft or persons onaboard and requires action in violation of the lawof a foreignState,the pilot in command must:

a. as soon as practicable, tell the foreign State authorityresponsible for that law; and

b. if required by the authority, give a written report of the violationto the authority; and

c. send a copy of the report to CASA.

1.8.7 The pilot in commandmust assume and exercise responsibility totell the nearest appropriate State authority, by the quickestmeanspossible, of any accident involving the aircraft that has resulted in:

a. death or serious injury to any person; orb. substantial damage to the aircraft or any property.

1.8.8 The pilot in command may not operate at an aerodrome usinglower operating minima than those established for the aerodromeby the responsibleauthority,withoutapproval from the responsibleauthority. The pilot in command may utilise operating minimalower than 200FT without approval from CASA.

1.8.9 Before a flight, the pilot in commandmust ensure that the aircraft iscarrying the following:

a. an accessible first aid kit;b. current and suitable charts for the route of the proposed flight

and for all routes along that route to which it is reasonable toexpect the flight may be diverted;

c. procedures for pilots in command of intercepted aircraft, asdescribed in Annex 2 to the Convention on International CivilAviation;

d. sufficient spare electrical fuses of appropriate ratings toreplace fuses on the aircraft that are accessible during flight.

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Note: The itemsmentioned in paragraphs (a) to (d) are in additionto the minimum equipment or materials:(a) necessary for the issuance of a certificate of airworthiness; or(b) prescribed by Australian aviation law.

1.8.10 Before departure from Australian territory, the pilot in commandmust ensure that:

a. the certificate of airworthiness for the aircraft will remain validwhile the aircraft is outside Australian territory; and

b. either:(1) the maintenance release for the aircraft will not expire

while the aircraft is outside Australian territory; or(2) before the maintenance release expires, an authorised

person will issue a maintenance release; andc. if the pilot in command is not the registered operator of the

aircraft -- arrangements are in place with the registeredoperator for the pilot in command to be notified about anyurgent maintenance or operational requirements while theaircraft is outside Australian territory.

Note: Urgent maintenance or operational requirements include,for example, Airworthiness Directives.

1.9 Provision for Entry of Foreign Aircraft Engaged in Search andRescue (SAR)

1.9.1 The following provisions relate to the entry into and the departurefrom Australian territory for foreign aircraft engaged in SARoperations.

1.9.2 Entry Request. Foreign aircraft may enter Australian territory forthe purposes of search and rescue upon ATC notification onlythrough the submission of a Flight Plan. As much advance noticeas possible should be given to facilitate entry clearanceprocedures.

1.9.3 Advice of Early Approval. The Rescue Coordination Centreresponsible for theSearch andRescueRegion (SRR) inwhich theSARoperationwill take placewill advise the originator of the FlightPlan message whether or not the proposed entry into Australianterritory is approved, andwill specify any conditionswhichmust becomplied with.

1.9.4 Airports. All foreign aircraft, whether state or civil, operating intoAustralian territory on SAR operations, should, as far as

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practicable, make entry into, and departure from, Australianterritory at a designated international airport.

1.10 Aviation Security

1.10.1 The Office of Transport Security (OTS) is a Division of theDepartment of Infrastructure and Transport and is the AustralianGovernment’s security regulator of the Australian transportindustry and primary adviser on transport security. The OTSregulates the aviation, maritime, supply chain (air cargo) andoffshore oil and gas industries, and provides advice oninternational obligations to transport security developments andthe implications of those obligations for Australian Governmentpolicies and practices.

The OTS administers regulatory authority through the AviationTransport Security Act 2004 and Aviation Transport SecurityRegulations 2005. Links to this legislation and further informationabout the OTS is available from the Departmental website at:http://www.infrastructure.gov.au.

The OTS maintains a Transport Security Coordination Centre(TSCC) which is operational 24 hours, seven days a week.Aviation security incidents defined under the Aviation TransportSecurity Act 2004 must be reported to the TSCC by email at:[email protected] or by telephone to 1300307 288 (from within Australia) or +61 2 6274 8187 (fromoverseas).

1.10.2 The Aviation Transport Security Act 2004 (Division 2 of Part 2)requires that all operators of a prescribed air serviceoperating within, to, or from Australia are required to have anapproved Transport Security Program (TSP). A prescribed airservice includes an air service with a certified maximum take--offweight greater than 5,700 kilograms and is further defined inregulation 1.06 of the Aviation Transport Security Regulations2005. It is an offence under the Aviation Transport SecurityAct 2004 to operate a prescribed air service without anapproved TSP.

1.10.3 International recognition of approved aviation security plans ofother nations is not available. TSP are required to comply with theAviation Transport Security Act 2004. A TSP essentially containssecurity risk information about the relevant aviation industry

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segment as it applies to the full nature of the operations of theprescribed air service and articulates the security practices andmeasures applicable to ensure a safe, secure, sustainableaviation transport system.

1.10.4 Under the Aviation Transport Security Act 2004, TransportSecurity Plans (TSP) remain subject for up to a 60 dayconsideration period for approval; therefore, operators ofprescribed air services are advised to submit a TSP as soon aspractical in order that the intended commencement of air servicesare not unintentionally affected. Guidance for the production andlodgement of a TSP for approval is available on theDepartment ofInfrastructure and Transport website at:http://www.infrastructure.gov.au/transport/security/aviation/tsp/index.aspx.

1.10.5 Responses to regulatory approval lodgements and enquiriesoccur during normal business hours. Lodgement of regulatoryapprovals including TSP should be made by email to:[email protected] determining whether a TSP is required are to include:a. whether an application has been made or approved for Flights

by Foreign “State Aircraft” – see Section 1.7.b. if application has not been made or approved per above then

the following information is required:(i) the legal entity name of the aircraft operator;(ii) the name and address of the aircraft operator;(iii) the name and address of any engaged or intended

ground handling agent;(iv) the type and capacity of the aircraft;(v) whether the flight is a single charter or part of scheduledor

unscheduled program of flights and the period in which itis intended to operate;

(vi) the nature of the aircraft operations (purpose of flight)including if the aircraft is carrying cargo, the type cargo;

(vii) the place/places where the flight/flights will originate;(viii)any intermediate stopping places specifying at which

places passengers or cargo (including mail) were takenon board or discharged;

(ix) the intended date of commencement of the service/flight;and

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(x) details of any wet or dry lease arrangements.1.10.6 In accordance with Section 19 of the Air Navigation Act 1920,

munitions of war or implements of war shall not be carried by anaircraft in or over Australian territory, or by an Australian aircraftoutsideAustralian territory, except with the permission inwriting ofthe Secretary of the Department of Infrastructure and Transport.Applications for transportation of munitions of war should belodged with the Secretary through the, Transport SecurityCoordination Centre at: Department of Infrastructure andTransport, Office of Transport and Security, GPO Box 594Canberra ACT 2601 or [email protected].

1.11 Foreign Clearances -- Australian Aircraft

1.11.1 Australian aircraft operators are responsible for obtaining foreignclearances when necessary for overflights of, or landings in, theterritory of another State.

1.11.2 Clearances for a small number of countries which do not acceptdirect applications from private operators must be arranged byapplication through the Department of Foreign Affairs and Trade.

1.11.3 Pilots are advised that their flight plans will not be considered bysome countries unless documentation of onward foreignclearance is produced.

1.12 Aircraft on International Flights to Comply with Laws

1.12.1 Section 16 of the Air Navigation Act 1920 provides that “Theowner, the operator, the hirer, the pilot in command and any otherpilot of an aircraft arriving in Australian territory from a placeoutside Australian territory or departing from Australian territoryfor a place outside Australian territory shall comply with theprovisions of all applicable laws,whether of theCommonwealth orof a State or Territory of the Commonwealth, for the time being inforce, including laws relating to the entry or clearance ofpassengers, crew or cargo, immigration, passports, customs andquarantine”.

1.13 Section 22 of the Civil Aviation Act 1988

1.13.1 This section gives effect in Australian law to the provisions ofArticle 3 of the Chicago Convention, which prohibits the use offorce against civil aircraft and provides for the regulation of civilaircraft flying over the territory of foreign countries without

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authorisation or for any purpose that is inconsistent with the aimsof the Chicago Convention.

1.13.2 A major requirement of this legislation is that aircraft underAustralian jurisdiction shall not be flown over the territory of aforeign country without authorisation or for a purpose that isprejudicial to the security, public order or safety of air navigation inthat country. If an aircraft is being flown in these circumstances,the pilot in command must comply with an order to land or anyother instruction that is givenbyanauthorisedofficial of the foreigncountry.

1.13.3 The legislation provides for the pilot in command who is foundguilty of an offence under this legislation to be subject to severepenalty. Ancillary offenders (for example, the operator) may beprosecuted under the Crimes Act.

1.13.4 Operators should note that nothing in this legislation relievesobligations which any other law, including the law of a foreigncountry, might impose. An Australian aircraft which is flying withproper authorisation over the territory of a foreign country isrequired to obey a direction legally given by the aeronauticalauthorities of the country concerned, just as a foreign aircraft flyingoverAustralian territory is required to obey a lawful directionwhichmay be given by the relevant Australian authorities.

1.14 Aircraft: Noise Operating Restrictions

1.14.1 Under the Air Navigation (Aircraft Noise) Regulations,international and domestic aircraft operating in Australia arerequired to be certified as compliant with the relevant ICAOAnnex16 noise standards. Subsonic jets must be certified as Chapter 3or Chapter 4. Aircraft with Chapter 2 noise certification are notpermitted to operate. Operators who want to operate a Chapter 2aircraft must apply for permission to operate.

1.14.2 Large, marginally noise compliant (MCC3) jet aircraft areprohibited fromoperating at: Sydney,Melbourne, Brisbane, Perth,Adelaide, Hobart, Canberra, Darwin, Cairns, Gold Coast,Newcastle (Williamtown),EssendonandAvalon airports. For a fulllist of potentially affected aircraft types please contact theGeneralManager, Aviation Environment Branch (see para 1.14.4 ).

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1.14.3 Operators of MCC3 aircraft who want to operate at these airportsmust apply to theDepartment of Infrastructure andTransport, for a(noise) permission to operate.

1.14.4 Aircraft owners and pilots requiring information about aircraftnoise operating restrictions or the Air Navigation (Aircraft Noise)Regulations should contact:

General ManagerAviation Environment BranchDepartment of Infrastructure and TransportGPO Box 594CANBERRA ACT 2601 AUSTRALIA

E--mail: [email protected]: +61-2-6274 7009Fax: +61-2-6274 7804

IMPORTANT -- International operators must also contact theAustralian Civil Aviation Safety Authority (CASA) to apply for a(safety) permission to operate inAustralianTerritory (seeGEN 1.1para 2.3b.).

1.15 Australian Operational Documents Available to PilotsLicensed by Another State Proposing to Visit Australia

1.15.1 Airservices Australia has available, on a payment basis, to pilotslicensed by another State proposing to come to Australia, thefollowing documents which relate to the proposed flight:

a. IFR Flight Documents Australian AIP Book; En Route,Planning and Terminal Charts; Departure and ApproachProcedures and En Route Supplement Australia (ERSA).

b. VFR Flight Documents Australian AIP Book; En Route,Planning and Visual Terminal Charts, and ERSA.

1.15.2 To secure appropriate documents, a pilot should write to theAirservices Australia Publications Unit, Locked Bag 8500,Canberra ACT 2601 (Fax: +61-2-6268 5111; E-mail:[email protected]), at least two monthsin advance of the proposed departure date giving the expecteddate of departure, the proposed airport of arrival in Australia andan address in the country of departure to which documents can beforwarded.

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1.15.3 On receipt of this advice, a document order form will bedespatched. This form should be annotated with documentrequirements and returned with payment ($AUD) to Airservices’address listed at para 1.15.2.

1.15.4 If the visiting pilot intends to remain in Australia for some time, anAustralian address should be nominated to which amendments todocuments can be forwarded. However, the pilot should adviseAirservices of the intended departure date from Australia so thatthe amendment service can be cancelled.

2. DESIGNATED INTERNATIONAL AIRPORTS -- AUSTRALIANote: Operations by aircraft at all of the airports listed in thefollowing section are limited to the pavement strength shownagainst the airport inAIPERSA. Prior applicationmust bemade tothe airport operator for a pavement concession where this isnecessary.

2.1 Major International Airports2.1.1 “Major International Airport” means an airport of entry and

departure for international air traffic where all formalities incidentto Customs (Customs and Border Protection), Immigration (theDepartment of Immigration and Citizenship/DIAC), andQuarantine (theDepartment ofAgriculture, FisheriesandForestryBiosecurity/DAFFBiosecurity), andsimilar proceduresare carriedout.

Airport Clearances Available

Adelaide Customs, Quarantine and Immigration.

Brisbane Customs, Quarantine and Immigration.

Cairns Customs, Quarantine and Immigration.

Darwin Customs, Quarantine and Immigration.

Melbourne Customs, Quarantine and Immigration.

Perth Customs, Quarantine and Immigration.

Sydney Customs, Quarantine and Immigration.

Note: Reasonable notification required for non-scheduled traffic.2.2 Restricted Use International Airports2.2.1 “Restricted Use International Airport” means an airport of entry

and departure at which the formalities incident to Customs,Immigration, and Quarantine and similar procedures are madeavailable on a restricted basis, to flights with prior approval only.

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The Airline or its agent/representatives may be responsible forcovering additional expenses relating to the positioning ofresources from another border agency base to a Restricted UseInternational Airport.


Avalon Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Broome Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Canberra Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

CoffsHarbour

Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Coffs Harbour is not a proclaimed first port of entryand landing place for overseas aircraft and mayonly be nominated as an alternative for flights withprior DAFF Biosecurity approval.

Gold Coast Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Hobart Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Learmonth Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Learmonth is not permanently staffed by borderagencies, and is serviced for international flightsunder a request for service arrangement.

Lord HoweIsland

Customsand Immigration are provided to coincidewith approved flights only.

DAFF Biosecurity does not currently have any ap-proved officers on Lord Howe Island that aretrained to undertake international aircraft clear-ances.

PortHedland


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Townsville Customs, Quarantine and Immigration are pro-vided to coincide with approved flights only.

Williamtown/Newcastle


2.3 Alternate Airports to International Airports2.3.1 “Alternate Airport” means an airport specified in the flight plan to

which a flight may proceedwhen it becomes inadvisable to land atthe airport of intended landing (see also GEN 1.3 Section 6.). TheAirline or its agent/representatives may be responsible forcovering additional expenses relating to the positioning ofresources from another border agency base to an AlternateAirport.Airport Clearances Available

Alice Springs Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Avalon Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Canberra Customs, Quarantine and Immigration clear-ances are available if reasonable notification ofdiversion is given (but seeGEN 1.3 para 7.4.1).

Coffs Harbour Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Gold Coast Customs, Quarantine and Immigration clear-ances are available if reasonable notification ofdiversion is given.

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Kalgoorlie Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Launceston Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Learmonth Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Port Hedland Customs, Quarantine and Immigration clear-ances are available if reasonable notification ofdiversion is given

Rockhampton Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Tindal Serviced for international arrivals in the event ofan emergency/stress. In such an instance, allpassengers and crew must remain on boardwhere safe to do so. Aircraft should then pro-ceed to a major international airport for clear-ance.

Townsville Customs, Quarantine and Immigration clear-ances are available if reasonable notification ofdiversion is given. Townsville may be nomi-nated as an international alternate for wide bo-died aircraft subject to the following conditions:a. Use of the military apron will be subject to

the requirements of the RAAF.b. Taxiway “K”maybeusedwhen themilitary

apron is not available.

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2.4 International Non-Scheduled Flight Airports2.4.1 “International Non-Scheduled Flight Airport” means an airport

at which approval may be granted, provided the prescribed priornotice is given, for international non-scheduled flights only. Noother form of international operation is permitted:

Airport Clearances AvailableHornIsland

Customs, Quarantine, and Immigrationclearances are available if reasonableprior notice is given.

2.5 External Territory International Airport

2.5.1 “External Territory International Airport” means an airport ofentry and departure for international air traffic located upon anAustralian External Territory, where all formalities incident toImmigration, Quarantine and Territory Customs, and similarprocedures are available. Australian external territoryinternational airports are as follows:


Norfolk Island Immigration, Quarantine andTerritory Customs.

Christmas Island Immigration, Quarantine andTerritory Customs.

Cocos (Keeling)Island

Immigration, Quarantine andTerritory Customs.

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GEN 1.3 ENTRY, TRANSIT AND DEPARTURE OFPASSENGERS AND CREW

1. INTRODUCTION

1.1 The Australian requirements for entry and departure of aircraftengaged in international flights, and the standard procedure forclearance of these aircraft at Australian designated internationalairports, are advised for the information andguidance of operatorsconducting international flights to and from Australia.

1.2 The standard procedures are designed to facilitate the clearanceof passengers through the three stages of examination -- theAustralian Customs and Border Protection Service (Customs andBorder Protection), the Department of Immigration andCitizenship (DIAC) and the Department of Agriculture, Fisheriesand Forestry Biosecurity (DAFF) Biosecurity.

2. SUMMARY OF DOCUMENTS TO BE PRESENTED BY PILOTIN COMMAND OR AUTHORISED AGENT

Note: All required documents must be furnished in English, andoriginals andall copiesmust be completely legible. Namesshouldbe shown inblock letters, andwith regard tonamesof passengers,initials at least are to be inserted. Care must be taken to ensurethat all documents are fully and accurately completed.

2.1 At First Airport of Call in Australia

Impending Arrival Report -- Electronic, lodged in the ICSThe aircraft operator must report to Customs and BorderProtection the impending arrival of the aircraft. The impendingarrival report (IAR) must be lodged electronically in the ICS notmore than 10 days before the estimated time of arrival of theaircraft and not later than three (3) hours before the estimated timeof arrival of the aircraft.Actual Arrival Report -- Electronic, lodged in the ICSThe aircraft operator must report to Customs and BorderProtection the particulars of the arrival of the aircraft and the timeof arrival. The actual arrival report (AAR) must be lodgedelectronically in the ICS within three (3) hours of the arrival of theaircraft or before the certificate of clearance is issued, whicheveroccurs first.

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List of Stores (e.g. narcotic drugs, beer, wine, spirits andtobacco products) 1 copyThe aircraft operator must report to Customs and BorderProtection, the particulars of the aircraft’s stores and of anyprohibited goods contained in those stores at the time of arrival.The report of aircraft stores and prohibited goods must be madewithin three (3) hours of the arrival of the aircraft or before thecertificate of clearance is issued, whichever happens first.Articles in Possession -- Aircrew 1 copy eachSigning of Documents: The copy of the General Declaration forthe DAFF Biosecurity officer and the health section of this copymust be signed by the pilot in command. Other copies of thisdocument may be signed by either the pilot in command orauthorised agent. Each individual crewmember must complete acopy of Articles in Possession Aircrew form. Either the pilot or theauthorised agent may sign the list of stores. Documents, exceptthose for presentation to the DAFF Biosecuirty officer, must besigned in the presence of the Customs and Border ProtectionOfficer.

2.2 At Airports other than First Airport of Call in Australia

2.2.1 At stops other than the first airport of call, the pilot in command orauthorised agent will present for clearance purposes the copy oftheGeneral Declaration signed and stamped by the Customs andBorderProtectionOfficer prior todeparture from thepreviousstop.A hard copy of the cargomanifest is not requiredwhere the carrierhas full EDI with the Customs Air Cargo Automation (ACA)system.

2.2.2 Impending Arrival Report -- Electronic, lodged in the ICS

The aircraft operator must report to Customs and BorderProtection the impending arrival of the aircraft. The impendingarrival report (IAR) must be lodged electronically in the ICS notmore than 10 days before the estimated time of arrival of theaircraft and not later than three (3) hours before the estimated timeof arrival of the aircraft.Actual Arrival Report -- Electronic, lodged in the ICSThe aircraft operator must report to Customs and BorderProtection the particulars of the arrival of the aircraft and the timeof arrival. The actual arrival report (AAR) must be lodged

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electronically in the ICS within three (3) hours of the arrival of theaircraft or before the certificate of clearance is issued, whicheveroccurs first.List of Stores (e.g. narcotic drugs, beer, wine, spirits andtobacco products) 1 copyThe aircraft operator must report to Customs and BorderProtection, the particulars of the aircraft’s stores and of anyprohibited goods contained in those stores at the time of arrival.The report of aircraft stores and prohibited goods must be madewithin three (3) hours of the arrival of the aircraft or before thecertificate of clearance is issued, whichever happens first.

2.3 At First Airport of Departure from Australia

General Declaration 3 copiesD

Export Permits (where required)Note: One copy of the General Declaration must be signed andone copy of each manifest initialled by the pilot in command orauthorised agent.

Departure Report (electronic, lodged in the ICS) – Thedeparture report is a prerequisite that must be satisfied before acertificate of clearance can be granted by Customs and BorderProtection. A departure report is a statement made by the pilot orowner of the aircraft, or an agent, to Customs and BorderProtection providing information concerning the proposed dateand time of departure of the aircraft. The departure report must belodged electronically in the ICS.Outwards Manifest (electronic, lodged in the ICS)–Thepilot orowner of the aircraft must communicate electronically to CustomsandBorder Protection, not later than three (3) days after the day ofdeparture of the aircraft, an outwards manifest. The outwardsmanifest must specify all goods that were loaded on board theaircraft.

2.4 Department of Agriculture, Fisheries and Forestry (DAFF)Biosecurity Requirements

Detailed information about DAFF Biosecurity requirements foroverseas aircraft can be found in the “Australian Quarantine andInspection Service (AQIS) Guidelines for Airline and AircraftOperatorsArriving inAustralia” document that can be found on the

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DAFF Biosecurity website at:http://www.daff.gov.au/aqis/avm/aircraft/guidelines--operators.

2.4.1 The pilot in command of an aircraft landing at a designatedinternational airportwhich is the first airport of call inAustraliamustfurnish one copy of the General Declaration signed by him/her tothe agencies.

2.4.2 All aircraft are required to meet Australia’s disinsectionrequirement. The Commander of an overseas aircraft (or, if theCommander is not the operator of the aircraft, the operator of theaircraft) will make arrangements for the disinsection of the aircraftin a manner, and within a time, approved by a Director ofQuarantine.The following disinsection options are available to airlineoperators to meet Australia’s cabin and hold disinsectionrequirements –

Cabin Hold

Residual Residual

Pre--embarkation Pre--flight

Pre--flight and Top of Descent Pre--flight

On--arrival On--arrival

Disinsection Compliance Agreements with either DAFFBiosecurity orMinistryofAgricultureandForestryBiosecurityNewZealand (MAFBNZ) are required for the residual orpre--embarkation option.Refer to the AQIS/MAFBNZ Schedule of Aircraft DisinsectionProcedures on theDAFFBiosecurity website formore informationon disinsection.

2.4.3 Pre--arrival Reporting Requirements. Prior to arrival at a first portof call in Australia, the Commander of an international aircraft willadvise DAFF Biosecurity of the following:i. Any person onboard the aircraft who has died during the flight

or is suffering from an illness;ii. If a person with a prescribed symptom (see below) is on board

the aircraft during the flight;iii. If the arrangements for disinsection of the aircraft have not

been complied with in the manner approved by a Director ofQuarantine;

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iv. If any live animal is on board the aircraft;v. If any animal died during the flight;vi. (For non--scheduled flights), the identity of the aircraft, the

place inAustralia,Christmas Islandor theCocos Islandswherethe aircraft is to arrive and its estimated time of arrival.

This information will be provided as close to top of descent as isoperationally practicable, but in any case at least 30 minutesbefore the aircraft is on chocks (Under certain circumstancesDAFF Biosecurity may notify the Commander of the aircraft thatthe information is to be given at a different time.)After this information is reported, if the Commander becomesaware the information is incomplete or incorrect they will provideadditional information or correct the information as soon aspracticable.Any contaminants on the aircraft fromdead or sick peoplemust becleaned or disinfected in accordance with post--event disinfectionprocedures for aircraft, as outlined in the World HealthOrganization 2009 Guide to Hygiene and Sanitation in Aviation,third edition.The prescribed symptoms which will be reported are:a) a temperature over 38ºCb) acute unexplained skin rashes or lesions, and rashes orlesionscausedby illnessorexposure tohazardousagents (butnotheat rashes, dermatitis, eczema or similar common skinconditions)c) persistent or severe vomiting (but not vomiting caused byinebriation or motion sickness);d) persistent, watery or profuse diarrhoea;e) bleeding from the eyes, ears, nose, mouth, anus or skin (butnot if the subject is predisposed to nosebleedsor haemorrhoids, orhas cuts or abrasions);f) glandular swelling in the armpits or neck;g) prolonged loss of consciousness, if the subject cannot beroused (but not loss of consciousness caused by consumption ofalcohol, drugs or medications, fainting or sleeping);h) persistent coughing and difficulty breathing with no apparentcause and no history of similar symptoms (but not persistentcoughing and difficulty breathing caused by asthma, heartdisease, obesity, chronic bronchitis or emphysema);

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i) in the case of a person with restricted mobility or an otherwisehealthy young child — an inability to disembark from a vesselwithout assistance.

2.4.4 Pratique is the determination of the health status of passengersand crew of an overseas vessel arriving at an approved landingplace in Australia and the subsequent granting of permission todisembark. Aircraft entering Australia operate under a system ofautomatic pratique. Under this system permission to disembark isautomatically granted, unless any of the following applies:

S prior to arrival theCommander has reported thepresenceof oneof the circumstancesdescribedabove in para2.4.3i to v;

S the Director of Human Quarantine has given a direction,before the aircraft arrives, that pratique is not taken tohave been granted; or

S aDAFF biosecurity officer advises theCommander of theaircraft, before or after the aircraft arrives but beforedisembarkation of passengers, that he or she is notsatisfied that the aircraft is free from infection.

Any aircraft not entering under automatic pratique will be met onarrival by a DAFF biosecurity officer. All passengers and crewmust remain onboard until pratique is granted by this officer.Whenthe DAFF biosecurity officer is satisfied that there are no furtherbiosecurity issues, theywill verbally grant pratique and advise thatdisembarkation and the unloading of baggage and cargo maycommence. A Certificate of Pratique will then be provided to theairline, usually by faxing it to the ground handling agent. AllNon--Regular Passenger Transport (RPT) will bemet on arrival bya DAFF biosecurity officer.

2.4.5 Quarantine in--flight Announcement. Prior to arrival in Australia,Commanders of all international aircraft will provide an in--flightannouncement to all passengers travelling (including crew) whichoutlines Australia’s biosecurity requirements. A video/DVD, in anumber of formats and languages is available from the DAFFBiosecurity Passengers and Mail Branch in Canberra. If thevideo/DVD cannot be shown, Commanders need to ensure thattheir crewmakea verbal announcement on flights prior to arrival inAustralia.

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2.4.6 All persons (passengers and crew) arriving in Australiamust havethe following documents ready for examination by a DAFFbiosecurity officer:

a. An Immigration Incoming Passenger Card (although this is anImmigration document, it may facilitate health clearances).

b. International Certificate of Vaccination against Yellow Fever (ifin the last six days they have visited a yellow fever declaredcountry).

2.4.7 For ill passengers that are in transit through Australia therequirements are the same as for those entering Australia.Passengers in transit are not permitted to leave the transit areaother than for actual boarding of their outward flight. If the timebetween arrival and departure allows it and is determined to beadvisable, thepersonmayeither be isolated inabiosecurity facilityat the expense of the airline or released with restrictions, underDAFF biosecurity surveillance.

2.4.8 Passengers and crew will pass from the aircraft to the CustomsEntry Control Point where the absence of disease, vaccinationcertificates and (for those disembarking in Australia) the intendedaddresses in Australia will be assessed.

2.4.9 Persons with unsatisfactory documents or for whom furtherinvestigation, medical or otherwise, is required, will be divertedimmediately to a waiting room for any necessary action after allothers have been cleared.

2.4.10 The importation into Australia by air of the following is prohibited:

a. all animals (including birds and reptiles) unless an importpermit accompanies the animals (The only exception to thisprohibition is the importation of dogs, cats and horses fromNewZealandwhere each animal should have approved healthcertification);

b. cultures of micro--organisms capable of causing humandisease and goods of biological origin whichmay contain suchmicro--organisms, unless an import permit accompanies thecultures or goods;

c. foodstuffs of animal origin, including meat, poultry, sausages,eggs, cheese and milk, unless as commercial consignmentsaccompanied by such certification as prescribed in theQuarantine Proclamations 1998;

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d. in thecaseof aircraft fromNewZealandonly, exemptionsapplyto the importation of some species of animals and to theimportation of some animal products provided that the airmovements of the animals or animal products concerned, fromNewZealand to Australia, conforms toAustralia’s conditions ofimportation, including, in certain cases, prior disinsection of thetransporting aircraft.

Note: Any prohibited item taken to Australia by air without specialpermit will be seized and destroyed.

2.4.11 Australia is still free from many plant diseases, insect pests andweeds which cause serious damage to crops in other parts of theworld. The cooperation of all air crews and passengers is soughtin preserving this advantage.

2.4.12 No plant material of any kind, including fruits, nuts, seeds, bulbs,tubers or cuttings, should be taken to Australia by air, unlessapproval for its importation has first been obtained from theAustralian Department of Primary Industries and Energy,Canberra, or from the Chief Quarantine Officer (Plants) of therelevant State Departments of Agriculture. The importation ofsome typesof plants is prohibitedandanysuch foundat theairportof arrival will be destroyed. Other prohibited importations includestraw packing (including rice hulls), soil samples (unlesswith priorapproval) and cartons or containers which have previouslycontained fruit or other plant materials.

2.4.13 Cognisance should be taken that most of the best varieties of allcrops and ornamentals, selected and adapted for Australia, arealready available in country. Other newand better varieties will beimported, under strict DAFF biosecurity control, as the needarises.

2.4.14 AlthoughAustralia hasno vaccination requirements for departure,travellers will have to satisfy the requirements of countries to, orthrough which, they travel. Travellers should, therefore, consultthe airline, a reputable travel medicine organisation, or the officialrepresentatives of the countries concerned regarding thenecessity for vaccinations.

3. IMMIGRATION/EMIGRATION REQUIREMENTS

3.1 General

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3.1.1 Information in this section is based on theMigration Act 1958 andthe Migration Regulations 1994. Since the information canchange over time the Department of Immigration and Citizenship(DIAC) strongly recommends that anyone proposing to travel toAustralia contact airlines, travel agents or Australian missionsoverseasor visitwww.immi.gov.au toensure traveldocumentationand visa requirements are met.

3.1.2 Airline operators should ensure that their staff are fully aware ofAustralia’s immigration requirements. The Travel InformationManual (TIM) provides a regularly updated, ready-reference forinformation on Australia’s requirements. The master, owner,agent, charterer and operator of a vessel on which a non-citizen isbrought into Australia are guilty of an offence against section229(1) of the Migration Act 1958 unless the non-citizen whenentering Australia:a. is in possession of evidence of a visa (see para 3.4.2a.), that is

in effect and that permits him/her to travel and enter Australia;or

b. is deemed to be a person having a prescribed status and holdsa special purpose visa (see para 3.4.2c.); or

c. is a transit passenger who meets certain criteria (see para3.4.2c.(7)); or

d. is eligible for a special category visa (see para 3.4.2d.); ore. is a permanent non--citizen resident of Norfolk Island who

holds a passport issued with an authority to reside in NorfolkIsland (see para 3.4.2e.)

3.1.3 A person who is guilty of an offence against section 229(1) of theMigration Act is liable, upon conviction, to a fine not exceedingAU$10,000. In lieu of prosecution, infringing airlines may pay apenalty of AU$5000.

3.2 Advance Passenger Processing (APP) reporting ofpassengers and crew

3.2.1 Airlines flying into Australia who provide a ‘regular internationalpassenger air service’ are required to report all inboundpassengers and crew, including all transit passengers, toImmigration though the electronicAPPsystem. The information iscollected at check--in through the APP system and transmitted toAustralia for use by border agencies prior to the arrival of the

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aircraft. Airlines seeking detailed information concerning thelegislative and system requirements can contact Immigration at:[email protected].

3.3 Inwards Clearance -- Passports or other Travel Document

3.3.1 All persons seeking to enter Australia, whether for a visit,temporary or permanent residence, must identify themselves. Inthe case of non-citizens, they must hold or be eligible for a visa.Passports are the most common and preferred type of traveldocument for identification purposes. A valid passport is requiredfor travel to Australia from all overseas destinations includingNorfolk Island.

3.3.2 Some countries still issue family group passports which maycover, for example, a husband and/or wife and children of two ormore siblings. For entry control purposes, Australia acceptsdependants on such passports only when accompanied by theprincipal holder.

3.3.3 Passports are not required for holders of the following:

a. Certificates of Identity, Documents of Identity, or “Documentsfor Travel to Australia” issued by Australian authorities.

b. Documentsof Identity, issuedbyacountryother thanAustralia.(Documents must have a photograph of the bearer andre-entry authority to the country of issue).

c. Laissez-passer (travelling on duty), issued by the UnitedNations.

d. Military identity documents and movement orders issued tomembers of the armed forces travelling under the Status ofForces Agreement (France, Papua New Guinea, Turkey,Singapore, USA, Malaysia and New Zealand) members of theAsia--Pacific armed forces (Brunei, Fiji, Malaysia, Thailand orTonga) and members of Commonwealth forces (Antigua,Bahamas, Barbados, Belize, Canada, Grenada, Jamaica,Mauritius, New Zealand, Papua New Guinea, Saint Lucia,Saint Vincent and the Grenadines, Solomon Islands, StChristopher and Nevis, Tuvalu, and the United Kingdom ofGreat Britain and Northern Ireland).

e. Certificates for air crew members, travelling on duty asoperational or positioning crew:

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(1) operational crewmust carry a current identity documentissued by the airline by which he/she is employed(“Airline ID card”) and a valid passport; and

(2) positioning crewnot listedas crewmembersmust carryavalid passport and a letter from their employer certifyingair crew status and setting out the purpose of thepersons’ travel to Australia and the arrangements forthem to leave Australia.

Df. Documents issued to stateless persons as follows:

(1) Certificate of Identity, provided it holds proof to re-enterthe country of residence; or

(2) Titre de Voyage issued to persons recognised asrefugees under the 1951 Convention Relating to theStatus of Refugees.

3.3.4 Passengers travelling on domestic sectors of international flightswithin Australia must carry passports or other acceptable forms ofphoto-identification.

3.4 Visa Requirements

3.4.1 All non-citizens are required to have a visa for entry to Australia.The Australian Government strongly recommends that allpassengers proposing to travel to Australia contact airlines, travelagents orAustralianmissionsoverseas toensure travel documentand visa requirements are met.

3.4.2 Carriers are required to ensure non--citizen passengers travellingto Australia hold, or are eligible to hold, a valid visa. Persons inpossession of expired visas should not be carried to Australia.Visas for travel to Australia may be for either single or multiplejourneyswithin the validity of the visa. Visas facilitate travel, but donot guarantee entry. Visitors who fail to satisfy border checks canbe refused entry to Australia. Visa types are identified as follows:

a. There are two types of visas: temporary and permanent. Themajority of visasgrantedwill not beevidencedbya stick--in visalabel. Existence of a visa should be verified by airlines atcheck--in via Advance Passenger Processing (APP) system.

b. Where capable, airlines may issue Electronic TravelAuthorities (ETAs) for tourist or short term business travel tobearers of passports issued by the following countries:

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Andorra Greece Malta SwedenAustria Hong Kong Monaco SwitzerlandBelgium Iceland Netherlands TaiwanBrunei Ireland Norway United KingdomCanada Italy Portugal (British Citizens andDenmark Japan San Marino British NationalsFinland Liectenstein Singapore Overseas)France LuxembourgSouth KoreaUSAGermany Malaysia Spain Vatican City

Further information regarding these visas and the visa applicationprocess can be found at www.immi.gov.au.c. Special Purpose Visas (SPVs) are a class of temporary visa

taken to have been granted by operation of law to certainpersonsor classesofpersons;e.g.militarypersonnel travellingon official duty provided for under an agreement betweenAustralia and a foreign country. SPV holders are not requiredto complete an application form provided they belong to any ofthe following classes of persons (arrival by air only, furthercategories exist for passengers arriving by sea):(1) members of the armed forces of France, Papua New

Guinea, Singapore, Turkey, USA, Malaysia and NewZealand under the Status of Forces Agreement (SOFA)travelling on duty and holding military identitydocuments;

(2) members of Asia Pacific armed forces (Brunei, Fiji,Malaysia, Thailand or Tonga) travelling on duty andholding military identity documents;

(3) members of Commonwealth armed forces travelling onduty and holding military identity documents (Antigua,Bahamas, Barbados, Belize, Canada, Grenada,Jamaica, Mauritius, New Zealand, Papua New Guinea,Saint Lucia, Saint Vincent and theGrenadines, SolomonIslands, St Christopher and Nevis, Tuvalu, and theUnited Kingdom of Great Britain and Northern Ireland);

(4) members of the civilian component of SOFA providedthey hold passports and certificates stating that theperson is a member of the civilian component of thearmed forces of the relevant country;

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(5) dependants of SOFA, Asia Pacific and Commonwealtharmed forces listed above provided they hold a passportand either movement orders or certificates stating theyare a spouse or a dependant of a member of the armedforces, or the civilian component of the armed forces ofthe relevant country, and are accompanying or joiningthat member;

(6) airline crew members travelling as passengers in thecourse of employment,whowill be departingAustralia ascrew of an aircraft (“positioning crew”), provided they arein possession of a letter from the employer regardingaircrew status, purpose of travel and arrangements fordeparture from Australia within 5 days (“Certificate ofStatus”). This SPV arrangement is not for air crewseeking to work specifically on domestic sectors or toperform other duties in Australia. An appropriate visashould be applied for in these cases;

(7) Transit passengers (not applicable to stateless personsand refugees) who are direct transit passengers arrivingand departing by aircraft are taken to hold a specialpurpose visa provided they:S will be continuing their journey to a third country by

the same or a connecting aircraft within eight (8)hours of arrival in Australia;

S do not leave the airport transit lounge except tocontinue their journey;(Note: If a person in this class seeks to leave thetransit lounge, ie. seek immigration clearance, thespecial purpose visa will cease).

S are inpossessionofconfirmedonward reservationsand hold correct documentation for entry to theirdestination; and

S be a citizen of the following countries:

Andorra Italy Republic ofSouth Africa

Argentina Japan Republic ofMarshall Islands

Austria Kiribati Samoa

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Belgium Latvia San Marino

Brunei Liechtenstein Singapore

Canada Lithuania Slovakia

Cyprus Luxembourg Slovenia

Czech Republic Malaysia SolomonIslands

Denmark Malta South Korea

Estonia Mexico Spain

FederatedStates ofMicronesia

Monaco Sweden

Fiji Nauru Switzerland

Finland Netherlands Thailand

France New Zealand Tonga

Germany Norway Tuvalu

Greece Palau United ArabEmirates

Hungary Papua NewGuinea

United Kingdom(including itscolonies)

Iceland Philippines United States ofAmerica

Indonesia Poland Vanuatu

Ireland Portugal Vatican

S holdTaiwanesenormal (ie, not official or diplomatic)passports.

S Residents of Hong Kong holding Hong KongSpecial Administrative Region (HKSAR) passportsor British National Overseas (BNO) passports.

S Diplomatic passport holders, excluding holders ofArab Non--National Passports;

S and excluding diplomatic passports from thefollowing foreign countries:

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Afghanistan Jordan Republic ofYemen

Algeria Kuwait RussianFederation

Angola Lebanon Saudi Arabia

Bahrain Libya Sierra Leone

Bosnia andHerzegovina

Madagascar Somalia

Comoros Mauritania Sudan

DemocraticPeople’sRepublic ofKorea

Morocco Syria

Egypt Oman Tunisia

Iran Pakistan Zimbabwe

Iraq Qatar

(8) Members of the Royal family or guests of the Australiangovernment and accompanying immediate familymembers.

d. Special Category Visa (SCV). A New Zealand citizen, whohas shown to a clearance officer a valid NewZealand passportanda completed IncomingPassengerCard,maybeeligible forthe grant of a special category visa.

e. Permanent Resident Norfolk Island Visa (PRNIV). Anon--Australian citizen permanent resident of Norfolk Island,who has shown to a clearance officer a valid passport andendorsed with the authority to reside indefinitely on NorfolkIsland, may be eligible for the grant of a PRNIV.

3.4.3 Merchant Seaman. The visa regulations for merchant seamen ifthey arrive in Australia by air are the same as for holders of normalpassports.

3.5 Returning Non-citizen Permanent Residents of Australia

3.5.1 Non--Australian citizenswho are permanent residents of Australiawishing to travel overseas after five years of residence must holdan authority to return to Australia in their national passport. Thismay take the form of a “Resident Return” visa. Alternatively,

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permanent residents may obtain an “Authority to Return” or“ReturnEndorsement”,whichare in the formofawet stamp in theirpassport andare not recordedelectronically inDIACsystems Thelatter two are valid provided the holders are returning to Australiawithin three (3) years of their most recent departure as evidencedby “Departed Australia” stamp in passport. They are alsoacceptable in expired or cancelled passports or other valid traveldocuments provided the holder also has a national passport.

3.6 Incoming Passenger Cards

3.6.1 Incoming Passenger cards are required to be completed by allpassengers except for:a. airline crew members who are on duty; andb. direct transit passengers described in sub-para 3.4.2c.(7).

3.6.2 Supplies of Incoming Passenger Cards should be maintained onaircraft and issued to passengers in ample time for completionbefore arrival at the immigration clearance airport in Australia. Ifpassengers cannot complete their own cards because of age orphysical infirmity, the cards must be completed by theaccompanying parent, guardian or attendant.

3.6.3 Incoming Passenger Cards are available in English and a numberof foreign languages. All incoming passenger cards must becompleted in the English language.

3.7 Examination of Crew and Passengers

3.7.1 Immigration examination of passengers is generally done at thepoint of final disembarkation in Australia, except when specialarrangements to the contrary have been made.

3.7.2 For thepurposesof examination, the followingdocumentsmustbeready for presentation to the Customs and Border ProtectionOfficer or Immigration Officer:a. Aircraft Crew

(1) For operational flight crew, a valid passport and acertificate of status from their employer in the form of anairline ID card.

(2) Positioning crew not listed as crew members must carrya valid passport anda letter from their employer certifyingair crew status and setting out the purpose of thepersons’ travel to Australia and the date for them to leaveAustralia.

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b. Passengers(1) In the case of Australian citizens, valid Australian

passports, or other valid documentsof identity having thecharacteristics of passports, and Incoming PassengerCards.

(2) In the case of New Zealand citizens, valid New Zealandpassports and Incoming Passenger Cards.

(3) In the case of non--citizen Permanent Residents ofNorfolk Island, valid national passports and IncomingPassenger Cards.

(4) In the case of all other persons, valid national passports,or other acceptable documents listed in para 3.4.2, withvisa as required for entry into Australia, and IncomingPassenger Cards.

3.8 Outwards Clearance -- Documentation

3.8.1 All persons departing Australia by air are required to presentOutgoing Passenger Cards except “direct transit” passengers onthrough-flights using the same services (see sub-para 3.4.2c.(7))and operational aircrew (see sub-para 3.4.2c.(6)).

3.8.2 Outgoing Passenger Cards must be completed in the Englishlanguage.

3.8.3 Operators should ensure that passengers complete the cardsbefore presenting themselves for departure examination.

4. CUSTOMS AND BORDER PROTECTION REQUIREMENTS

4.1 Inward Clearance -- Documentation

4.1.1 Thepilot in command (or authorised agent) of anaircraft landingata designated international airport which is the first airport of call InAustralia shall furnish the following documents to Customs andBorder Protection:

Impending Arrival Report -- Electronic, lodged in the ICSThe aircraft operator must report to Customs and BorderProtection the impending arrival of the aircraft. The impendingarrival report (IAR) must be lodged electronically in the ICS notmore than 10 days before the estimated time of arrival of theaircraft and not later than three (3) hours before the estimated timeof arrival of the aircraft.Actual Arrival Report -- Electronic, lodged in the ICS

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The aircraft operator must report to Customs and BorderProtection the particulars of the arrival of the aircraft and the timeof arrival. The actual arrival report (AAR) must be lodgedelectronically in the ICS within three (3) hours of the arrival of theaircraft or before the certificate of clearance is issued, whicheveroccurs first.a. General Declaration 1 copy.b. List of Stores: (e.g. narcotic drugs, beer, wines, spirits and

tobacco products) 1 copy.c. Articles In Possession -- Aircrew -- List of articles owned by,

or In possession of, a pilot in command (and crew)1 copy each.

d. Incoming Passenger Card -- All aircraft passengers arrivingin Australia are required to complete an Incoming PassengerCard for both Immigration andCustoms purposes. Supplies ofthese forms should bemaintained on the aircraft and issued topassengers in ample time for completion before arrival at theEntry Control Point Customs in Australia.

4.1.2 At stops in Australia, other than the first airport of call, the pilot incommand or authorised agent will present for clearance purposesthe copy of the General Declaration signed and stamped by theCustoms and Border Protection Officer prior to departure from theprevious stop.

4.2 Examination of Crew and Passengers

4.2.1 Complete Customs and Border Protection examination of thebaggage of passengers and crew members is normally made atthe airport where the passengers and crew members finallydisembark from the aircraft.

4.2.2 When the Customs and Border Protection Boarding Officer hasreceived the documents set out above, and the DAFF biosecurityofficer has authorised unloading to commence, baggage(including crew baggage) of all persons destined for that airportwill be unloaded and brought Into the baggage examination area(Customs Section) of the terminal building for examination. Crewbaggage will be separated from passenger baggage. Cargo willbe unloaded for immediate delivery to a licensed Customs andBorder Protection depot.

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4.2.3 Customs and Border Protection may maintain surveillance overthe unloading of all baggage and cargo and ensure that it is takendirectly to the baggage examination area and depot respectively.Anofficermayalso checkgoodsownedby, or in possession of, thecrew against the List of Stores and “Articles in Possession --Aircrew” (see sub-para 4.1.1c.).

4.2.4 Passengers and crew, after disembarking, must proceed to theEntry Control Point (Customs examination area) for completion ofCustoms, Immigration, Quarantine and Health formalities.

4.2.5 All persons entering Australia who are in possession ofAU$10,000 or more in Australian currency, or equivalent foreigncurrency, must complete a Cross--Border Movement--PhysicalCurrency (CBM--PC) reporting form. Reporting forms for thispurpose are available from Australian Customs at air and seaports, or fromAustralianCustoms andBorder Protection at air andsea ports, or from the Australia Transaction Reports and AnalysisCentre (AUSTRAC). There is no limit to the amount of currencythat can be brought into Australia, but failure to declare thecurrency may result in seizure and prosecution.

Note: If a Customs and Border Protection or police officer asks,you must report traveller’s cheques, money orders, cheques, orother bearer negotiable instruments of any amount.

4.2.6 After the examination of crew and passenger baggage has beencompleted and customs duty and tax (if any) paid, the personsconcerned will be authorised to remove their baggage from theCustoms examination area.

4.3 Outward Clearance -- Documentation

4.3.1 Thepilot in command (or authorised agent) of an aircraft departingfrom a designated international airport, which is the first airport ofdeparture from Australia, shall furnish the following documents tothe Customs and Border Protection Officer:

a. General Declaration 3 copiesD

b. List of Stores -- (e.g. narcotic drugs, beer, wines, spirits andtobacco products) 1 copy.

c. Departure Report (electronic, lodged in the ICS) – Thedeparture report is a prerequisite that must be satisfied beforea certificate of clearance can be granted by Customs and

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Border Protection. A departure report is a statement made bythe pilot or owner of the aircraft, or an agent, to Customs andBorder Protection providing information concerning theproposed date and time of departure of the aircraft. Thedeparture report must be lodged electronically in the ICS.OutwardsManifest (electronic, lodged in the ICS) –Thepilot orowner of the aircraft must communicate electronically toCustoms and Border Protection, not later than three (3) daysafter the day of departure of the aircraft, an outwardsmanifest.Theoutwardsmanifestmust specify all goods thatwere loadedon board the aircraft.

d. Export Permits (when required), covering cargo and storesladen on board.

Note: The Customs and Border Protection Officer will sign andstamp the second copy of the General Declaration and return it tothe pilot in command or authorised agent Customs and BorderProtection will issue a certificate of clearance to the pilot of theaircraft upon completion of all reporting formalities (actual arrivalreport, report of stores and prohibited goods and departurereport). The certificate of clearance gives permission for theaircraft to depart the airport.

4.3.2 When aircraft landing in Australia are in transit, the pilot incommand or authorised agent will present documents for inwardclearanceasset out in para4.1.1of this section. TheCustomsandBorder Protection Officer will sign and stamp the GeneralDeclaration presented on arrival in Australia and return it to thepilot in command. A certificate of clearance will be provided to thepilot upon completion of all reporting formalities and permits theaircraft to depart the airport

4.4 Currency

4.4.1 There is no limit to the amount of currency (notes and coins) thatmay be brought into, or taken out of, Australia. However, ifpersons are carrying currency of AU$10,000 or more (or theforeign equivalent) into or out of Australia, they must declare thisfact to Customs and Border Protection. Cross--BorderMovement--Physical Currency (CMB--PC) reporting forms areavailable from Customs and Border Protection on request.

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Note: If a Customs and Border Protection or police officer asks,you must report traveller’s cheques, cheques, money orders, orother bearer negotiable instruments of any amount.

4.5 Passenger Examination

4.5.1 The baggage of outward passengers may be subject to Customsexamination. A currency report mentioned in para 4.4.1 above,where applicable, must be presented to the Customs and BorderProtection Officer.

4.6 Passenger Movement Charge (PMC)

4.6.1 Passengers departing Australia are required to, subject toexemptions, pay the Passenger Movement Charge whetherticketed or not. See GEN 4.1 Section 2.

4.7 Customs and Border Protection Publications

4.7.1 Airline companiesandother interestedpersonsmayobtain copiesof a pamphlet entitled “Customs and Border Protection Guide forTravellers – Know Before You Go” which deals with dutyexemptions and general customs information.

5. TRANSIT PASSENGERS -- CLEARANCE REQUIREMENTSAND PROCEDURES WITHIN AUSTRALIA

5.1 Immigration Requirements

5.1.1 Passengers who are in direct transit on through--flights will not berequired to complete Incoming or Outgoing Passenger Cards.This concession applies irrespective of whether the passengersare transiting on the same aircraft or whether, at the Australianairport, a different aircraft is substituted for the remainder of theflight. Direct transit passengers will need to hold an appropriatevisa unless they meet requirements in paragraph 3.4.2, in whichcase they will be taken to hold a special purpose visa.

5.1.2 Passengers disembarking in Australia (i.e. leaving the transitarea) from such a through--flight must present passports/traveldocuments, visas, Incoming Passenger Cards and airline ticketsevidencing confirmed onward booking to a third country.

5.1.3 Passengers joining a through--flight in Australia for carriagebeyondAustraliamust presentOutgoingPassengerCards, airlinetickets, boarding passes and passports/travel documents.

D5.1.4 Operators should note that a “through-flight” in this context is as

defined inChapter 1 -- Definitions andApplicability, of lCAOAnnex

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9 (Facilitation) to the Convention on International Civil Aviation,viz:“Through-Flight. A particular operation of aircraft, identified bythe operator by the use throughout of the same symbol from pointof origin via any intermediate points to point of destination.”

5.1.5 The “through-flight” definition implies a single operator and doesnot prevent the use of more than one aircraft for a through-flight.The recording of dual flight numbers, when applicable, shouldsatisfy, for local purposes, the requirements of the definition in sofar as retention of “the same symbol” from point of origin to point ofdestination is concerned.

5.1.6 Where international passengers leave the transit area andtransfer to another international flight at the same airport,Incoming Passenger Cards, passport/travel documents and visas(unless within the exempt categories see sub--para 3.4.2) arerequired to be presented.

5.1.7 Passengers referred to in para 5.1.6 (above), who are rejoiningflights, are required to present Outgoing Passenger Cards, airlinetickets, boarding passes and passports/travel documents.

5.2 Customs and Border Protection Requirements -- TransitPassengers Proceeding on the Same Aircraft

5.2.1 Such passengers are not required to make a customs declarationprovided they do not pass through a customs control point.

5.2.2 Personal hand baggage is to be interpreted as covering onlynormal personal requisites needed by the passenger for theperiod of the stopover. Such baggage, however, is liable toinspection.

5.2.3 Passengers, having other articles, may be required, at thediscretion of a Customs and Border Protection officer, to make acustoms declaration.

5.3 Customs and Border Protection Requirements -- TransitPassengers Proceeding on Another Aircraft

5.3.1 Such passengers who are to proceed to another country orAustralian checkpoint onanother aircraft from thesameairport arenot required to complete a customs declaration provided they donot pass through a customs control point.

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5.3.2 Passengers, having other articles, may be required, at thediscretion of the Customs officials, to make a Customsdeclaration.

5.4 Customs and Border Protection Requirements -- PersonalHand Baggage

5.4.1 Normal personal requisites needed by a transit passenger for aperiod of a stopover are liable to customs inspection.

6. LANDINGS AT DESIGNATED ALTERNATE AIRPORTS ORELSEWHERE THAN AT DESIGNATED INTERNATIONALAIRPORTS WITHIN AUSTRALIA

6.1 General

6.1.1 Landings elsewhere than at major international, restricted useinternational, and international non-scheduled flight airports maybe divided into two categories:

a. landings at designated alternate airports to internationalairports; and

b. landings elsewhere than at a designated alternate airportwhich are made as a result of an emergency.

6.1.2 Under the requirements of the Customs Act 1901 and theMigration Act 1958, an aircraft engaged on an international flightwhich has landed elsewhere than at a designated internationalairport, is required to proceed direct to a designated internationalairport where Customs and Immigration clearances can becompleted. Quarantine clearance is normally undertaken at theairport of entry.

6.1.3 For charter aircraft and other flights arriving at alternate airports ornon-international airports see section 9.3.

7. LANDINGS MADE AT DESIGNATED ALTERNATE AIRPORTSTO INTERNATIONAL AIRPORTS

7.1 Designated Alternate Airports to International Airports

7.1.1 The following is a list of the designated Australian alternateairports (see also GEN 1.2 Section 2.3):

Alice SpringsAvalonCanberraCoffs HarbourGold Coast

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KalgoorlieLauncestonLearmonth

Port HedlandRockhamptonTindalTownsville

7.1.2 When a landing is to be made by an international aircraft at any ofthe alternate airports listed above, Airservices Australia will notifythe Quarantine (DAFF Biosecurity), Immigration (DIAC) andCustoms (Customs and Border Protection authorities at thedesignated international airport at which the landing wasscheduled to take place, after which the procedures effective foreach of the designated alternate airports will be as follows:

7.2 Alice Springs Airport

7.2.1 Quarantine. Alice Springs is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement. The Airline or itsagent/representatives may be responsible for covering additionalexpenses relating to the positioning of resources from anotherDAFF Biosecurity base to Alice Springs.

Animals and plants may not be landed at this airport unless anapplication has been made under section 20D of the QuarantineAct 1908.

7.2.2 Customs and Immigration. Customs andBorder Protection andImmigration officers are not stationed permanently at AliceSprings Airport. Crew and passengers will be required to remainon board the aircraft until such time the aircraft departs andproceeds to a major international airport for clearance. The pilotmay disembark to perform the necessary safety inspections. Anairline representative may board with relevant documents.Customs is to be notified of the diversion together with anycontingency plans regarding further movements and times theaircraft will be on the ground at Alice Springs. This will allow anassessment to bemade as towhether there is a need for CustomsandBorder Protection presence or other further action is required.

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An officer of the Northern Territory police (Customs and BorderProtection representative) will have the responsibility to exercisesurveillance over the aircraft while it is at the airport.

7.2.3 For onward movement of the aircraft see sub-para 6.1.2.

7.3 Avalon Airport

7.3.1 Quarantine. Avalon is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement.

Animals and plants may not be landed at this airport unless anapplication has been made under section 20D of the QuarantineAct 1908. Goods of other kinds may not be landed except forPersonal effects as accompanied baggage.

7.3.2 Customs and Immigration. Customs and Border Protection andImmigration officers are not stationed permanently at AvalonAirport. Crew and passengers will be required to remain on boardthe aircraft until such time the aircraft departs and proceeds to amajor international airport for clearance. Thepilotmaydisembarkto perform the necessary safety inspections. An airlinerepresentative may board with the relevant documents. Customsand Border Protection is to be notified of the diversion togetherwith any contingency plans regarding further movements andtimes the aircraft will be on the ground at Avalon. Thiswill allow anassessment to be made as to whether there is any need forCustoms andBorder Protection presence or other further action isrequired.

7.3.3 For onward movement of aircraft see sub-para 6.1.2.

7.4 Canberra Airport

7.4.1 Quarantine, Customs and Immigration. DAFF Biosecurity,Customs and Border Protection, and Immigration officers are notstationedpermanently atCanberraAirport. Crewandpassengerswill be required to remain on board the aircraft until such time theaircraft departs and proceeds to a major international airport forclearance. The pilot may disembark to perform the necessarysafety inspections. An airline representative may board with therelevant documents. Customs and Border Protection is to benotified of the diversion together with any contingency plansregarding further movements and times the aircraft will be on theground at Avalon. This will allow an assessment to be made as to

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whether there is any need for Customs and Border Protectionpresence or other further action is required.

7.4.2 For onward movement of aircraft see sub-para 6.1.2.7.5 Coffs Harbour Airport

7.5.1 Quarantine. Coffs Harbour is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement.

7.5.2 Customs and Immigration. Customs andBorder Protection andImmigration officers are not stationed permanently at CoffsHarbour Airport. Crew and passengers will be required to remainon board the aircraft until such time the aircraft departs andproceeds to a major international airport for clearance. The pilotmay disembark to perform the necessary safety inspections. Anairline representative may board with the relevant documents.Customs and Border Protection is to be notified of the diversiontogetherwith any contingency plans regarding furthermovementsand times the aircraft will be on the ground at Coffs Harbour. Thiswill allow an assessment to be made as to whether there is anyneed for Customs andBorder Protection presence or other furtheraction is required.

7.5.3 For onward movement of the aircraft see sub-para 6.1.2.7.6 Gold Coast Airport

7.6.1 Quarantine, Customs and Immigration. DAFF Biosecurity,Customs and Border Protection and Immigration officers arestationed at Gold Coast Airport and will be available to grantovernight or full clearances, as required, provided reasonableadvance notice of the diversion is given by Airservices Australia.

7.6.2 For onward movement of aircraft see sub-para 6.1.2.7.7 Kalgoorlie Airport

7.7.1 Quarantine. Kalgoorlie is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement.

7.7.2 Customs and Immigration. Customs and Border Protectionofficers are not stationed at Kalgoorlie. Crew and passengers willbe required to remain on board the aircraft until such time theaircraft departs and proceeds to a major international airport forclearance. The pilot may disembark to perform the necessarysafety inspections. An airline representative may board with the

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relevant documents. Customs and Border Protection is to benotified of the diversion together with any contingency plansregarding further movements and times the aircraft will be on theground at Kalgoorlie. Thiswill allow an assessment to bemade asto whether there is any need for Customs and Border Protectionpresence or other further action is required.

An officer of the West Australian police (Customs representative)will have the responsibility toexercisesurveillanceover theaircraftwhile it is at the airport.


7.8 Launceston Airport

7.8.1 Quarantine. Launceston is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement

7.8.2 Customs and Immigration. Customs andBorder Protection andImmigration officers are not stationed permanently at LauncestonAirport. Crew and passengers will be required to remain on boardthe aircraft until such time the aircraft departs and proceeds to amajor international airport for clearance. The pilot may disembarkto perform the necessary safety inspections. An airlinerepresentative may board with the relevant documents. Customsand Border Protection is to be notified of the diversion togetherwith any contingency plans regarding further movements andtimes the aircraft will be on the ground at Launceston. This willallow an assessment to be made as to whether there is any needfor Customs and Border Protection presence or other furtheraction is required.


7.9 Learmonth Airport

7.9.1 Quarantine.Learmonth is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement. The Airline or itsagent/representatives may be responsible for covering additionalexpenses relating to the positioning of resources from anotherDAFF biosecurity base to Learmonth.

Animals and plants may not be landed at this airport unless anapplication has been made under section 20D of the QuarantineAct 1908.

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7.9.2 Customs and Immigration. Customsofficersarenot stationedatLearmonth. Crew and passengers will be required to remain onboard the aircraft until such time the aircraft departs and proceedsto a major international airport for clearance. The pilot maydisembark to perform the necessary safety inspections. An airlinerepresentative may board with the relevant documents. Customsand Border Protection is to be notified of the diversion togetherwith any contingency plans regarding further movements andtimes the aircraft will be on the ground at Learmonth. This willallow an assessment to be made as to whether there is any needfor Customs and Border Protection presence or other furtheraction is required

An officer of the West Australian police (Customs representative)will have the responsibility toexercisesurveillanceover theaircraftwhile it is at the airport.


7.10 Port Hedland Airport

7.10.1 Quarantine, Customs and Immigration. DAFF Biosecurity,Customs and Border Protection, and Immigration officers arestationed at Port Hedland and will be available to carry out limitedclearancesprovided reasonable advancenotice of thediversion isgiven by Airservices Australia. Customs and Border Protectionofficers will carry out required immigration clearances.


7.11 Rockhampton Airport

7.11.1 Quarantine. Rockhampton is not permanently staffed by DAFFBiosecurity and is serviced for international arrivals under arequest for service arrangement

7.11.2 Customs and Immigration. CustomsandBorderProtection,andImmigration officers are not stationed at Rockhampton Airport.Crew and passengers will be required to remain on board theaircraft until such time the aircraft departs and proceeds to amajorinternational airport for clearance. The pilot may disembark toperform the necessary safety inspections. An airlinerepresentative may board with the relevant documents. Customsand Border Protection is to be notified of the diversion togetherwith any contingency plans regarding further movements andtimes the aircraft will be on the ground at Rockhampton. This will

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allow an assessment to be made as to whether there is any needfor Customs and Border Protection presence or other furtheraction is required.

7.11.3 For the onward movement of the aircraft, see sub-para 6.1.2.

7.12 Tindal Airport

7.12.1 Quarantine. Tindal is not permanently staffed by DAFFbiosecurity and is serviced for international arrivals under arequest for service arrangement. The Airline or itsagent/representatives may be responsible for covering additionalexpenses relating to the positioning of resources from anotherDAFF biosecurity base to Tindal.

No plants, animals or goods of any kind may be landed unless anexemptionhasbeengrantedprior to the flight under section20Dofthe Quarantine Act 1908.

7.12.2 Customs and Immigration. Customs and Border Protectionofficers are not stationed at Tindal Airport. Crew and passengerswill be required to remain on board the aircraft until such time theaircraft departs and proceeds to a major international airport forclearance. The pilot may disembark to perform the necessarysafety inspections.Anairline representative/RAAFpersonnelmayboard with the relevant documents. Customs and BorderProtection is to be notified of the diversion together with anycontingency plans regarding further movements and times theaircraft will be on the ground at Tindal. This will allow anassessment to be made as to whether there is any need forCustoms andBorder Protection presence or other further action isrequired.


7.13 Townsville Airport

7.13.1 Quarantine, Customs and Immigration. DAFF Biosecurity,Customs and Border Protection, and Immigration officers arestationed at Townsville and will be available to carry out limitedclearances provided reasonable advance notice of the diversiongiven by Airservices Australia.


8. LANDING MADE OTHER THAN AT DESIGNATEDALTERNATE AIRPORT

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8.1 If a landing is made other than at a designated international orinternational alternate airport, the pilot in command or the nextsenior crewmember available, shall report the landing as soon aspracticable to DAFF Biosecurity, Customs and Border Protectionand Immigration authorities at the designated international airportat which the landingwas scheduled to take place. This notificationmay be made through aeronautical channels, if this method ofcommunication is not available by other means.

8.1.1 The pilot in command is responsible for ensuring the following:

a. If pratique has not been granted to the aircraft at the previouslanding, contact between other persons on the one hand andthe passengers and crew on the other, is avoided.

b. Cargo, stores, baggage and mail, if required to be removedfrom the aircraft for safety reasons, must be deposited in anearby area and remain there pending completion of thenecessary formalities. Mail must be disposed of as is requiredpursuant to para 7.4.4 of lCAO Annex 9 (Eighth Edition).

c. Any foodstuffs of overseas origin, or any plantmaterial, are notremoved from the aircraft except where local food isunobtainable. All food refuse including peelings, cores, stonesof fruit, etc, must be collected and returned to the galley refusecontainer, the contents of which should not be removed fromthe aircraft except for hygiene reasons, in which case theymust be destroyed by burning or deep burial.

8.1.2 Notwithstanding the provisions set out above, the pilot incommand, while awaiting the instructions of the public authoritiesconcerned (DAFF Biosecurity, Customs and Border Protection,and Immigration), or if unable to get in touch with such authorities,may take such emergency measures as deemed necessary forthe health and safety of the passengers and crew, including thesecuring of suitable accommodation and the avoiding orminimising of loss or destruction to the aircraft itself and its load.

9. CHARTER FLIGHTS -- GUIDELINES FOR CLEARANCE

9.1 General

9.1.1 Customs and Border Protection coordinate the activities ofGovernment border agencies involved in passenger processingfor charter flights through the National Passenger Processing

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Committee (NPPC). Customs chairs theNPPCand has the primeresponsibility for processing applications for these flights.

9.2 Arrival/Departure at International Airports

9.2.1 Charter flights will be treated as normal commercial flights whenthey arrive or depart from the following approved internationalairports:

AdelaideBrisbaneCairnsDarwinGold CoastMelbournePerthSydney

9.3 Arrival/Departure at Non-International Airports, andRestricted Use International Airports

9.3.1 As there is no full--time border agency presence atnon--international airports or at Restricted Use InternationalAirports (other than Gold Coast), air operators are required toobtainprior approval from theNPPC for flights into andout of theseairports. Air operators should comply with the followingprocedures to enable timely consideration of border agencyapproval and clearances:

a. Submit Written Application. Give at least ten (10) businessday’s notification to the following address prior to the arrival ofthe charter:

The ChairmanNational Passenger Processing CommitteeAustralian Customs and Border Protection Service5 Constitution AvenueCANBERRA ACT 2601Ph: 61-2-6246 1210Fax: 61-2-6275 6989

The application should include itinerary, aircraft type, andestimated number of passengers/crew.

b. Provide an Advance Passenger Information (API). If thecharter operator does not hold an International Air License(IAL), deliver, e--mail or fax, a listing of passengers and crew to

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the Customs and Border Protection office at the first port of callat least four working days prior to the arrival of the charter. Thislisting should include family and given names, date of birth,gender, nationality, and passport numbers. If the charteroperator holds an IAL the operator should provide passengerand crew data through the Advance Passenger Processing(APP) system at check--in. For further information on usingAPP contact the Department of Immigration and Citizenship.For departures, deliver, e--mail or fax, similar API data to theCustoms and Border Protection office at the last port of call atleast one working day prior to the departure of the charter.

c. Remit Passenger Movement Charge (PMC).Collect (AUD)$47 PMC from all liable departing passengers and remit withthe Passenger Movement Charge Remittance Report to theAustralian Customs and Border Protection Service within 28days of the departure of the charter. Payment should be madeinAustralian currency byelectronic funds transfer toAustralianCustomsandBorder ProtectionPassengerMovementChargeWestpac Bank BSB 033340 Account Number 143279 or bychequemailed to PMCUnit -- NPAC, Australian Customs andBorder Protection Service. GPO Box 2809, Melbourne VIC3001 Australia. Cheques should bemade payable (in AUD) tothe ”Australian Customs and Border Protection Service”.

d. Pay Other Costs. Pay any border agency clearance costswhich may be applicable and which fall outside those coveredby PMC. This will vary from charter to charter and will bedependent on airport location and arrival/departure time, e.g.officer travel, accommodation, overtime and potential airportinfrastructure changes which may be necessary to provide asecure processing environment. Separate accounts will besubmitted by Customs and Border Protection, DAFFBiosecurity, and Immigration after completion of the charteroperation.

9.4 Processing of the Application

9.4.1 Following receipt of the application from the charter operator,Customs and Border Protection will liaise with relevant borderagencies and DIT regarding approval to land, resourceimplications, and the adequacy of the airport terminal facilities forprocessing passengers from the charter flight.

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9.4.2 As soon as practicable, but normally within five working days afterreceipt of the application, Customs and Border Protection willformally notify the air operator of the NPPC decision and anyconditions, as well as an estimation of the border agency costs.

9.4.3 The appropriate regional Customs and Border Protection officewill then contact the charter operator to discuss processingarrangements.

9.4.4 Contact Numbers9.4.4.1 The following regional Customs and Border Protection offices are

responsible for servicing non--international airports within theirimmediate area:

AIRPORT NPPC APPROVALREQUIRED

IF NPPC APPROVAL IS NOTREQUIRED -- CONTACTCUSTOMS AND BORDERPROTECTION AND DAFF

BIOSECURITY ON THE BELOWE--MAIL OR PHONE NUMBERS

LESSTHAN 10PEOPLE

TEN (10)OR

MOREPEOPLE

Avalon NotRequired

ApprovalRequired

Customs and Border ProtectionMelbourne Airport:Ph:03 9339 1325E--mail:[email protected] BiosecurityPh:0417 309 794/0439 394 117E--mail:[email protected]

Broome NotRequired

ApprovalRequired

Customs and Border ProtectionBroome District Office:Ph:08 9193 6999On--call:0419 497 015E--mail:[email protected] BiosecurityPh:08 9194 1220On--call:0417 828 047E--mail:[email protected]

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Cairns NotRequired

NotRequired

Customs and Border ProtectionCairns Airport:Ph:07 4052 3552E--mail:[email protected] BiosecurityPh:07 4030 7888E--mail:[email protected]

Canberra NotRequired

ApprovalRequired

Customs and Border ProtectionACT District Office:Ph:02 6275 6006On--call: 0401 149 820E--mail: [email protected] BiosecurityPh:0417 406 132E--mail:[email protected]

CanberraDefenceEstablish-mentFairbairn

ApprovalRequired

ApprovalRequired

Customs and Border ProtectionACT District Office:Ph: 02 6275 6006On--Call: 0401 149 820E--mail: [email protected] BiosecurityPh: 0417 406 132E--mail: [email protected]

ChristmasIsland

NotRequired

NotRequired

Indian Ocean TerritoriesCustoms Service:Ph: 08 9164 7228E--mail: [email protected] BiosecurityPh: 08 9164 7456 or 0439 215 456E--mail:[email protected]

Cocos(Keeling)Island

NotRequired

NotRequired

Indian Ocean TerritoriesCustoms Service:Ph: 08 9164 7228E--mail: [email protected] BiosecurityPh: 08 9164 7456 or 0439 215 456E--mail:[email protected]

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Darwin(RAAF)

NotRequired

ApprovalRequired

Customs and Border ProtectionDarwin Airport:Ph: 08 8920 2551E--mail: [email protected] BiosecurityPh: 08 8920 7080E--mail: [email protected]

Essendon NotRequired

ApprovalRequired

Customs and Border ProtectionMelbourne Airport:Ph: 03 9339 1325E--mail:[email protected] BiosecurityPh: 0408 250 600E--mail: [email protected]

Gold Coast NotRequired

NotRequired

Customs and Border ProtectionGold Coast Airport:Ph: 07 5523 7800E--mail: [email protected] BiosecurityPh: 07 5536 2464E--mail: [email protected]

Hobart NotRequired

ApprovalRequired

Customs and Border ProtectionTasmania South Office:Ph: 03 6230 1222E--mail:[email protected] BiosecurityPh: 0407 870 236E--mail: [email protected]

Horn Island NotRequired

ApprovalRequired

Customs and Border ProtectionThursday Island District Office:Ph: 07 4083 1800E--mail:[email protected] BiosecurityPh: 07 4069 1185E--mail: [email protected]

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Lord HoweIsland

NotRequired

ApprovalRequired

Customs and Border ProtectionCoffs Harbour District Office:Ph: 02 6656 8500(Coffs Harbour District Office)Ph: 02 6563 2071(Lord Howe Island Police)Ph: 02 6563 2199(Police Office after hours)E--mail:[email protected] BiosecurityPh: 02 6563 2199 (Police Office)Ph: 02 6563 2071 (AirportQuarantine -- only during flights)

Newcastle/Williamtown(RAAF)

NotRequired

ApprovalRequired

Customs and Border ProtectionNewcastle District Office:Ph: 02 4926 7500E--mail: [email protected] BiosecurityPh: 0438 440 950 or 02--49624450E--mail: [email protected]

Norfolk Island NotRequired

NotRequired

Norfolk Island Customs Service:Ph: +67 232 2140E--mail: [email protected] Island Health andQuarantinePh: +67 232 2609E--mail: [email protected]

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Port Hedland NotRequired

ApprovalRequired

Customs and Border ProtectionPort Hedland District Office:Ph: 08 9158 1000E--mail: [email protected] BiosecurityPh: 0417 395 576 or 08 9173 2135(during office hours)E--mail: [email protected]

Townsville/RAAFTownsville

NotRequired

ApprovalRequired

Customs and Border ProtectionTownsville District Office:Ph: 07 4722 3700E--mail:[email protected] BiosecurityPh: 0407 571 347 or 07 4789 7888E--mail: [email protected]

Note: if an airport is not listed on this document, an application forapproval must be submitted to the NPPC. Applications are to besubmitted a minimum of ten (10) days prior to any arrival ordeparture.

10. DESIGNATED INTERNATIONAL AIRPORTS -- AUSTRALIANEXTERNAL TERRITORIES -- ENTRY AND DEPARTUREREQUIREMENTS AND PROCEDURES

10.1 External Territory International Airports

10.1.1 The following is a list of the designated Australian ExternalTerritory International Airports (see also GEN 1.2 sub-section2.5):

Norfolk IslandChristmas IslandCocos (Keeling) Island

Note: Operations by aircraft at the above airports are limited to thepavement strengths shown against these airports in AIP ERSA.Prior application must be made for a pavement concession whenthis is necessary.

10.2 Territory of Norfolk island

Notes:1. All non regular public transport aircraft must obtain priorapproval from the Airport Manager, Norfolk Island Airport, if they

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are programmed to stage through or remain at Norfolk Island. Toobtain such approval, at least 24 hours advance notice must begiven.2. Customs, Health and Immigration facilities are available daily.Clearances outside the hours of 2115 to 0530 are subject to aclearance fee.3. If fuel is required at Norfolk Island, the estimated quantity mustbe advised in advance and a carnet obtained from Mobil Oil,Melbourne (Pacific Island Branch). Unless adequate credit hasbeenestablished, re-fuelling chargesmust be settled inAustraliancurrency prior to re-fuelling of the aircraft.4. All aircraft entering Australia fromNorfolk Island are required toland at a designated international airport to undergo CustomsHealth and Immigration clearance formalities.

10.2.1 Summary of Documents to be Presented by Pilot inCommand or Authorised Agent

a. On ArrivalGeneralDeclaration (showingCustomsandBorderProtectionclearance stamp out of the previous airport) ( see note para10.5.4) 1 originalPassenger Manifest 4 copiesCargo Manifest 4 copies.

b. On DepartureGeneral Declaration (see note para 10.5.4) 3 copiesPassenger Manifest 2 copiesCargo Manifest 2 copies.

10.3 Health Requirements -- Norfolk Island

10.3.1 All aircraft, on arrival, will be subject to spraying for the destructionof insects, unless the aircraft has been treated with an approvedresidual insecticide and a current Certificate of Treatment isproduced.

10.3.2 NoHealth Certificates are required from passengers arriving fromAustralia orNewZealand. There are no formalities to beobservedby departing passengers.

10.3.3 No fruit or vegetables or scraps thereof may be removed fromaircraft.

10.3.4 The importation into Norfolk Island of animals, trees, plants andseeds is prohibited, except with the prior approval of the

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appropriate Executive Member, Norfolk Island, and compliancewith prescribed conditions outlined below.

10.3.5 Health and Veterinary Certificates must be produced beforeanimalsmay be unloaded from the aircraft. Dogs and catsmay beexported into Australia from Norfolk Island subject to priorpermission being obtained from the Chief Quarantine Officer(Animals) Department of Primary Industries, Brisbane. On arrivalinAustralia, the animalswill be subject to quarantine for a periodof9 months at Brisbane.

10.3.6 Health and Fumigation Certificates must be produced beforetrees, plants and seeds may be unloaded from the aircraft.Avocado fruit may be exported to Australia from Norfolk Island inthe formof personal baggage subject to anofficial certificate beingobtained from the Plant Quarantine Officer, Norfolk Island Airport.

10.4 Immigration Requirements -- Norfolk Island

10.4.1 Passports are normally required for entry to Norfolk Island, and, inany event, all passengers require passports for re-entry toAustralia and New Zealand. Visitors to Norfolk Island in thefollowing categories are deemed to have a 30 day Visit Permitupon arrival in Norfolk Island:

a. holders of Australian and New Zealand passports, orb. Australian and New Zealand permanent residents, orc. holders of visas to enter or re-enter (as the case may be)

Australia or New Zealand which are valid for at least 60 days.10.4.2 In all other cases (with the exception of certain visitors from New

Caledonia) a visitor is required to obtain a Visitor’s Permit from theNorfolk Island Immigration Officer prior to departure for NorfolkIsland. This policy will only bewaivedwhere a specific approval isobtained from the Norfolk Island Minister for Immigration beforethe visitor leaves for Norfolk Island.

10.4.3 A special provision exists for visitors travelling to Norfolk Islandfrom New Caledonia who have the right to enter New Caledonia.

10.4.4 All persons arriving at Norfolk Island should have confirmedaccommodation.

10.4.5 All persons arriving at Norfolk Island must have a valid return oronward air ticket, except for permanent residents of Norfolk Islandwho hold:

a. a return ticket to Norfolk Island issued in Norfolk Island, or

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b. a one way ticket to Norfolk Island purchased on Norfolk Island,or

c. a letter identifying them as bona fide residents and issued bythe Administration of Norfolk Island, or

d. a passport containing endorsement identifying them aspermanent residents of Norfolk Island.

10.4.6 Visas are also required for re-entry to mainland Australia exceptfor:

a. holders of Australian passports,b. holders of valid New Zealand passports who will be eligible for

the grant of a special category visa on arrival in Australia, orc. permanent residents of Norfolk Island who hold a passport

endorsed with an authority to reside in Norfolk Island.10.4.7 Persons who are ordinarily resident in Norfolk Island, but are not

Australian of New Zealand citizens, must have a valid passporttogether with a letter issued by the Norfolk Island Administrationidentifying them as persons who are ordinarily resident in NorfolkIsland. If that letter states that a person holds a Temporary EntryPermit of a General Entry Permit, it is necessary for a currentTemporary Entry Permit or General Entry Permit to be held.

10.4.8 Visitors may apply, while on Norfolk Island, to the Norfolk IslandImmigrationOfficer to extendaVisitorsPermit soas to allowa totalstay of up to 120 days. To stay longer than 120 days, a passengeris required to seek a Temporary Entry Permit, and passengersintending to seek such a permit should make enquiries to theNorfolk Island Immigration Officer before departure to NorfolkIsland. Strict immigration control is exercised pursuant to theNorfolk Island Immigration Act 1980.

10.4.9 Each passenger must complete the personal details incorporatedin theCustomsDeclaration, copiesofwhichareavailableonboardthe aircraft.

10.4.10 Departing passengers must complete an immigration Departureform.

10.5 Customs Requirements -- Norfolk Island

10.5.1 The pilot in command is required to report the arrival of the aircraftto the Collector of Customs and to furnish himwith the documentssummarised at sub-section 10.2.1.

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10.5.2 Each passenger is required to complete a Customs Declarationwhich is collected in passenger processing area.

10.5.3 Passengers are not required to complete any customs formalitieson departure from the Territory.

10.5.4 Before departure of an aircraft from the Territory, the pilot incommand is required to present to the Collector of Customs three(3) copies of the outward General Declaration, two (2) PassengerManifest and two (2) Cargo Manifest.

Note: General Declaration Details should include:a. flight origin, all en route stops and final destination; andb. names, dates of birth and passport numbers of all persons on

board (for light aircraft, any passengersmay be detailed underseparate heading after crew).

10.6 Departure Fee -- Norfolk Island

10.6.1 Before departure of an aircraft from Norfolk Island, the pilot incommand is required to present to the Departure Fee CollectingAuthority at the Airport one copy of the outward passengermanifest. Passengers must pay a Departure Fee of $25 pursuantto provisions of theDeparture FeeAct 1980. This fee is payable atthe Airport on departure.

10.6.2 Exempt from the departure fee are:

a. the Head of State of a country and a person accompanyinghim/her in an official capacity;

b. a person under the age of 16 years;c. amember of theDefence Force of Australia or amember of the

armed forces of another country who has been engaged inNorfolk Island in the course of his or her duty;

d. a member of the crew of a vessel at Norfolk Island:(1) stopping over, or(2) loading or unloading cargo or embarking or

disembarking passengers;e. a passenger of an aircraft or vessel stopping over at Norfolk

Island who remains on Norfolk Island for not more than 24hours;

f. a person who intends:(1) to be away fromNorfolk Island for a period of less than 30

days; and

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(2) to visit no country, including Australia, during his/herabsence from Norfolk Island;

g. a person who:(1) entered Norfolk Island under circumstances of

emergency;(2) is leaving within seven (7) days of so entering Norfolk

Island; orh. a person who, in the opinion of a person authorised in that

behalf by the Executive Member:(1) is leaving Norfolk Island primarily for the purpose of

receiving medical treatment; or(2) must necessarily accompany a person referred to in

sub-para h.(1);i. a person who:

(1) has attained the age of 16 years, but has not attained theage of 25 years; and

(2) in the opinion of a person authorised in that behalf by theExecutive Member, is leaving Norfolk Island primarily forthe purpose of receiving full time education at a school,college or university.

10.7 Passenger Movement Charge -- Norfolk Island10.7.1 Inwards. Passengers travelling to Norfolk Island (from Australia)

and who intend to depart for a country other than Australia withinthreemonthsof arrival are required to, subject to validexemptions,pay the Passenger Movement Charge, whether ticketed or not.See paragraph 4.6.1.

10.7.2 Outwards. Passengers departing Norfolk Island for a countryother than Australia are required to, subject to valid exemptions,pay the Passenger Movement Charge whether ticketed or not.See paragraph 4.6.1.

10.8 Territory of Christmas IslandNotes:1. At least 24 hours notice is required for all unscheduled flightsinto Christmas Island. Airport staff are on-call 24 hours, 7 days aweek.2. Landing charges are levied.3. The aerodrome is licensed for night operations; however thereare restrictions on types and sizes of aircraft (See ERSA).

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4. Notice of intended flights should be faxed to the AirportManager on08-91647205 (International: +61-8-91647205), or beforwarded by e-mail to [email protected]. If fuel is required at Christmas Island (Jet-A1 only available),this should be indicated in the flight notification. Payment isrequired in cash or by Air BP carnet. Local Air BP telephone andfacsimile is 08-9164 7228.

10.8.1 Summary of Documents to be Presented by Pilot orAuthorised Agent

a. On Arrival:General Declaration (showing names of crew) 2 copiesPassenger Manifest 2 copiesCargo Manifest 2 copiesCustoms Clearance (from last airport) 2 copies.

b. On Departure:General Declaration (showing names of crew) 1 copyCargo Manifest 1 copyCustoms Clearance 1 copy.

10.9 Health Requirement -- Christmas Islands

10.9.1 Human Quarantine. Persons arriving in the Territory fromYellowFever endemic zones must be in possession of a correctInternational Certificate of Vaccination against Yellow Fever.

10.9.2 Disinsecting Aircraft. All international aircraft that land inChristmas Island or Cocos Island must meet disinsectionrequirements. If disinsection requirements are not met the aircraftwill be sprayed on arrival. Under 19AA Revival of quarantine(Christmas Island) of the Quarantine Act 1908, aircraft travellingfrom Christmas Island or Cocos Island into Australia or Tasmaniawill have to meet Australia’s disinsection requirements.

10.10 Immigration Requirements -- Christmas Island

10.10.1 Normal Australian immigration procedures apply when entry ismade fromoutsideAustralia. All non--citizensmust hold visaspriortoarrival atChristmas Islandwhenentering fromoutsideAustralia.

10.10.2 No passports or visas are required when arriving on ChristmasIsland from the Australian mainland or Tasmania; however, someform of government--issued identification must be produced forclearance through Customs/Immigration; e.g., Medicare card orDriver Licence.

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D10.11 Customs Requirements -- Christmas Island10.11.1 Inwards. Each passenger must declare all prohibited imports or

dutiable goods.10.11.2 Outwards. No special requirements to be met.10.12 Passenger Movement Charge -- Christmas Island10.12.1 Inwards. Passengers travelling to Christmas Island (from

Australia) and who intend to depart from there for a country otherthanAustralia are required to, subject to valid exemptions, pay thePassenger Movement Charge whether ticketed or not. Seeparagraph 4.6.1.

10.12.2 Outwards. Passengers departing for other than mainlandAustralia are required to, subject to valid exemptions, pay thePassenger Movement Charge whether ticketed or not. Seeparagraph 4.6.1.

10.13 Territory of Cocos (Keeling) IslandNotes:1. At least 24 hours notice is required for all flights arriving atCocos (Keeling) Islands. Landing charges are levied but increaseoutside the normal daylight operational period (0700-1700 local,0030-1030 UTC). There are extra charges (additional to landingcharges) for aircraft arriving outside 90 minutes of stipulatedarrival time. The aerodrome is licensed for night operations;however, theremay be restrictions on the type and size of aircraft.2. Notice of intended flights can be given to the Senior ReportingOfficer, telephone 08-9164 7228, or facsimile 08-9164 7205 (dial61-8 in lieu of 08 when dialling from outside Australia), or [email protected]. If fuel is required at Cocos (Keeling) Island (Jet-A1 onlyavailable), the estimated quantitymust be advised in advance anda carnet obtained from Shell, telephone 08-9162 6670, facsimile08-9162 6682, or mobile 08--9162 7700 Ext 5080. [email protected]. Unless adequate credit has already been established, landingfees and any other chargesmust be settled in Australian currencyprior to departure from the Island.5. All aircraft enteringmainlandAustralia or Tasmania fromCocos(Keeling) Islands are required to land at a designated international

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airport to undergo Customs, Health and Immigration clearanceformalities.

10.13.1 Summary of Documents to be Presented by Pilot orAuthorised Agent

a. On Arrival:General Declaration 2 copiesPassenger Manifest 1 copy

Db. On Departure:

General Declaration 1 copyCustoms Clearance 1 copyPassenger Manifest 1 copy

D10.14 Health Requirements -- Cocos Island

10.14.1 All aircraft must meet disinsection requirements, otherwise willneed to be sprayed on arrival.

10.14.2 Fresh food, fruit and vegetables , or scraps thereof, whichoriginate outside Australia must be surrendered to the DAFFbiosecurity officer. All other foodstuffs are subject to DAFFbiosecurity inspection.

10.14.3 NoHealth Certificates are required from passengers arriving fromAustralia. There are no specific formalities to be observed bydeparting passengers

10.14.4 HealthCertificatesmaybe required frompassengersarriving fromcountries other than Australia.

10.14.5 The importation into theTerritory of animals, birds, trees, plants, orseeds is prohibited except with the prior permission of theAustralian Department of Primary Industries and Energy.

10.14.6 Health and Fumigation Certificates, as appropriate must beproduced before approved animals, birds, trees, plants or seedsare unloaded from the aircraft.

10.15 Immigration Requirements -- Cocos Island

10.15.1 Normal Australian immigration procedures apply when entry ismade fromoutsideAustralia. All non--citizensmust hold visaspriortoarrival atChristmas Islandwhenentering fromoutsideAustralia.

10.15.2 No passports or visas are required when arriving on Cocos Islandfrom the Australianmainland or Tasmania; however, some form ofidentification must be produced for clearance through

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Customs/Immigration in Perth (e.g., Medicare card) unlessintending to depart Cocos for a foreign country.

10.15.3 There are no statutory restrictions on visits to Cocos. The onlyprerequisite to travel is that accommodation must be confirmedprior to departure.

10.16 Customs Requirements -- Cocos Island

10.16.1 Inwards. Passengers must complete an Incoming PassengerCard for both Customs and Immigration purposes. The cardincludes a Customs declaration.

10.16.2 Outwards. Passengers departing for other than mainlandAustralia are required to pay the Passenger Movement Chargewhether ticketed or not. See paragraph 4.6.1.

10.17 Passenger Movement Charge -- Cocos Island

10.17.1 Inwards. Passengers travelling to Cocos Island (from Australia)and who intend to depart from there for a country other thanAustralia are required to, subject to valid exemptions, pay thePassenger Movement Charge whether ticketed or not. Seeparagraph 4.6.1.

10.17.2 Outwards. Passengers departing for other than mainlandAustralia are required to, subject to exemptions, pay thePassenger Movement Charge whether ticketed or not. Seeparagraph 4.6.1.

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GEN 1.4 ENTRY, TRANSIT AND DEPARTURE OF CARGO

1. CUSTOMS REQUIREMENTS

1.1 The cargo report is used to report the particulars of all goods(including mail, in--transit and transhipment cargo) that a cargoreporter has arranged to be carried to Australia and that areintended to be offloaded inAustralia. The cargo report is also usedto report goods that a cargo reporter has arranged to be carried ona ship or aircraft and that will be kept on board the ship or aircraft.

The carrier (airline) is required, as the first cargo reporter, to reportto Customs and Border Protection the full detail of cargo for whichthey are directly responsible. They are also required to notifyCustoms and Border Protection of any cargo carried on behalf ofanother cargo reporter.

1.2 The cargo report must be lodged electronically in the IntegratedCargo System (ICS) at least two (2) hours prior to the estimatedtime of arrival of the aircraft.

1.3 When an aircraft has arrived at an airport in Australia, the operatormust report to Customs and Border Protection, the particulars ofthe aircraft’s stores andof anyprohibited goodscontained in thosestores at the time of arrival. The report of aircraft stores andprohibited goodsmust bemadewithin three (3) hours of the arrivalof the aircraft or before the certificate of clearance is issued,whichever happens first.

1.4 Import declarations are used to clear goods with a valueexceeding A$1000 fromCustoms control. Import declarations arecommunicated to Customs and Border Protection electronicallyvia the Integrated Cargo System (ICS) or by lodgement of acompleted import declaration form (B650) at a Customs andBorder Protection counter.

1.5 A self--assessed clearance (SAC) declaration must be made forimported goods valued at or below A$1000.

1.6 All air cargo consignments of diplomatic and consular goodsrequire a cargo report and, if valued above A$1000 an importdeclarationmust be submitted to Customs and Border Protection.All diplomatic and consular goods are exempt Customs and

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Border Protection duty and taxes and cost recovery chargesprovided the goods meet all Customs and Border Protection andDAFF Biosecurity legislative requirements including the Customs(Prohibited Imports) Regulations and DAFF BiosecurityRegulations. The B615 form must be provided to Customs andBorder Protection for the release of privileged imports fromCustoms control. Diplomatic/Consular Mail/Pouch/Bags do notrequire an import declaration.

1.7 All transhipment cargomust be reported on a cargo report, lodgedelectronically in the ICSat least two (2) hoursprior to theestimatedtime of arrival of the aircraft. When a cargo report is submittedshowing the cargo has a discharge port as an Australian port, butthe destination port is not an Australian port, the ICS recognisesthat ultimately the cargo is destined for a place outside Australia.The ICS assigns the cargo report transhipment status and willautomatically generate a Transhipment Number. A TranshipmentNumber is a valid Customs Authority (CAN) for the purposes ofexport and must be quoted in an export manifest.

1.8 Departure Report – The departure report is a prerequisite thatmust be satisfied before a certificate of clearance can be grantedby Customs and Border Protection. A departure report is astatementmade by the pilot or owner of the aircraft, or an agent, toCustoms and Border Protection providing information concerningthe proposed date and time of departure of the aircraft. Thedeparture report must be lodged electronically in the ICS.

1.9 Outwards Manifest – The pilot or owner of the aircraft mustcommunicate electronically, in the ICS, to Customs and BorderProtection, not later than three (3) days after the day of departureof the aircraft, an outwardsmanifest. The outwardsmanifest mustspecify all goods that were loaded on board the aircraft.

1.10 Air cargo being exported from Australia must be reported toCustoms andBorder Protection by the pilot or owner of the aircraftin the form of an outward manifest. This is normally done inelectronic formusing theCustomsandBorderProtection ICS,or inmanual formats. If the format is manual, one copy is required.

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1.11 The exportermust lodge an export entrywithCustoms andBorderProtection and obtain a “clear” export declaration number (EDN)before the cargo may be loaded for export.

1.12 A Main Manifest Number (MMN) is supplied by Customs andBorder Protection.

2. DEPARTMENT OF AGRICULTURE, FISHERIES ANDFORESTRY BIOSECURITY (DAFF BIOSECURITY)REQUIREMENTS

2.1 Imported air cargo of biosecurity interest (fruit and vegetables, liveplant, animal, avian and aquatic species or commodities derivedfrom these products)must be reported via the AustralianCustomsand Border Protection Service ICS System.

2.2 Import Permits, sanitary certificates or related documents arerequired for imported cargo of biosecurity interest.

2.3 Transport and packaging requirements for live animal, avian andaquatic species are specified in the International Air TransportAssociation -- Live Animal Regulations.

2.4 A Quarantine Entry is required to be lodged for each importedconsignment of biosecurity interest prior to release of cargo.

2.5 No clearance documents are required with respect to goods ofbiosecurity interest being transshipped.

2.6 Importers should note that all biosecurity inspections, permits orentries carry a government charge.

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INTENTIONALLY BLANK

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GEN 1.5 AIRCRAFT INSTRUMENTS, EQUIPMENT AND FLIGHTDOCUMENTS

1. RADIO COMMUNICATIONS SYSTEMS

1.1 Aircraft must be equipped with radio communications systemscapable of continuous communication according to the flightclassification and airspace category. The systems specified in thefollowing table are the minimum required for the particularoperation and except where otherwise indicatedmust be of a typeapproved by the CASA, properly installed in the aircraft andserviceable on the departure of the flight.

CLASS AIRSPACE COMRQMNTS

REMARKS

RPT Classes A, C,D, E & G

VHF and HFor

2VHF

See paras 1.2 to 1.4,1.6 & 1.7.

CHTR Classes A, C,D, E & G

VHF See para 1.2.

HF When VHF does not allowcontinuous communicationwith ATS at all stages of flight.

See paras 1.3, 1.4,1.6 & 1.7.

IFR Classes A, C,D, E & G

VHF See para 1.2.

HF When beyond VHF range ofATS units.See paras 1.3 & 1.6.

NGT VFR Classes A, C,D, E & G

VHF See para 1.2.

VFR Classes A, C,D & E

VHF See para 1.2.

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CLASS AIRSPACE COMRQMNTS

REMARKS

VFR Class G --5,000FT andabove

VHF Except GLIDERS at andbelow FL200See para 1.2.

VFR Class G -- atthose aero-dromeswhere thecarriage anduse of radio isrequired

VHF See paras 1.2 & 1.5.

VFR Class G --below3,000FTAMSL or1000FT AGL

VHF In reduced VMC.See paras 1.2 & 1.5.

GLIDERS Class G VHF Operations at aerodromesserviced by RPT.See para 1.5.

1.2 VHFcommunicationssystemsmust becapableof communicationon all VHF frequencies required to meet the reporting andbroadcast requirements of ENR 1.1 para 21.1.

1.3 HF communications systems must be fitted with frequenciesappropriate to theareaof operationas specified inAIPERSA. Thefrequencies fitted must be sufficient to enable continuouscommunicationwith ATSunits for the planned duration of the flightorwhile operatingwithin the specified area, taking into account theexpected radio propagation conditions during the period ofoperation.

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1.4 At least one item of the required radio equipmentmust be capableofmaintaining continuous communicationwith ATSat all stages offlight. The term “all stages of flight” includes ground operations atthe aerodromes of departure and arrival, and cruising levels thatcould be required for any emergency and/or abnormal operationen route. However, where continuous communication using VHFcan be maintained for normal operations, but cannot beguaranteed in the event of emergency and/or abnormaloperations en--route, SATCOM telephonemay be used instead ofHF provided the Operator has applied to CASA in writing, andbeen given specific approval, documenting that all relevantmaintenance, operational and logistic aspects have beenconsidered and has or will be implemented, including that:

a. routes are selected so that the anticipated period beyond VHFcoverage, in the even of emergency and/or abnormaloperation, does not exceed 30 minutes;

b. appropriate pre--flight checks have been incorporated in theaircrew check list and forms part of the company’s operatingprocedures;

c. the system is equipped with an external antenna and operatedvia a common VHF headset/microphone;

d. SATCOM telephone transmissions will be recorded by theCockpit Voice Recorder;

e. the system is inter--operable with existing NAV systems;f. power can be removed from the system;g. defect reports will be issued and dispatched as for other COM

systems; andh. the system has been incorporated in the Minimum Equipment

List.Notes: SATCOM telephone contact procedures are described inthe AIP at GEN 3.4 paragraph 3.6.3. Additionally, to facilitate ATCinitiated calls to aircraft during contingencies, thephonenumberofthe aircraft may be included in Field 18 of the flight plan. Anypre--flight radio check of the SATCOM telephone should be madeto the pilot’s company to avoid congesting ATC lines.

1.5 An Australian Communications and Media Authority approvedand licensed hand-held VHF radio may be used by pilots of:

a. VFR PVT and AWK aeroplanes with a MTOW not exceeding:

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(1) in the case of an aeroplane other than a seaplane --544KG;

(2) in the case of a seaplane with a single seat -- 579KG;(3) in the case of a seaplane with two seats -- 614KG; and

b. gliders; andc. balloonsAdditionally, approved hand-held radios may be used by pilots oftheseaircraftwhenoperating inClassG. Pilotsare responsible forensuring that the equipment is able to be operated withoutadversely affecting the safety of the aircraft. The location of theantenna must be such that airframe shielding does not preventtwo-way communication with all aircraft operating on the CTAF.Where the radio is not connected to the aircraft primary powersupply, there must be ready access to back-up power.

1.6 Planning Chart Australia (AUS PCA) shows the areas in which anaircraft, flying at the altitudes indicated, could be expected tomaintain continuous VHF communications with an ATS unit.

1.7 RPT, CHTR and AWK aircraft are exempt from the requirement tocarry HF radio for communication with ATS when:

a. radio contact can be maintained with an appropriately trainedcompany representative able to communicate by telephonewith ATS, and

b. the requirements of ENR 1.1 para 40.1 are satisfied.

1.8 Private aircraft without radio may be admitted to CTRs formaintenance subject to the approval of the appropriate ATC unit.Pilots must comply with any conditions contained in the approval.

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2. RADIO NAVIGATION SYSTEMS2.1 An aircraft operated under the IFR or at night under the VFRmust

be equippedwith at least the serviceable and type-approved radionavigation systems specified in the following table:

TYPE OF SYSTEMS

OPERATION NO TYPE CONDITIONS

RPT 2

and1

ADF or VORor TSO--C145a orC146a GNSS

DME orGNSS

Any combination that includesat least 1 ADF or VOR.

Notes 2, 3, 4, 5 and 7

or 2 C145a orC146a GNSSor equivalent Notes 6 and 7

CHTR/AWKabove 5,700KGMTOW

2

and1

ADF or VORor TSO--C145a orC146a GNSS

DME orGNSS

Any combination that includesat least 1 ADF or VOR.

Notes 2, 3, 4, 5 and 7

or 2 C145a orC146a GNSSor equivalent Notes 6 and 7

CHTR/AWK5,700KG or lessMTOW and PVTin CTA

2

or1

ADF, or VOR,or DME, orGNSS

orTSO--C145aorTSO--C146aGNSS

Applicable to operations incontrolled airspace.Any combination that includesat least 1 ADF or VOR. Note 3.

Notes 6 and 7

CHTR/AWK5,700KG or lessMTOW and PVTin non--CTA

1 ADF or VORor TSOC145a orC146a GNSS

Applicable to operations innon-controlled airspace.

Notes 6 and 7

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TYPE OF SYSTEMS

OPERATION NO TYPE CONDITIONS

NGT VFR 1 ADF, VOR orGNSS

Note 3.

ILS andlocaliser

1 75MHZMarkerBeaconReceiver

Not required for CAT I opera-tions when serviceable DME orGNSS is fitted and glideslopeguidance and accuracy can bechecked by reference to DMEinformation provided on the ap-propriate instrument approachchart. Note 5.

Note 1: The equipment specified in this table is the minimumrequired to be serviceable for any flight under the IFR or at nightunder the VFR. Additional radio navigation equipment may berequired to meet the navigation requirements of ENR 1.1 para19.1.1 and the alternate requirements of ENR 1.1 para 58.3.1,depending on the navigation aids available and the weatherconditionsprevailingover theplanned routeandat thedestination.

Note 2: Aircraft may continue to operate with unserviceable DMEand GNSS equipment in Class G. In controlled airspace, whereATC use radar as the primary means of separating aircraft,operation with unserviceable DME and GNSS is permitted if theaircraft is fitted with a serviceable Secondary Surveillance Radar(SSR) Transponder. This does not relieve the aircraft from therequirement for two ADF, VOR, TSO--C145a or TSO--146aGNSSreceivers.

Note 3: In this table GNSS refers to equipment certified toTSO--C129, C129a, C145a, C146a or equivalent as determinedby CASA.

Note 4: Where TSO--C145a, or TSO--146a GNSS equipment iscarried tomeet the requirement for twoADF,VOR, TSO--C145a orTSO--C146a GNSS receivers, the requirement for one DME orGNSS receiver is also met.

Note 5: GNSS receivers that comply with GPS navigationequipment standards detailed in TSO C129, C129a, C145a,C146a, or equivalent standardapprovedbyCASA,maybeused inlieu of DME for instrument approaches for which DME is required

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subject to the following conditions:a. the reference position used is annotated on the approach

chart; andb. the substituted DME reference position can be selected

from the database.

Note 6: CASA may approve equivalent equipment to GPSreceivers certified to TSO C129, C129a, C145a, or C146a.

Note 7: GNSS receivers must be fitted in accordance with AC21--36 or other equivalent advisory information applicable at thetime of fitment.

2.2 Rated Coverages

The following ranges are quoted for planning purposes. Actualranges obtained may sometimes be less than these due to facilityand site variations (see ERSA). The localizer ranges are for thoseinstallations that havebeen nominated for position fixing at rangesbeyond 25NM:a. NDB (published in ERSA);b. VOR and DME:

Aircraft Altitude (FT) Range (NM)

Below 5,000 60

5,000 to below 10,000 90

10,000 to below15,000 120

15,000 to below 20,000 150

20,000 and above 180

c. Localizer:

Aircraft Altitude (FT) Range (NM)

At 2,000 AGL within±10° of course line 25

Below 5,000 30

5,000 and above 50

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3. EMERGENCY LOCATOR TRANSMITTER (ELT)

3.1 International flights must be equipped with ELTs as follows:

a. When over water, in accordance with the relevant ICAOStandard and Recommended Practices (SARPS) which are:(1) for International Commercial Air Transport, paras 6.17.1

to 6.17.3 of ICAO Annex 6, Part 1, InternationalCommercial Air Transport -- Aeroplanes;

(2) for International General Aviation, paras 6.12.1 to 6.12.3of ICAOAnnex 6, Part II, International General Aviation --Aeroplanes; and

(3) for Helicopters, Section II, paras 4.7.1 to 4.7.3 of ICAOAnnex 6, Part III International Operations -- Helicopters.

b. When over land, in accordance with the relevant ICAOStandard and Recommended Practices (SARPS) which are:(1) for International Commercial Air Transport, paras 6.17.4

to 6.17.6 of ICAO Annex 6, Part 1, InternationalCommercial Air Transport -- Aeroplanes;

(2) for International General Aviation, para 6.12.4 to 6.12.6of ICAOAnnex 6, Part 2, International General Aviation --Aeroplanes; and

(3) for Helicopters, Section II, para 4.7.4 to 4.7.6 of ICAOAnnex 6, Part III International Operations -- Helicopters,as applicable.

For these purposes, the whole of Australia is a designatedarea.

3.2 Australian aircraft (except exempted aircraft) are required to befittedwith or to carry anELTwhichmeets the requirements ofCAR252A. Pilots should monitor 121.5MHZ before engine start andafter shutdown. Reception of an ELT transmission must bereported to ATS or the RCC immediately. Domestic flights arerequired to carry survival radioequipment in accordancewithCAO20.11.

4. AIRBORNE WEATHER RADAR

4.1 IFR RPT and CHTR aircraft which are required to be crewed bytwo or more pilots must be fitted with an approved airborneweather radar system. Unpressurised turbine engined aircraftwith a maximum take-off weight of not greater than 5,700KG and

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unpressurised piston engined aircraft are exempt from thisrequirement.

4.2 Serviceability of Airborne Weather Radar

4.2.1 An aircraft which is required to be fitted with an airborne weatherradar system must not depart if the radar is unserviceable andavailable forecasts indicate probability of thunderstorms or cloudformations associatedwith severe turbulence anywhere along theroute to be flown, including the route to a planned alternate.

4.2.2 An aircraft which is required to be fitted with an airborne weatherradar system which becomes unserviceable during a flight maycontinue that flight so long as the aircraft avoids penetration of anycloud formation likely to be associated with severe turbulence.

5. GROUND PROXIMITY WARNING SYSTEM (GPWS)

5.1 A turbine engined aeroplane that:

a. has a maximum take-off weight of more than 15,000KG, or iscarrying 10 or more passengers; and

b. is engaged in regular public transport, or charter, operations;

must not be operated under the Instrument Flight Rules unless it isfitted with:

(1) an approved GPWS that has a predictive terrain hazardwarning function; or

(2) if the aeroplane has a maximum take--off weight of5,700KGor less, but is carrying 10 ormore passengers --a TAWS--B+ system.

5.2 Subject to the provisions of an approvedMinimumEquipment List(MEL)underparagraph10ofCAO20.18, anaeroplane required tobe fitted with a GPWS shall not depart with that equipmentunservicable from an aerodrome where facilities are available torepair or replace the GPWS and in no case shall an aeroplane beoperated with its GPWS unserviceable for a period exceeding 24hours from the time the equipment was determined to beunserviceable.

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6. SECONDARY SURVEILLANCE RADAR (SSR)TRANSPONDERS

6.1 Aircraft Requirements

6.1.1 Aircraft must be fitted with a serviceable Mode A and Mode C, orMode S, SSR transponder for operations as follows:

S All aircraft within classesA,BandCairspace, andanyclassof airspace at or above 10,000FT AMSL.S All aircraft, except aircraft operating to the VFR which arenot fitted with an engine driven electrical system capable ofcontinuously powering a transponder, within Class E airspacebelow 10,000FT AMSL.

6.1.2 For Mode S equipped aircraft, transmitted Aircraft Identificationmust exactlymatch theAircraft Identification shown in Item7of thefiledFlightNotification or,whenno flight notification hasbeen filed,the aircraft registration.

Note 1: Mode C and Mode S operation requires the provision ofpressure altitude information to the transponder equipment.

Note 2: Procedures for operational use of SSR transponders andtransponder codes are detailed at ENR 1.6 Section 7.

Note 3:Currently, someaircraft (that are not capable of poweringatransponder) may be operating without a transponder in Class Eairspace and Class G airspace. There may also be occasionswhere aircraft without a transponder operate in Class A airspace,in which case they will be separated from other aircraft by ATC.

6.2 SSR Transponder Exemptions

6.2.1 General exemptions against the requirement for carriage of SSRtransponders are in force for aircraft certified without anengine-driven electrical system; eg, balloons, gliders and antiqueaircraft.

6.2.2 Specific ATC exemptions against the requirement, for carriage ofSSR transponders, for the portions of flights subject to aclearance, may be available subject to agreement with therelevant ATC unit as follows:

a. For operation of an aircraft with an operating transponder, butwithout operating automatic pressure altitude reporting

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equipment having a Mode C capability, the request may bemade at any time.

b. For operation of an aircraft with an unserviceable transponderto the airport of ultimate destination, including any intermediatestops, or to proceed to a place where suitable repairs can bemade or both, the request may be made at any time.

c. For operation of an aircraft that is not equipped with atransponder, the request must be made at least one (1) hourbefore the proposed operation.

7. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM(TCAS)

7.1 Aircraft fitted with a serviceable ACAS/TCAS, and with a crewtrained in its use, are permitted to operate that system while inAustralian airspace. All turbine-powered commercial transportaeroplanes certified to carry more than 30 passengers, or whichhave a MTOW in excess of 15,000KG, are required to carry andoperate TCAS II equipment while in Australian airspace. Pilotsare expected to react to TCAS alerts as follows:

a. Traffic Advisory. In the case of a Traffic Advisory the pilot willattempt to establish visual contact and change the flight pathonly if a collision risk is established visually.

b. Resolution Advisory. In the caseof aResolutionAdvisory thepilot will respond in accordance with the collision avoidancemanoeuvre prescribed by the TCAS system.

Note 1: In controlled airspace, the controlling agency must beadvised as soon as practicable when a ResolutionAdvisory manoeuvre is initiated.

Note 2: Not all transponders used in Australian airspace arecompatible with TCAS II, which cannot detect aircraftfitted with the incompatible transponders.

7.2 The Australian Transport Safety Bureau (ATSB) requires that allTCAS Resolution Advisory alerts, which involve a breakdown inseparation only, are to be treated as immediately notifiableoccurrences (ENR 1.14 sub-para 2.1.1e. refers).

7.3 The ATSB reporting requirements apply to all TCAS-equippedaircraft operating in Australian FIRs. The requirements also applyto Australian registered aircraft operating outside Australianairspace.

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7.4 The above information is required for proactive systems analysisin relation to accident prevention.

8. AREA NAVIGATION SYSTEMS APPROVAL ANDOPERATIONS

8.1 Data Integrity

8.1.1 Asasignificant numberof dataerrors ingeneral applicationsoccuras a result of manual data errors, navigation aid and way-pointlatitude and longitude data should be derived from a data base, ifavailable, which cannot be modified by the operator or pilots.

8.1.2 When data is entered manually, data entries must becross-checked by at least two crew members for accuracy andreasonableness, or, for single pilot operations, an independentcheck must be made (eg, computed tracks and distances againstcurrent chart data).

8.1.3 Both manually-entered and database-derived position andtracking information must be checked for reasonableness(confidence check) in the following cases:a. prior to each compulsory reporting point;b. at or prior to arrival at each en route way-point;c. at hourly intervals during area-type operations when operating

off established routes; andd. after insertion of new data; eg, creation of a new flight plan.

8.2 Database Currency

8.2.1 For areanavigation systems that containanupdateabledatabase,that database must be current when the system is used for flightsunder the IFR/NVFR.

8.3 Operations Below LSALT/MSA

8.3.1 Only data from a current validated database may be used fornavigation below the LSALT/MSA. Manually entered data mustnot be used for navigation below the LSALT/MSA, unlessspecifically authorised by the CASA.

8.4 Systems Approval

8.4.1 Area navigation systems currently suitable for approval are basedon GNSS or inertial reference.

8.4.2 Inertial area navigation systemsmay be used operationally as theprimary means of en route navigation only when the specific

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aircraft and operator have been formally authorised to do so byCASA.

8.4.3 Approval, which may be granted by Regional Offices of CASA forAustralian registered aircraft, is based on system operationalaccuracy determined from samples of flight data forwarded toCASA by the operator. For foreign registered aircraft,authorisation is administered by Head Office of CASA.

8.4.4 All Australian registered aircraft fitted with an inertial system (INSor IRS) that have been operationally approved by CASA arepermitted to flight plan and operate on Area Navigation routesprovided the airspace/route accuracy performance requirementsare met. Foreign registered aircraft that have receivedauthorisation from CASA are also permitted to operate on AreaNavigation routes.WARNING: Use of area navigation systems that have not beenauthorisedbyCASAcanbehazardous toaircraft operationsand iscontrary to Civil Aviation Regulations. In addition, positioninformation gained from area navigation systems which are notapproved must not be provided to ATC for traffic separationpurposes (see Section 9. for use of Area Navigation systems foraircraft separation purposes).

D8.5 Global Navigation Satellite System (GNSS)8.5.1 CASAhas approved various operations usingGNSSavionics that

receive signals from the GPS constellation. Approvals andconditions are specific to the operation, flight crew qualificationsand the systems on board the aircraft. Further guidance andlegislative references may be found in CAAP 179A-1.

8.5.2 GNSSmust not be used as a navigation reference for flight belowthe LSALT/MSA, except as specified in applications listed inparagraph 8.5.5, or as otherwise authorised by CASA.

8.5.3 In the event that GNSSperformance degrades to where an alert israised, or there is other cause to doubt the integrity of GNSSinformation, the pilot-in-command must discontinue its use andcarry out appropriate NAVAID failure procedures.

8.5.4 VFR Operations8.5.4.1 GNSS may be used under the VFR in the following applications:

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a. Visual Navigation. Pilots operating under the VFR may useGNSS to supplement map reading and other visual navigationtechniques.

b. Night VFR Area Navigation. Pilots operating under the VFRat night may use GNSS for:(1) position fixing and long range navigation in accordance

with ENR 1.1 Section 19.;(2) operations on designated Area Navigation routes and

application of Area Navigation-based LSALT;(3) deriving distance information for en route navigation,

traffic information and ATC separation; and(4) meeting theNight VFR requirements for radio navigation

systems specified in GEN 1.5 section 2., and alternateaerodrome requirements in accordance with ENR 1.1section 58.

Note: ATC may apply area navigation-based separationstandards to aircraft meeting the requirements for Night VFR areanavigation.

8.5.4.2 Where GNSS is used for Night VFR area navigation applications,the flight crewmustbeappropriately qualifiedandGNSSreceiversmust be certified tomeet TSO-C129, C129a,C145, C145a,C146,C146a, C196 or an equivalent standard approved by CASA.

8.5.4.3 The following table summarises the airworthiness and operationalrequirements for GNSS applications under the VFR:

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GNSS APPLICATIONS -- VFR

Application Operational Privileges/Requirement

AirworthinessRequirement

Visual Navigation Limited to supplementing visualnavigation techniques.

AnyGNSS receivermay beused,but installed receivers must befitted in accordance with CAAP35-1 or AC21-36.

Night VFR AreaNavigation

1. GNSS receiver operated in ac-cordancewith themanufacturer’soperating instructions, and anyadditional instructions specifiedby the operator.

2. Flight crew hold appropriateGNSS qualifications.

1. GNSS receiver certified toTSO-C129, C129a, C145,C145a, C146, C146a or equiva-lent standard approved byCASA.

2. GNSS receiver fitted in ac-cordance with CAAP 35-1 orAC21-36andautomatic baromet-ric aiding options functional.

3. Manufacturer’s operating in-structions, and any additional in-structions specified by the opera-tor carried on board the aircraft.

8.5.5 IFR Operations

8.5.5.1 GNSS may be used under the IFR in the following applications:

a. DR Substitute. Pilots operating under the IFRmay useGNSSin lieu of DR navigation techniques for that part of the flight thatis outside the rated coverage of terrestrial navigation aids.Note: This is not an area navigation approval.

b. IFR Area Navigation. Pilots operating in Australian domesticairspace under the IFR may use GNSS for position fixing andlong range navigation in accordancewith ENR1.1 Section 19.,operations on designated area navigation routes, andapplication of area navigation-based LSALT. It may also beused for deriving distance information for en route navigation,traffic information and ATC separation. GNSS may also beused as a navigation aid to determine distance information forSID, STAR and instrument approach procedures where theuseofGPS is specified on the IALchart. Further,GNSSmaybeused to meet the IFR requirements for radio navigationsystems specified in GEN 1.5 Section 2.Note: ATC may apply area navigation-based separationstandards to aircraft meeting the requirements for IFR areanavigation.

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c. RNAV(GNSS) Non-precision Approach (or RNP APCH).Pilots operating under the IFRmay use GNSS as an approachnavigation aid to determine distance and track information forRNAV(GNSS) Non-precision Approach procedures.Note: CAO20.91 allows for transition of current RNAVapprovals to ICAO Performance Based Navigation (PBN)approvals. Under this transition RNAV (GNSS) NPA willbecome RNP APCH and are considered equivalent.

d. Oceanic Area Navigation. CASA may issue an approval foran operator to use GNSS as an en route navigation aid inoceanic and remote continental areas outside the boundariesof Australian domestic airspace (see ENR 2.2 para 3.1).Standard conditions for these approvals may be found in CAO20.91.

e. GNSS Landing System (GLS). CASA may approve anoperator to use GNSS GBAS as a precision approachnavigation aid.

8.5.5.2 WhereGNSS isusedunder the IFR for applications, the flight crewmust be appropriately qualified, and GNSS receivers must becertified to meet any of the following TSOs: TSO-C129, C129a,C145, C145a, C146, C146a or an equivalent standard approvedby CASA.

8.5.5.3 RNAV(GNSS) non precision approach (or RNP APCH) capabilityusing a TSOC129a,C145a,C146a or C196 receiver and the validprediction of approach availability from the Airservices AustraliaRAIM prediction service may be used to satisfy the requirementsset out in ENR1.1 para 58.3 andENR1.10 para 1.5.1. CASAmayapproveother receivers andprediction tools for theseapplicationson the basis of equivalent safety performance.

8.5.5.4 The following table summarises the airworthiness and operationalrequirements for IFR applications of GNSS:

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GNSS APPLICATIONS -- IFR

ApplicationOperational Privileges/

RequirementAirworthinessRequirement

DR Substitute 1. GNSS receiver operated in ac-cordancewith themanufacturer’soperating instructions, and anyadditional instructions specifiedby the operator.

1. GPS receiver certified toTSO-C129, C129a, C145a,C146a or equivalent standard ap-proved by CASA.

2. GNSS receiver fitted in accord-ance with AC21-36 or applicableequivalent standard at the time offitment and automatic barometricaiding options functional.


IFR Area Navigation 1. GNSS receiver operated in ac-cordancewith themanufacturer’soperating instructions, and anyadditional instructions specifiedby the operator.

2. Flight crew meet appropriateGNSS qualification and recencyrequirements.

3. For SID, STAR and approachprocedures, other than thosetitledRNAV (orRNP) procedures,primary track guidance must beprovided by the navaid (NDB,VOR, LOC or ILS) nominated onthe IAL chart.




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RNAV(GNSS)Non-precisionApproach

Note: CAO20.91allows for transition ofcurrent RNAVapprovals to ICAOPerformance BasedNavigation (PBN)approvals. Under thistransition RNAV(GNSS) NPA willbecome RNP APCHand are consideredequivalent.

1. GNSS receiver operated in ac-cordancewith themanufacturer’soperating instructions, and anyadditional instructions specifiedby the operator.

2. Flight crew meet appropriateRNAV(GNSS)(or RNP APCH)qualification and recency require-ments.

3. Unless using a TSO--C145a,C146a or C196 receiver and avalid prediction of approach FDEavailability, at both thedestinationand alternate, if required,provision for an alternateaerodrome may not be based onRNAV (GNSS) (or RNP APCH)approach capability.

4. If a TSO--C129 or a C129a re-ceiver is used, analternate instru-ment approach utilising groundbased navigation aids must beavailable.




Oceanic AreaNavigation

Requires an approval issued byCASA.

As detailed in an approval issuedby CASA.

GLS Requires an approval issued byCASA.

As detailed in an approval issuedby CASA.

8.5.5.5 CAO20.91provides forapprovedstand--aloneGNSS installationsto be deemed to have an operational authorisation when theinstallationmeets the requirements of AC 21--36 ( ) or CAAP 35--1and the pilot is authorised under the provisions of CAO 40.2.1 or40.2.3 and has the relevant associated logbook entry. A summaryof the CAO 20.91 deeming provisions are specified below:

PBN Deeming Provisions for GNSS Equipped Aircraft

Aircraft GNSS Equipment Authorised for

TSO C129( ) Class A1 or A2TSO C146( ) Class Gamma Operational Class 1, 2 or 3ETSO C146( ) Class Gamma Operational Class 1, 2 or 3

Note: TSO C129 systems require an alternate that is notbased on GNSS.

RNAV 5RNAV 1 and RNAV 2RNP 2RNP 1

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TSO C129a Class A1TSO C129a Class A1

Note: TSO C129 systems require an alternate that is notbased on GNSS.

RNAV 5RNAV 1 and RNAV 2RNP 2RNP 1RNP APCH LNAV

TSO C146 ( ) Class Gamma Operational Class 1, 2 or 3ETSO C146 ( ) Class Gamma Operational Class 1, 2 or 3

Note: RNP APCH LP or LPV operational approvals are validonly when the aircraft is operating within the service volumeof a SBAS.

RNAV 5RNAV 1 and RNAV 2RNP 2RNP 1RNP APCH LNAVRNP APCH LP and LPV

D9. AREA NAVIGATION SEPARATION STANDARDS

9.1 Separation standards involving the use of area navigationsystems based on GNSS, INS or IRS may be applied by ATCbetween aircraft with RNAV or RNP approval (longitudinal andlateral standards), or between an aircraft with RNAV or RNPapproval and an aircraft with DME (longitudinal standards only).

9.2 Pilots using area navigation systems for navigation must adviseATC of:

a. navigation equipment failure; orb. operations of the equipment outside the approved tolerances;

orc. for inertial systems, the times between up-dates, or from

departure, exceeding three (3) hours for single units or five (5)hours for multiple units for flights in controlled airspace otherthan OCA, and five (5) hours for a single unit or 12 hours formultiple units for flights in OCA.

Note: ATC will not apply area navigation standards to an aircraftafter receipt of the advice.

10. RVSM APPROVAL AND OPERATIONS

10.1 RVSM is a published ICAO standard, which allows the use of1,000FT separation between RVSM-approved aircraft operatingfrom FL290 to FL410 inclusive. In Australia, RVSM is applied inaccordance with the ICAO standard. Operators and aircraft mustbe approved by the State of Registry. Guidance on the approvalsprocess for Australian-registered aircraft is contained in CivilAviation Advisory Publication (CAAP) 181A-(0).

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11. ADS--B APPROVAL AND OPERATIONS

11.1 To receive an ADS--B derived ATS surveillance service inAustralian airspace, aircraft operators must make application toAirservices Australia. Only aircraft meeting the criteria for ADS--Boperations in Australia as specified in CASA Civil Aviation Orders(CAOs) shall be eligible to receive ADS--B derived services.ADS--B data from ineligible aircraft will not be displayed to ATC.

11.2 To apply to receive ADS--B derived ATS surveillance services inAustralia, aircraft operators should submit an online application toAirservices Australia via the link:http://www.airservicesaustralia.com/projectsservices/projects/adsb/application.asp

12. AOC TO BE CARRIED ON--BOARD

12.1 In accordance with ICAO Annex 6 Parts l, an aeroplaneconducting an international commercial air transport operationshall carry a certified true copy of the AOC and a copy of theassociated Operations Specifications relevant to the aeroplanetype, issued in conjunction with the Certificate.

12.2 Thisprovision for aeroplanes isoutlined inAnnex6,Part I,Chapter6, para 6.1.2.

12.3 The provision for helicopters is outlined inAnnex 6Part III, SectionII, Chapter 4, para 4.1.2.

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GEN 1.6 SUMMARY OF NATIONAL REGULATIONS ANDINTERNATIONAL AGREEMENT/CONVENTIONS

1. GENERAL

The following is a list of civil aviation legislation and air navigation regulationsin force in Australia and its Territories.

2. LEGISLATION BY THE PARLIAMENT OF THECOMMONWEALTH OF AUSTRALIA

a. Air Navigation Act 1920. Ratification of Chicago Convention andProtocols amending Articles 45, 48,49 and 61 of Chicago Convention andAir Transit Agreement:

Control of Foreign Aircraft on Flights in AustraliaInternational Airline LicencesCarriage of Munitions in Aircraft.

b. Air Navigation Regulations (made under the Air Navigation Act).c. Air Services Act 1995. An Act establishing Airservices Australia.d. Civil Aviation Act 1988. An Act establishing the Civil Aviation Authority

with functions relating to the safety of civil aviation and related purposes:

Air Operators CertificatesUse of Defence AerodromesInterference with Navigation Aids.

e. Air Services Regulations (made under the Airservices Act), beingstatutory Rules 1995 No 223 as amended.Part 1 -- PreliminaryPart 2 -- Airspace ManagementPart 3 -- Air Traffic ServicesPart 4 -- Other ServicesPart 5 -- Additional Functions of AAPart 6 -- Statutory LiensPart 7 -- Miscellaneous

f. Civil AviationRegulations. Australia’s aviation regulations are containedin twodocuments: theCivil AviationRegulations 1988and theCivil AviationRegulations 1998. In due course, the regulations contained in CAR 1988will be replaced by CAR 1998. In the interim, both CAR 1988 and CAR1998 apply.CAR 1988Part 1 Preliminary

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Part 2 Administration and OrganisationPart 3 Registration and Marking of AircraftPart 4 Airworthiness RequirementsPart 4a MaintenancePart 4b Defect ReportingPart 4c Flight ManualsPart 4d Removal of Data Plates and Aircraft Registration Identification

PlatesPart 5 Qualifications of Flight CrewPart 6 MedicalPart 7 Personal Log Books and Navigation LogsPart 8 Radio Systems for Use in, or in Connection with, AircraftPart 9 AerodromesPart 10 Air Traffic Services and Other ServicesPart 11 Conditions of FlightPart 12 Rules of the AirPart 13 Signals for the Control of Air TrafficPart 14 Air Service OperationsPart 15 Dangerous GoodsPart 16 Refusal to Grant, and Suspension and Cancellation of,

Licences, Certificates and AuthoritiesPart 17 Penal Provisions and ProsecutionsPart 18 EvidencePart 19 MiscellaneousPart 20 TransitionalCAR 1998Part 1 PreliminaryPart 21 Certification and Airworthiness Requirements for Aircraft and

PartsPart 22 Airworthiness Standards for Sailplanes and Powered SailplanesPart 23 Airworthiness Standards for Aeroplanes in the Normal, Utility,

Acrobatic or Commuter CategoryPart 25 Airworthiness Standards for Aeroplanes in the Transport

CategoryPart 26 Airworthiness Standards for Aircraft in the Primary Category or

Intermediate CategoryPart 27 Airworthiness Standards for Rotorcraft in the Normal CategoryPart 29 Airworthiness Standards for Rotorcraft in the Transport

Category

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Part 31 Airworthiness Standards for Manned Free BalloonsPart 32 Airworthiness Standards for Engines for Very Light AeroplanesPart 33 Airworthiness Standards for Aircraft EnginesPart 35 Airworthiness Standards for Aircraft PropellersPart 39 Airworthiness DirectivesPart 45 Display of Nationality and Registration Marks and Aircraft

Registration Identification PlatesPart 200 ExemptionsPart 201 MiscellaneousPart 202 Transitional

Note: Parts 11, 13, 43, 47 and 61 to 183 are reserved for future use.g. Air Navigation (Charges) Act 1952

Charges payable in respect of the use of aerodromes, air route and airwaysfacilities, meteorological services and search and rescue servicesmaintained, operated or provided by Australia.

h. Civil Aviation (Damage by Aircraft) Act 1958

Ratification of Rome Convention on damage caused by foreign aircraft topersons on the surface. Liability of certain other operators of aircraft fordamage on the surface.

i. Civil Aviation (Carriers’ Liability) Act 1979

Ratification of the Warsaw Convention and the Hague Protocol amendingthat Convention.Application of the rules of the Convention both as unaffected by theProtocol and as amended by it. Application of principles of the Conventionto certain other international carriage by air and certain domestic carriageby air.

j. Australian National Airlines Act 1945

Establishment of Australian National Airlines Commission to operateairline services on interstate and intra-territorial routes between places in aTerritory and places in Australia outside that Territory and to places outsideAustralia.

k. Civil Aviation Agreement Act 1952, Civil Aviation Agreement Act1957, Airlines Equipment Act 1958.

Relate to financial arrangements and rationalisation agreements fordomestic operations.

l. Transport Safety Investigation Act 2003 (TSI Act)

Provides guidance for the investigation of transport accidents and othermatters affecting transport safety in aviation, marine and rail modes oftransport.

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3. OTHER RELEVANT LEGISLATION

Air Services Act 1995Part 5, Division 3 and Division 4

Air Navigation Act 1920Sections 9, 10, 12, 13, 14, 15, 16, 17, 19

Air Navigation Regulations106B, 106C, 191, 192, 300, 301, 329

Civil Aviation Act 1988Sections 22, 23, 23A, 24, 25, 26, 27, 27A/AB/AC/AD/AE/AF, 28,28A/BA/BB/BC/BD/BE/BF/BG/BH

Civil Aviation Regulation 135, 136, 139Transport Safety Investigation Regulations 2003 (TSI Regulations)

Parts 1, 2 and 5Convention on International Civil Aviation (Chicago Convention)

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SECURITY OF GENERAL AVIATION OPERATIONS

4. SECURITY OF GENERAL AVIATION OPERATIONS

4.1 Introduction

4.1.1 Since late 2001, the Australian Government has circulatedwarnings concerning the possibility of terrorist attacks againstAustralian civil aviation interests, including general aviation (AICsH41/01, H9/02, H8/04 and H3/06 refer and are replaced by thisentry).

4.1.2 The general security situation in Australia has not changed sinceAIC H9/02 was issued. Nevertheless, General Aviation (GA) andCharter (CHTR) industry personnel are urged to be particularlyvigilant and alert to any activities in the industry whichmay arousesuspicions in regard to possible terrorist actions.

4.2 Activities Which May Arouse Suspicion

4.2.1 GAoperators should be alert to the importance of reporting and/orresolving any event or activity occurring in their operatingenvironment that appears to be unusual or suspicious.

4.2.2 Examples of suspicious behaviour can include but are not limitedto:

a. unusual enquiries regarding flight training;b. enquiries concerning aircraft configurations and capabilities;c. loading and unloading of unusual or unauthorised cargo;d. unusual enquiries regarding the use of, or training in, cropdusters or helicopters;e. unusual activity relative to the use or acquisition of dangerouschemicals;f. watching, observing, photographing, sketching, measuringand note taking;g. examining or enquiring about security systems and guarding;h. visiting airports and not conducting ’normal’ airport business;i. avoiding notice around critical airport infrastructure or assets;j. being airside (or in other non public areas) without a verifiableexcuse [be aware of seemingly convincing cover stories];k. enquiring about airport associated work that does not exist;l. entering or leaving the airport precinct in an unusual manner;m. creating distractions at times critical to aircraft operations;n. insisting on urgency in apparent benign conditions;

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o. attempting to circumvent security measures or procedures;p. attempting to conceal baggage or avoiding scrutiny of it;q. using or carrying innocent items that could mask more sinisteritems; andr. presenting suspect ID (it might be worn orphotocopied/photographed).

4.2.3 Any unusual behaviour that cannot be satisfactorily explainedshould be reported to company security officers and/or police.Particular attention should be paid to details such as names anddescriptions of suspicious persons, and vessel/vehicleidentification markers.

4.3 Actions and Contacts

4.3.1 All members of the aviation community are reminded to continuetomaintain and, if necessary, enhance their vigilance and securityarrangements. Any suspicious circumstances or behaviour at anairport should be reported immediately to:

a. theNational Security Hotline by telephone on 1800 123 400; orb. the local police; or,persons may contact:c. the Department of Infrastructure and Transport, Office ofTransport Security, by telephone on 1300 307 288.

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AUSTRALIANSANCTIONS(UNITEDNATIONSREGULATIONS)

5. AUSTRALIAN SANCTIONS AGAINST THE DEMOCRATICPEOPLE’S REPUBLIC OF KOREA

5.1 Introduction

5.1.1 The purpose of this section is to inform all persons operatingAustralian aircraft of their obligations under the Charter of theUnited Nations (Sanctions -- Democratic People’s Republic ofKorea) Regulations 2006 (the Regulations).

5.1.2 This section includes a list of luxury goods the sale, supply andtransfer of which is prohibited under the regulations from 22December 2006.

5.2 Background

5.2.1 On 14 October 2006 the United Nations (UN) Security Councilunanimously adopted Security Council Resolution 1718 (SCR1718).

5.2.2 SCR 1718 obliges member states, including Australia, toimplement a range of trade, financial and travel sanctions againstthe Democratic People’s Republic of Korea (DPRK).

5.2.3 The purpose of the Regulations is to give effect to SCR 1718.

5.2.4 The Regulations take effect on 10 November 2006, andspecifically apply to all aircraft registered in Australia under theCivil AviationAct 1988 (hereafter referred toasAustralianaircraft).The Regulations have extraterritorial operation and apply to allAustralian aircraft and their owners, pilots in command oroperators. TheRegulations also extend beyond aircraft and applybroadly to conduct within Australia by any person or entity, as wellas to the conduct of Australian nationals and entities overseas(whether or not the aircraft is an Australian owned or operatedaircraft).

5.3 Obligations

5.3.1 The Regulations impose specific obligations in relation toAustralian aircraft. The owner, pilot in command or operator of anAustralian aircraft must not allow the aircraft to be used in a waythat assists, or results in, the supply, sale, or transfer of militarygoods, weapons of mass destruction (WMD)--related goods or

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luxurygoods to theDPRK. A list of luxurygoods is foundatSection6. In addition, the owner, pilot in command or operator of anAustralian aircraft must not allow the aircraft to be used in a waythat assists, or results in, the procurement of military goods orWMD--related goods from the DPRK, regardless of whether thegoods originated in the DPRK. Further, Australians working onforeign owned or operated aircraft must not engage in conductwhich assists, or results in, the supply, sale, or transfer of militarygoods, WMD--related goods or luxury goods to the DPRK.Australians working on foreign owned or operated aircraft mustalso not engage in conduct that assists, or results in, theprocurement of military goods or WMD--related goods from theDPRK, regardless of whether the goods originated in the DPRK.

5.3.2 These sanctions apply to the sale, supply, transfer or procurementof military goods andWMD--related goods, and to the sale, supplyor transfer of luxury goods to or from as applicable:

a. the DPRK; orb. any recipient in the DPRK; orc. any entity or owned or controlled by the DPRK; ord. any person acting on behalf of the DPRK or an entity owned or

controlled by the DPRK.

5.3.3 The Regulations do not apply to a sale, supply, transfer orprocurement that is authorised in writing, by the Minister forForeign Affairs.

5.3.4 The Ministry of Foreign Affairs has issued an authorisation underregulation 12(3) permitting the use of aircraft to engage in conductwhich assists, or results in, the sale, supply or transfer of luxurygoods, where these goods are:

a. reasonably necessary for the functioning of the DPRKEmbassy in Canberra;

b. are the personal effects of:(1) a diplomatic agent of theDPRKaccredited to Australia; or(2). a citizen of the DPRK who is otherwise entitled to be

accorded privileges and immunities under the DiplomaticPrivileges and Immunities Act 1967.

5.3.5 This authorisation means that aircraft may carry, within Australiaor to or fromAustralia, luxury goodswhich are the personal effectsof DPRK diplomats. However, it would not authorise the carriage

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of luxury goods which, because of their nature or quantity, couldnot be considered the personal effects of DPRK diplomats.

5.3.6 The authorisation also covers luxury goods which are reasonablynecessary for the functioning of the a citizen of the DPRKEmbassy in Australia.

5.3.7 The Australian Government is recommending that Australianstravelling to the DPRK should familiarise themselves with theluxury goods restrictions. Australians travelling to the DPRK arepermitted to take items on the luxury goods list for personal useonly (not for sale, supply or transfer to others) during their visit.

5.4 DIT Contacts

5.4.1 This information is explanatory only and does not have the force oflaw or contain legal advice. The Charter of the United Nations(Sanctions -- DemocraticPeople’sRepublic of Korea)Regulations2006 contain the legally binding provisions governing thesanctions. This information does not supplement or modify thoseregulations in any way. DFAT recommends persons consultindependent legal advice on the operation of the sanctions.

5.4.2 Further information is available from:

Transport Security Coordination CentreOffice of Transport SecurityDepartment of Infrastructure and TransportGPO Box 594CANBERRA ACT 2601 AUSTRALIAPh: 1300 307 288 or +61 2 6274 8187 (outside Australia)Fax: + 61 2 6274 6089Email:[email protected]

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6. LUXURY GOODS LIST 2006 UNDER REGULATION 19 OFTHE CHARTER OF THE UNITED NATIONS (SANCTIONS --DEMOCRATIC PEOPLE’S REPUBLIC OF KOREA)REGULATIONS 2006. DATED 22 DECEMBER 2006.

1 Wine2 Spirits (all kinds)3 Tobacco Products4 Caviar5 Crustaceans (all), eg. rock lobsters6 Abalone7 Molluscs and aquatic invertebrates, eg. oyster in any form8 Automobiles and other vehicles to transport people9 Yachts and pleasure craft10 Perfumes and toilet waters11 Cosmetics (all)12 Furs13 Silver14 Gold15 Jewellery16 Precious and Semi Precious Stones (including diamonds andpearls)17 Drinking glasses (lead crystal)18 Works of Art (all)19 Fountain Pens20 Watches & Clocks21 Carpets22 Precious Metals23 Leather travel goods, apparel and clothing accessories24 Consumer Electronics (televisions, videos, DVD players,PDAs, laptops, MP3 players -- and any other relevant exports)25 Photographic equipment26 Electronic entertainment / software27 Sports Equipment

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7. AUSTRALIAN SANCTIONS AGAINST IRAN7.1 Introduction

7.1.1 The purpose of this section is to inform all persons operatingAustralian aircraft of their obligations under the Charter of theUnited Nations (Sanctions -- Iran) Regulations 2007 (theRegulations) and recent amendments.

7.2 Background

7.2.1 On 23 December 2006 the United Nations (UN) Security Councilunanimously adopted Security Council Resolution 1737 (SCR1737). On 24 March 2007 the UN Security Council adoptedSecurity Council Resolution 1747 (SCR 1747) imposing furthersanctions on Iran.

7.2.2 SCR1747 builds upon the sanctions imposed by SCR1737 on 23December 2006. SCR 1737 obliges member states, includingAustralia, to implement a range of trade and financial sanctionsagainst Iran. The purpose of the Regulations is to give effect toSCR 1737 and SCR 1747.

7.2.3 The amendments to the Regulations take effect on 15 May 2007,and specifically apply to all aircraft registered in Australia underthe Civil Aviation Act 1988, hereafter referred to as Australianaircraft. TheRegulations have extraterritorial operation and applyto all Australian aircraft and their owners, pilots in command oroperators. TheRegulations also extend beyond aircraft and applybroadly to conduct within Australia by any person or entity, as wellas to the conduct of Australian nationals and entities overseas(whether or not the aircraft is an Australian owned or operatedaircraft).

7.3 Obligations7.3.1 The Regulations impose specific obligations in relation to

Australian aircraft. The owner, pilot in command or operator of anAustralian aircraft must not allow the aircraft to be used in a waythat results in, the supply, sale, or transfer of export controlledgoods to, for the use in, or for the benefit of Iran, or any recipient inIran (Regulation11(1)). In addition, theowner, pilot in commandoroperator of an Australian aircraft must not allow the aircraft to beused in a way that results in, the procurement of WMD (Weaponsof Mass Destruction) related goods or arms or related materielfrom Iran or from any person in Iran, regardless of whether thegoods originated in Iran (Regulation 12(1) and Regulation 12A).

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Further, Australiansworking on foreign owned or operated aircraftmust not engage in conduct which results in, the supply, sale, ortransfer of WMD--related goods to, for the use in or for the benefitof Iran, or any recipient in Iran (Regulation 7), or which results in,the procurement of WMD--related goods or arms or relatedmateriel from Iran or from any person in Iran, regardless ofwhether the goods originated in Iran (Regulation 10 andRegulation 10A).

7.3.2 The goods controlled in these regulations are those listed in UNSecurity Council documents S/2006/814 and S/2006/815(referred to as WMD--related goods), arms or related materiel asdefined in the amended Regulations, and any other goods listedby the Minister for Foreign Affairs from time to time underRegulation 18(1). Details are available on the Department ofForeign Affairs and Trade (DFAT) website athttp://www.dfat.gov.au/un/unsc_sanctions/iran.html.

7.3.3 The Regulations do not apply to a sale, supply, transfer orprocurement that is authorised in writing by the Minister forForeign Affairs, or in relation to exports authorised by the Ministerfor Defence under regulation 13E of the Customs (ProhibitedExports) Regulations 1958.

7.4 DIT Contacts7.4.1 This information is explanatory only and does not have the force of

law or contain legal advice. The Charter of the United Nations(Sanctions -- Iran) Regulations 2007 contain the legally bindingprovisions governing the sanctions. This information does notsupplement or modify those regulations in any way. DFATrecommends persons consult independent legal advice on theoperation of the sanctions.

7.4.2 Further information is available from:Transport Security Coordination CentreOffice of Transport SecurityDepartment of Infrastructure and TransportGPO Box 594CANBERRA ACT 2601 AUSTRALIAPh: 1300 307 288 or +61 2 6274 8187 (outside Australia)Fax: + 61 2 6274 6089Email:[email protected]

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GEN 1.7 DIFFERENCES FROM ICAO STANDARDS, RECOMMENDEDPRACTICES AND PROCEDURES

1. The differences that exist between Australian national aviationregulations and those specified by the International CivilAviation Organisation (ICAO) as Standards and RecommendedPractices (SARPS) are identified in an AIP Supplement titled“DIFFERENCES FROM ICAO STANDARDS,RECOMMENDED PRACTICES AND PROCEDURES” postedon the Airservices Australia website at:

http://www.airservicesaustralia.com/publications/aip.aspClick on the current “AIP Supplements and AICs” package.

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INTENTIONALLY BLANK

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GEN 2. TABLES AND CODES

GEN 2.1 MEASURING SYSTEM, AIRCRAFT MARKINGS, HOLIDAYS

1. UNITS OF MEASUREMENT

1.1 Units of measurement to be used in airways operations andair-ground communications are as follows:Measurement UnitsDistances used in navigation nautical miles and(generally in excess of 2NM.) tenths *Short distances metresAltitudes, elevations and heights feetHorizontal speed, including wind speed knotsVertical speed feet per minuteWind direction for runway operations degrees magneticWind direction except for runway degrees trueoperationsVisibility, including runway visual kilometres or

range metresAltimeter setting hectopascalsTemperature degrees celsiusWeight (Mass) Metric tonnes or

kilogramsTime hours and minutes

* Miles must be read as meaning nautical miles unless otherwisestated. The word “nautical” may be omitted from air-groundcommunications.

1.1.1 An aircraft which is temporarily unable to use these units must soadvise and request the ground station to transmit in units useableby the aircraft.

2. TIME SYSTEM

2.1 Coordinated Universal Time (UTC) is used for civil aviation.

2.2 Date and time is indicated in a combination of the date and time ina single six figure group. However, a 10 figure group comprisingthe year, month, date, hours and minutes is used for NOTAM andSUPs. This is reduced to an eight figure group (nil year) for SPFIB.

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3. GEODETIC REFERENCE DATUM

3.1 All published geographical coordinates are expressed in term ofthe World Geodetic System -- 1984 (WGS-84). Most coordinateshave been surveyed; however, those coordinates that have beenmathematically derived are indicated by an asterisk.

3.2 Coordinates published in AIP documents/charts and NOTAM areexpressed in degrees, minutes and tenths of a minute with thecardinal point placed first; eg, S32 46.3 E138 24.0. When moreaccurate coordinate information is required (eg, thecommissioning of a new navigation aid) the more detailed set ofcoordinates may be included in brackets. The DesignatedAirspace Handbook (DAH) departs from this convention in thatcoordinates are expressed in degrees,minutes and seconds, and,if required, tenths/hundredths of a second with the cardinal pointlast; eg, 05 07 21.2S 065 25 22.6E.

4. PUBLIC HOLIDAYS

4.1 National

New Year’s Day 1 JanuaryAustralia Day 26 JanuaryGood Friday Friday before EasterEaster Monday Monday after Easter SundayAnzac Day 25 AprilQueen’s Birthday Usually second Monday in

June (except WA)Christmas Day 25 DecemberBoxing Day 26 December

4.2 Some services may be affected on public holidays. Operatorsshould check NOTAM and/or contact the relevant aerodromeowner/operator.

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GEN 2.2 DEFINITIONS AND ABBREVIATIONS

1. DEFINITIONS

ADS--C Agreement: A reporting plan which establishes the conditions ofADS--C data reporting (i.e. data required by the air traffic services unit andfrequency of ADS--C reports which have to be agreed to prior to the provisionof 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 thearrival, departure and movement of aircraft.Aerodrome Beacon: Anaeronautical beacon, used to indicate the locationofan aerodrome from the air.Aerodrome Control Service: ATC service for aerodrome traffic.Aerodrome Control Tower: A unit established to provide ATC service toaerodrome traffic.Aerodrome Elevation: The elevation of the highest point of the landing area.Aerodrome Meteorological Minima (Ceiling and Visibility Minima): Theminimumheights of cloudbase (ceiling) andminimumvaluesof visibilitywhichare prescribed in pursuance of CAR 257 for the purpose of determining theuseability of an aerodrome either for take-off or landing.Aerodrome Proprietor: AnyOwner, Licensee, Authority, Corporation, or anyother body which has a legal responsibility for a particular aerodrome.Aerodrome Reference Point (ARP): The designated geographical locationof an aerodrome.Aerodrome Traffic: All traffic on the manoeuvring area of an aerodrome andall aircraft flying in, entering, or leaving the traffic circuit.Aerodrome Traffic Circuit: The specified path to be flown byaircraft flying in,entering, or leaving the traffic circuit.Note: At a controlled aerodrome, an aircraft is in the traffic circuit when it is

within the CTR and established on a leg of the circuit.Aeronautical Beacon: An aeronautical ground light visible at all azimuths,either continuously or intermittently, to designate a particular point on thesurface of the earth.Aeronautical Information Circular (AIC): A notice containing informationthat 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 orlegislative matters.

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Aeronautical Information Publication (AIP): Apublication issued by orwiththe authority of a State and containing aeronautical information of a lastingcharacter essential to air navigation.AIP Supplement (SUP): Temporary changes to the information contained inthe AIP which are published by means of special pages.Aircraft Classification Number (ACN): A number expressing the relativeeffect of an aircraft on a pavement for a specific standard sub-grade category.Aircraft Identification: An identification of up to 7 alpha--numeric charactersused to identify the aircraft in flight notifications and in Mode Stransponders/ADS--B transmitters.Note: The Aircraft Identification entered into the Mode S Transponder, orADS--BTransmitter,mustmatch theAircraft Identificationentered into Item7ofthe Flight Notification or, when no flight notification has been filed, the aircraftregistration. Hyphens or symbols may not be used within the identification.Aircraft Parking Position Taxilane: A portion of an apron designated as ataxiway and intended to provide access to aircraft parking positions only.Air-Ground Communications: Two-way communications between aircraftand stations on the surface of the earth.Air-Report (AIREP): A report from an aircraft in flight prepared by the pilotduring the course of a flight in conformity with the requirements for position,operational or meteorological reporting in the AIREP form.Airspace Release: A defined volume of airspace normally under thejurisdiction of one controlling authority that is temporarily released, bycommon agreement, for exclusive use of another.Air Taxiing: Movement of a helicopter / VTOL above the surface of anaerodrome, normally in ground effect and at a speed normally less that 20KT.Air Traffic Control Clearance: Authorisation for aircraft to proceed underconditions 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 issuedbyair traffic control for thepurpose of requiring a pilot to take a specific action.Air Traffic Control Service: A service provided for the purpose of:

a. preventing collisions:1. between aircraft; and2. on the manoeuvring area between aircraft and obstructions; and

b. expediting and maintaining an orderly flow of air traffic.Air Traffic Service (ATS): A generic term meaning variously, flightinformation service, alerting service, air traffic advisory service, air traffic

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control service (area control service, approach control service, or aerodromecontrol service).Air Transit: The airborne movement of a helicopter that is:

a. for the expeditious transit from one place within an aerodrome toanother place within the aerodrome;

b. at or below 100FT above the surface; andc. at speeds greater than those used in air taxiing.

Airways Clearance: A clearance, issued by ATC, to operate in controlledairspace along a designated track or route at a specified level to a specifiedpoint or flight planned destination.Alerted See-and-Avoid: A procedure where flight crew, having been alertedto the existence and approximate location of other traffic in their immediatevicinity, seek to sight and avoid colliding with those known aircraft.Alerting Post: An agency designated to serve as an intermediary between aperson reporting an aircraft in distress and a rescue coordination centre.Alerting Service: A service provided to notify appropriate organisationsregarding aircraft in need of search and rescue aid, and to assist suchorganisations as required.Alternate Aerodrome: Anaerodrome towhich an aircraftmay proceedwhenit becomes either impossible or inadvisable to proceed to or to land at theaerodrome of intended landing.Altimeter Setting: A pressure datum which when set on the sub-scale of asensitive altimeter causes the altimeter to indicate vertical displacement fromthat datum. A pressure-type altimeter calibrated in accordance with StandardAtmospheremay be used to indicate altitude, height or flight levels, as follows:

a. when set to QNH or Area QNH it will indicate altitude;b. when set to Standard Pressure (1013.2 HPA) it may be used to

indicate flight levels.Altimeter Setting Region: Airspace 10,000FT and below where thesub-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 apoint, 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 toapproach to land at the aerodrome.Apron: A defined area on a land aerodrome, intended to accommodateaircraft for purposes of loading or unloading passengers, mail, cargo, fuelling,parking or maintenance.

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Apron Service: A traffic regulatory and information service provided toaircraft using the apron area of an aerodrome.Apron Taxiway: A portion of a taxiway system located on an apron andintended to provide a through taxi route across the apron.Area Control Service: Air traffic control service for controlled flights in controlareas.Area Navigation: Amethod of navigation which permits aircraft operation onany desired flight path within the coverage of ground or space--basednavigation aids, or within the limits of the capability of self-contained aids, or acombination of these.Area Navigation Route: An ATS route established for the use of aircraftcapable of employing area navigation.Area Navigation Systems: Navigation systems supporting area navigation.Area QNH: A forecast altimeter setting which is representative of the QNH ofany location within a particular area.ATS Route: A specified route designed for channelling the flow of traffic asnecessary for the provision of air traffic services.ATS Surveillance Service: Term used to indicate an air traffic serviceprovided directly by means of an ATS surveillance system.ATS Surveillance System: A generic termmeaning variously, ADS--B, PSR,SSR or any comparable ground--based system that enables the identificationof aircraft.Note: A comparable ground--based system is one that has been

demonstrated, by comparative assessment or other methodology, tohave a level of safety and performance equal to, or better than,monopulse SSR.

Automatic Dependent Surveillance -- Broadcast (ADS--B): A means bywhich aircraft, aerodrome vehicles and other objects can automaticallytransmit or receive data such as identification, position and additional data, asappropriate, in a broadcast mode via a data link.Automatic Dependent Surveillance -- Contract (ADS--C): A means bywhich the terms of an ADS--C agreement will be exchanged between theground system and the aircraft, via a data link, specifying under whatconditions ADS--C reports would be initiated, and what data would becontained in the reports.Automatic En Route Information Service (AERIS): The provision ofoperational information en route by means of continuous and repetitivebroadcasts.Automatic Terminal Information Service (ATIS): The provision of current,routine information to arriving and departing aircraft by means of continuousand repetitive broadcasts during the hours when the unit responsible for theservice is in operation.

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Aviation Reference Number (ARN): A unique six-digit number used toidentify a client who conducts business with CASA. WhenCASA receives anapplication for a new licence, certificate, or other service, an ARN isestablishedandall subsequent transactions for the client are recordedagainstthat ARN. In addition to being a client number, the ARN may also be thelicence or certificate number. The ARN should be quoted in allcorrespondence with CASA or with Airservices Publications Unit.Base Turn (Instrument Approach): A turnexecutedby theaircraft during theinitial approach between the end of the outbound track and the beginning ofthe intermediate or final approach track. The tracks are not reciprocal.Note: Base turns may be designated as being made either in level flight or

while descending, according to the circumstances of each individualprocedure.

Blanket Clearance: A pre--arranged clearance originated for specificactivities or events and specified in a letter of agreement.Blind Transmission: A transmission from one station to another station incircumstances where two-way communication cannot be established, butwhere it is believed that the called station is able to receive the transmission.Block Level: A section of airspace with specified upper and lower limits on aspecific track, in which cleared aircraft are permitted to manoeuvre.Break-out Procedure: A procedure initiated on instruction from a PrecisionRunwayMonitor (PRM) controller uponwhich a pilot is required to discontinuean ILSapproachand immediately commencea turn of approximately 90° fromthe ILS course, climbing (or descending) as instructed by ATC, in response toan aircraft deviating from the adjacent ILS course.Briefing: The act of giving in advance, specific pre-flight instructions orinformation to aircrew.Broadcast: A transmission of information relating to air navigation for whichan acknowledgement is not expected.Ceiling: The height above the ground or water of the base of the lowest layerof cloud below 20,000FT covering more than one-half of the sky.CENSAR: An automated centralised SARTIME database software packageused by ATS to manage SARTIMEs.Centre: A generic call-sign which can include Air Traffic Control, Advisory,Flight Information and Alerting services, depending on the classification ofairspace in which the service is provided.Certified Aerodrome:Aplace that is certified asanaerodromeunder theCivilAviation Safety Regulations.Circling Approach: An extension of an instrument approach procedurewhich provides for visual circling of the aerodrome prior to landing.

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Clearance Limit: The point to which an aircraft is granted an air traffic controlclearance.Clearance Expiry Time: A time specified by an air traffic control unit at whicha clearance ceases to be valid.Clearway: A defined rectangular area on the ground or water under thecontrol of the appropriate authority, selected or prepared as a suitable areaover which an aeroplane may make a portion of its initial climb to a specifiedheight.Collocated (Navigation) Aids: En route way-points or navigation aids thatare within 600M of each other.Common Traffic Advisory Frequency (CTAF): A designated frequency onwhich pilots make positional broadcasts when operating in the vicinity of anon--towered aerodrome.Communicable Diseases: Communicable diseases include cholera, typhus(epidemic), smallpox, yellow fever, plague, and such other diseases as thecontracting States shall, from time to time, decide to designate.Company Operations Representative: The representative of an operatingagency who is authorised to act in the capacity of liaison officer between ATCand the operating agency in respect of the control of an aircraft of that agency.Control Area (CTA): A controlled airspace extending upwards from aspecified limit above the earth.Controlled Aerodrome: An aerodrome at which air traffic control service isprovided to aerodrome traffic.Controlled Airspace: Airspace of defined dimensions within which air trafficcontrol service is provided in accordance with the airspace classification.Controller: Anair traffic controller, operatingwithin an organisation approvedunder CASR Part 172 and qualified in accordance with CASR Part 65.Controller Pilot Data Link Communications (CPDLC): A means ofcommunication between controller and pilot using data link for ATCcommunications.Controlling Authority:With respect to airspace classifications, this is the AirTraffic Service provider for that area. With respect to PRD, this is the agencynominated to exercise the conditions of entry specified for the area.Control Zone (CTR): A controlled airspace extending upwards from thesurface of the earth to a specified upper limit.Cruise Climb: An aeroplane cruising technique resulting in a nett increase inaltitude as the aeroplane weight decreases.Cruising Level: A level maintained during a significant portion of a flight.

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Danger Area: An airspace of defined dimensions within or over whichactivities of potential danger to aircraft flying over the area may exist.Day: That period of time from the beginning of morning civil twilight to the endof evening civil twilight.Dead Reckoning (DR) Navigation: Theestimating or determining of positionbyadvancinganearlier knownpositionby theapplicationof direction, timeandspeed data.Decision Altitude/Height (DA/H): A specified altitude or height in theprecision approach at which a missed approach must be initiated if therequired 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 sectionof the visual aidsor

of theapproachareawhich should havebeen in view for sufficient timefor the pilot to have made an assessment of the aircraft position andrate of change of position, in relation to the desired flight path.

Defined point after take--off (DPATO): The point within the take--off andinitial climb phase before which the helicopter’s ability to continue the flightsafely,with oneengine inoperative, is not assuredanda forced landingmayberequired.Density Height: An atmospheric density expressed in terms of height whichcorresponds to that density in the Standard Atmosphere.Dependent Parallel Approaches: Simultaneous approaches to parallelinstrument runways where radar separation minima between aircraft onadjacent extended runway centre--lines are prescribed.Distance Measuring Equipment (DME): Equipment which measures innautical miles, the slant range of an aircraft from the selected DME groundstationDME Distance: The slant range from the source of a DME signal to thereceiving antenna.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 thesurface of the earth, measured from mean sea level.Emergency Fuel: The term used to describe a situation in which an aircraftwill land with less than planned fixed fuel reserve.Note This is a Distress condition.Emergency Phases:

a. Uncertainty Phase: A situation wherein uncertainty exists as to thesafety of an aircraft and its occupants.

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b. Alert Phase: A situationwherein apprehension exists as to the safety ofan aircraft and its occupants.

c. Distress Phase: A situation wherein there Is reasonable certainty thatan aircraft and its occupants are threatened by grave and imminentdanger or require immediate assistance.

Equivalent Single Isolated Wheel Load: The equivalent load that would beimposed on a pavement by a single wheel if any wheel group on an aircraftwere replaced by a single wheel using the same tyre pressure.Essential Radio Navigation Service. A radio navigation service whosedisruption has a significant impact on operations in the affected airspace oraerodrome.Estimate: The time at which it is estimated that an aircraft will be over aposition reporting point or over the destination.Estimated Elapsed Time (EET): The estimated time required to proceedfrom one significant point to another.Estimated Off Block Time: The estimated time at which the aircraft willcommence movement associated with departure.Estimated Time of Arrival (ETA): For IFR flights, the time at which it isestimated that the aircraft will arrive over that designated point, defined byreference to navigation aids, from which it is intended that an instrumentapproach procedure will be commenced, or, if no navigation aid is associatedwith the aerodrome, the time at which the aircraft will arrive over theaerodrome. For VFR flights, the time at which it is estimated that the aircraftwill arrive over the aerodrome.Expected Approach Time (EAT): The time at which ATC expects that anarriving aircraft, following a delay, will leave the holding fix to complete itsapproach for a landing.Note: The holding fix referred to in the EAT is that shown on the instrument

approach chart from which the instrument approach is prescribed tocommence.

Final Approach: That part of an instrument approach procedure whichcommences at the specified final approach fix or point, or where such a fix orpoint is not specified:

a. at the end of the last procedure turn, base turn or inbound turn of aracetrack procedure, if specified; or

b. at the point of interception of the last track specified in the approachprocedure; and

c. ends at a point in the vicinity of an aerodrome from which a landing canbe made, or a missed approach is initiated.

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Final Approach Altitude: The specified altitude at which final approach iscommenced.Final Approach Fix (FAF): A specified point on a non-precision instrumentapproach which identifies the commencement of the final segment.Final Approach Point (FAP): Aspecified point on theglidepath of a precisioninstrument approachwhich identifies thecommencementof the final segment.Note: The FAP is co-incident with the FAF of a localiser based non-precision

approach.Final Approach Segment: That segment of an instrument approachprocedure in which alignment and descent for landing are accomplished.Final Leg: The path of an aircraft in a straight line immediately preceding thelanding (alighting) of the aircraft.Fix: A geographical position of an aircraft at a specific time determined byvisual reference to the surface, or by navigational aids.Flight File: A file stored on theNAIPSsystemwhich contains storedbriefings,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 Surveillance InformationService (SIS).Flight Information: Information useful for the safe and efficient conduct offlight, including information on air traffic, meteorological conditions,aerodrome conditions and airways facilities.Flight Information Area (FIA): Anairspaceof defined dimensions, excludingcontrolled airspace, within which flight information and SAR alerting servicesare provided by an ATS unit.Note: FIAsmay be sub-divided to permit the specified ATS unit to provide its

services on a discrete frequency or family of frequencies withinparticular areas.

Flight Information Centre (FIC): A unit established to provide flightinformation service and SAR alerting service.Flight Information Region (FIR): An airspace of defined dimensions withinwhich flight information service and SAR alerting service are provided.Flight Information Service (FIS): A service provided for the purpose ofgivingadviceand informationuseful for the safeandefficient conduct of flights.Flight Level (FL): A surface of constant atmospheric pressure which isrelated to a specific pressure datum, 1013.2HPA, and is separated from othersuch surfaces by specific pressure intervals.Flight Procedure Authorisation (FPA): Authorisations which allow a pilotholdingaPrivate IFR rating to useadditional typesof navigationaidsaswell as

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night flying, instrument approaches and instrument departures.Flight Note:Details of the route and timingof a proposed flight providedby thepilot-in-command of an aircraft, which is other than notification submitted toAirservices Australia, and which is required to be left with a person who couldbe expected to notify appropriate authorities in the event that the flightbecomes overdue.Flight Notification (within Australian FIR): Specified information providedto air traffic services units, relative to the intended flight or portion of flight of anaircraft.Flight Path Monitoring: TheuseofATSsurveillance systems for thepurposeof providing aircraft with information and advice relative to significantdeviations from nominal flight path including deviations from the terms of theirair 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 specifiedperiod, and for a specified area or portion of airspace.Formation: Two or more aircraft flown in close proximity to each other andoperating as a single aircraft with regard to navigation, position reporting andcontrol.Note: Refer to CAR 163AA for conditions under which formation flight may

be undertaken.Full Emergency (In the context of Aerodrome Emergency Plans): Asituation in which the response of all agencies involved in the AerodromeEmergency Planwill be activated. A Full Emergencywill be declaredwhen anaircraft approaching theairport is knownor suspected tobe insuch trouble thatthere is danger of an accident.Glide Path (GP): A descent profile determined for vertical guidance during afinal approach.Global Navigation Satellite System (GNSS): A satellite-based radionavigation system that uses signals from orbiting satellites to determineprecise position and time.Global Positioning System (GPS): A GNSS constellation operated by theUnited States Government.Gross Weight: The weight of the aircraft together with the weight of allpersons and goods (including fuel) on board the aircraft at that time.Ground Based Navigation Aid means NDB, VOR, DME.

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Ground Taxiing: The movement of a helicopter under its own power and onits undercarriage wheels.Ground Visibility: The visibility at an aerodrome, as reported by anaccredited observer.Hazardous Conditions: Meteorological conditions which may endangeraircraft or adversely affect their safe operation, particularly those phenomenaassociated with volcanic ash cloud and thunderstorms -- icing, hail andturbulence.Heading (HDG): The direction in which the longitudinal axis of an aircraft ispointed, usually expressed in degrees fromNorth (true,magnetic, compassorgrid).Height: The vertical distance of a level, a point or an object considered as apoint measured from a specified datum.Height Above Aerodrome (non-precision approach or circling) (HAA):The height of the Minimum Descent Altitude above the published aerodromeelevation.Height Above Threshold (precision approach) (HAT): The height of theDecision Altitude above the threshold elevation.Helicopter Access Corridor: A corridor wholly within controlled airspacedesigned for the exclusive use of helicopters in VMC. The extent andalignment of the corridor is related to and delineated by prominentgeographical / topographical features.Helicopter Landing Site (HLS): Aplace that is used as an aerodrome for thepurposes of the landing and taking-off of helicopters.Helicopter Lane: A lane, outside controlled airspace, designed for use byhelicopters to facilitate traffic flow.Helicopter Movement Area: The movement area for helicopters is that partof an aerodrome that can safely be used for the hovering, taxiing, take-off andlanding of helicopters and consists of the manoeuvring area and aprons, butexcluding those areas reserved for unrestricted use by the general public.High Capacity Aircraft: An aircraft that is certified as having a maximumseating capacity exceeding 38 seats or a maximum payload exceeding4,200KG.Hold Short Line/Lights: A line marked across a runway, with associatedlights, in accordance with the requirements of AIP AD 1.1, at which landingaircraft must stop when required during Land and Hold Short Operations(LAHSO).Holding Bay: A defined area where aircraft can be held, or bypassed, tofacilitate efficient surface movement of aircraft.

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Holding Fix: A specified location identified by visual or other means in thevicinity of which the position of an aircraft in flight is maintained in accordancewith ATC Instructions.Holding Procedure: A predetermined manoeuvre which keeps an aircraftwithin a specified airspace whilst awaiting further clearance.Hospital Aircraft: (see Medical Flight).Hot Spot: A location on an aerodrome movement area with a history orpotential risk of collision or runway incursion, and where heightened attentionby pilots/drivers is necessary.Identification: The situation which exists when the position indication of aparticular aircraft is seenonasituationdisplayandpositively identifiedbyATC.IFR Pick--up: A pilot procedure whereby a flight operating to the IFR in ClassGairspace changes to VFRupon enteringClassE airspacewhilst awaiting anairways clearance.Independent Parallel Approaches: Simultaneous approaches to parallel ornear-parallel instrument runways where radar separation minima betweenaircraft on adjacent extended runway centre--linesare not prescribed. The twotypes of independent approaches are:

a. Independent Visual Approaches -- during which a pilot isresponsible for separation from the aircraft on the otherapproach; and

b. ILS PRM Approaches -- during which separation betweenaircraft on adjacent ILS courses is maintained using PRM.

Independent Parallel Departures: Simultaneous departures in the samedirection from parallel or near-parallel instrument runways.Inertial Navigation / Reference System (INS/IRS): A self-containednavigationsystem thatcontinuallymeasures theaccelerationsactingupon thevehicle of which it is part. Suitably integrated, these forces provide velocityand thence position information.Initial Approach Fix (IAF): The fix at the commencement of an instrumentapproach.Initial Approach Segment: That segment of an instrument approachprocedure between the initial approach fix and the intermediate approach fixor, where applicable, the final approach fix or point.Instrument Approach and Landing Operations: Instrument approach andlanding operations are classified as follows:

a. Non-precision Approach and Landing Operations: Instrumentapproachesand landingswhichutilise lateral guidancebut donot utilisevertical guidance.

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b. Approach and landing operations with vertical guidance:Instrument approaches and landings which utilise lateral and verticalguidance but do not meet the requirements established for precisionapproach and landing operations.

c. Precision Approach and Landing Operations: Instrumentapproaches and landings using precision azimuth and glide pathguidance with minima as determined by the category of operation.Categories of Precision Approach and Landing Operations are:(i) Category I (CAT I) operation. A precision instrument approach

and landingwith a decision height not lower than 200FT and eithera visibility not less than 800M or a runway visual range not lessthan 550M.

(ii) Category II (CAT II) operation: A precision instrument approachand landing with a decision height lower than 200FT, but not lowerthan 100FT, and a runway visual range not less than 300M.

(iii) Category IIIA (CAT IIIA) operation: A precision instrumentapproach and landing with a decision height lower than 100FT, orno decision height, and a runway visual range not less than 175M.

(iv) Category IIIB (CAT IIIB) operation: A precision instrumentapproachand landingwithadecisionheight lower than50FT,or nodecision height, and a runway visual range less than 175Mbut notless than 50M.

(v) Category IIIC (CAT IIIC) operation: A precision instrumentapproach and landing with no decision height and no runwayvisual range limitations.

Instrument Approach Procedure: A series of predetermined manoeuvresby reference to flight instrumentswith specified protection fromobstacles fromthe initial approach fix or where applicable, from the beginning of a definedarrival route to a point fromwhich a landing can be completed and thereafter, ifa landing is not completed, to a position at which holding or en route obstacleclearance criteria apply.Instrument Landing System (ILS): Aprecision instrument approach systemwhich normally consists of the following electronic components: VHFLocaliser, UHF Glideslope, VHF Marker Beacons.Instrument Runway: One of the following types of runways intended for theoperation of aircraft using instrument approach procedures:

a. Non-precision approach runway. An instrument runway served byvisual aids and a non-visual aid providing at least directional guidanceadequate for a straight-in approach.

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b. Precisionapproach runway,CAT I. An instrument runwayservedby lLSand visual aids intended for operations with a decision height not lowerthan60M(200FT)andeither a visibility not less than800M,or aRVRnotless than 550M.

c. Precision approach runway, CAT II. An instrument runway served bylLS and visual aids intended for operations with a decision height lowerthan 60M (200FT), but not lower than 100FT, and a RVR not less than300M.

d. Precision approach runway, CAT III. An instrument runway served byILS to and along the surface of the runway and:(i) for CAT IIIA -- intended for operations with a decision height lower

than 30M (100FT), or no decision height, and a RVR not less than175M;

(ii) for CAT IIIB -- intended for operations with a decision height lowerthan 15M (50FT), or no decision height, and a RVR less than175M, but not less than 50M;

(iii) for CAT IIIC -- intended for operations with no decision height andno RVR limitations.

Integrated Aeronautical Information Package: A package which consistsof the following elements:AIP, including amendment service; supplements to the AIP; NOTAM andPreflight Information Bulletins (PIBs); AIC; and checklists and summaries.Integrity: That quality which relates to the trust which can be placed in thecorrectness of information supplied by a system. It includes the ability of asystem to provide timely warnings to users when the system should not beused for navigation.Intermediate Approach Segment: That segment of an instrument approachprocedurebetweeneither the intermediateapproach fixand the final approachfix or point, or between the end of the reversal, race track or dead reckoningtrack procedure and the final approach fix or point, as appropriate.Intermediate Fix (IF): A fix on an RNAV (or RNP) approach that marks theend 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 iswithin a horizontal distance of 10 miles; and within a height above theaerodrome reference point that could result in conflict with operations at theaerodrome.Land And Hold Short Operations (LAHSO): A procedure involvingdependent operations conducted on two intersecting runways whereby

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aircraft land and depart on one runway while aircraft landing on the otherrunway hold short of the intersection.Landing Area: That part of the movement area intended for the landing ortake-off of aircraft.Land Rescue Unit: A land party equipped to undertake a search for anaircraft within the region of its responsibility.Level: A generic term relating to the vertical position of an aircraft in flight andmeaning variously, height, altitude or flight level.Local Standby (In the context of Aerodrome Emergency Plans): Asituation in which activation of only the airport-based agencies involved in theAerodromeEmergency Plan is warranted. A Local Standbywill be the normalresponse when an aircraft approaching an airport is known or is suspected tohave developed some defect, but the trouble is not such as would normallyinvolve any serious difficulty in effecting a safe landing.Localiser (LOC): The component of an ILSwhich provides azimuth guidanceto a runway. It may be used as part of an ILS or independently.

DLow Jet Route (LJR): A route, or part of a route, at or below 5,000FT AGLused by MLJ aircraft for low level, high speed navigation and/or terrainfollowing exercises.Low Visibility Operation: An operation involving:

a. an approach with minima less than precision approach category I; orb. a take--off with visibility below 550M.

Low Visibility Procedures: Procedures applied at an aerodrome forprotecting aircraft operations during conditions of reduced visibility or lowcloud.Lowest Safe Altitude (LSALT): The lowest altitude which will provide safeterrain 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 anobstacle or delineate a boundary.Marker Beacon: A type of radio beacon, the emissions of which radiate in avertical pattern.Markings: A symbol or group of symbols displayed on the surface of themovement area in order to convey aeronautical information.Maximum Take-off Weight (MTOW): The maximum take-off weight of anaircraft as specified in its Certificate of Airworthiness.Medical Flight: A flight providing transport of medical patients, personnel,and/or equipment, prioritised as follows:

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MEDEVAC: a life critical medical emergency evacuation eg An aircraftproceeding to pick up, or carrying, a severely ill patient, or one forwhom life support measures are being provided.

HOSP: a medical flight declared by medical authorities eg An aircrafttransporting or proceeding to pick up medical personnel and/orequipment urgently required for the treatment of a severly ill patient,or returning urgently required medical personnel and/or equipmentat the termination of a MEDEVAC flight.

METBRIEF (Automated Meteorological Telephone Briefing): Self helpsystem which delivers meteorological information on the telephone using acomputer generated voice, in response to a tone generated telephonerequest.Meteorological Information: Meteorological report, analysis, forecast, andanyother statement relating toexistingorexpectedmeteorological conditions.Meteorological Office (MO): An office designated to providemeteorologicalservice for air navigation.Meteorological Warning: A statement or meteorological report of theoccurrence or expectation of a deterioration or improvement inmeteorologicalconditions or of any meteorological phenomenon which may seriously affectthe safe operation of aircraft.Minimum Altitude: The minimum altitude for a particular instrumentapproach procedure is the altitude specified by AIP DAP at which an aircraftshall discontinue an instrument approach unless continual visual reference tothe ground or water has been established and ground visibility is equal to orgreater 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 non-precisionrunway or circling approach below which descent may not be made withoutvisual reference.Note: Applies to “new” type instrument approach charts.Minimum Fuel: The term used to describe a situation when an aircraft’s fuelsupply has reached a state where having committed to land at a specificaerodrome, the pilot calculates that any change to the existing clearance tothat aerodromemay result in landingwith less than planned fixed fuel reserve.Minimum Sector Altitude (MSA): The lowest altitude which may be usedwhich will provide a minimum clearance of 1,000FT above all objects locatedin anarea containedwithin a sector of a circle of 25NMor 10NM radius centredon a radio aid to navigation or, where there is no radio navigation aid, theAerodrome Reference Point.Minimum Vector Altitude: The lowest altitudewhich a controller may assignto a pilot in accordance with the Radar Terrain Clearance chart.

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Missed Approach Holding Fix (MAHF): A fix on an RNAV (or RNP)approach thatmarks theendof themissedapproachsegmentand thepoint forthe missed approach holding (where applicable).Missed Approach Point (MAPT): That point in an instrument approachprocedure at or beforewhich the prescribedmissedapproach proceduremustbe initiated in order to ensure that the minimum obstacle clearance is notinfringed.Missed Approach Procedure (MAP): The procedure to be followed if theapproach cannot be continued.Missed Approach Turning Fix (MATF): A fix onanRNAV (orRNP) approachthat marks a turning point during the missed approach segment.Movement Area: That part of an aerodrome to be used for the take-off,landing and taxiing of aircraft, consisting of the manoeuvring area and theapron(s).Multicom: The frequency (126.7MHZ) used for broadcastswhile operating toor from a non--towered aerodrome that does not have a discrete CTAFassigned.NAIPS: The National Aeronautical Information Processing System, whichprovides briefings and flight notification functions.Navigation Specification. A set of aircraft and flight crew requirementsneeded to support performance based navigation operations within a definedairspace. There are two kinds of navigation specifications:

RNP Specification. A navigation specification based on areanavigation that includes the requirement for onboardperformancemonitoring and alerting, designated by the prefix RNP, e.g. RNP4,RNP APCH.

RNAV Specification. A navigation specification based on areanavigation that does not include the requirement for on boardperformance monitoring and alerting, designated by the prefixRNAV, e.g. RNAV 5, RNAV 1.

Note: The Performance--based Navigation Manual (Doc 9613), Volume II,contains detailed guidance on navigation specifications.

Night: That period of time between the end of evening civil twilight and thebeginning of morning civil twilight.Non-Directional Beacon (NDB): A special radio station, the emissions ofwhich are intended to enable amobile station to determine its radio bearing ordirection with reference to that special radio station.Non--Towered Aerodrome: An aerodrome at which air traffic control is notoperating.NOTAM: A notice distributed by means of telecommunication containinginformation concerning the establishment, condition or change in any

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aeronautical facility, service, procedure or hazard, the timely knowledge ofwhich is essential to personnel concerned with flight operations.

No-Transgression Zone (NTZ): Acorridor of airspaceof defined dimensionslocated centrally between the two extended runway centre--lines wherecontroller intervention is required to manoeuvre aircraft when this airspace ispenetrated by an aircraft conducting a simultaneous approach to a parallelinstrument runway.

One Way Route: A route with limitations for use in one direction, depicted onERC-H,ERC-Land/or TACcharts byanarrow in thedirection that canbeusedwithout limitation (see ERSA for additional details).

Operator: A person, organisation or enterprise engaged in or offering toengage in aircraft operation.

Operations Manual: A manual provided by an operator for the use andguidance of its operations staff, containing instructions as to the conduct offlight operations, including the responsibilities of its operationsstaff (referCAR215).

Overshoot Shear: A wind shear occurrence which produces an INITIALeffect of overshooting the desired approach path and/or increasing airspeed.

Parking Area: A specially prepared or selected part of an aerodrome withinwhich aircraft may be parked.

Pavement Classification Number (PCN): Anumber expressing the bearingstrength of a pavement for unrestricted operations.

Performance--Based Navigation (PBN). Area navigation based onperformance requirements for aircraft operating along an ATS route, on aninstrument approach procedure or in a designated airspace.Note: Performance requirements are expressed in navigation specifications

(RNAVspecification,RNPspecification) in termsofaccuracy, integrity,continuity, availability and functionality needed for the proposedoperation in the context of a particular airspace concept.

Performance Class 1 (PC1):PC1 is the class of helicopter performance suchthat in the event of failure of the critical power--unit the helicopter is able eitherto landwithin the rejected take--off distance available, or to safely continue theflight to an appropriate landing area, depending on when the failure occurs.Performance Class 2 (PC2):PC2 is the class of helicopter performance suchthat in the event of critical power--unit failure performance is available toenable the helicopter to safely continue the flight except when the failureoccurs early during the take--off manoeuvre or late in the landing manoeuvre,in which cases a forced landing may be required.

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Permissible All-Up-Weight: The weight to which an aircraft is limited byvirtue of the physical characteristics of an aerodrome.Pilot-in-Command: The pilot designated by the operator, or in the case ofgeneral aviation, the owner, as being in command and charged with the safeconduct of a flight.Precision Approach Procedure: An instrument approach procedureutilising azimuth and glide path information provided by lLS.Precision Runway Monitor (PRM): A surveillance radar system with aminimum azimuth accuracy of 0.06° , an update period of 2.5 seconds or lessand a high resolution display providing position prediction and deviation alert,used in providing ILS course monitoring during independent approaches torunways separated by less than 1,525M.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 themost suitable for the prevailing wind, surface conditions or noise sensitiveareas in the proximity of the aerodrome.Primary Means Navigation System: A navigation system that, for a givenoperation 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 throughappropriate procedural restrictions and operational requirements.Private IFR:ThePrivate IFRRating (PIFR)authorises theholder toact aspilotin command of flights under the IFR by day in single pilot aircraft having aMTOW not greater than 5,700KG.Procedural Service: Term used to indicate that information derived from anATS surveillance system is not required for the provision of ATS.Procedure Altitude/Height: A specified altitude/height flown at or above theminimum altitude/height, and established to accommodate a stabiliseddescent at a prescribed descent gradient/angle in the intermediate/finalapproach segment.Prohibited Area: Anairspace of defined dimensions, above the land areasorterritorial waters of a State, within which the flight of aircraft is prohibited.Designation is appropriate only for reasons of military necessity.QNH Altimeter Setting: That pressure setting which, when placed on thepressure setting sub-scale of a sensitive altimeter of an aircraft located at thereferencepoint of anaerodrome,will cause thealtimeter to indicate theverticaldisplacement of the reference point above mean sea level.Radio Height: The radio altimeter reading which is equivalent to the OCAadjusted for terrain/obstacle profile.

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Radio Navigation Service. A service providing guidance information orposition data for the efficient and safe operation of aircraft supported by one ormore radio navigation aids.Rapid-Exit Taxiway: A taxiway connected to a runway at an acute angle anddesigned to allow landing aeroplanes to turn off at high relative speeds.Receiver Autonomous Integrity Monitoring (RAIM): A systemwhereby anairborne GPS receiver/processor autonomously monitors the integrity of thenavigation signals from GPS satellites.Reduced Vertical Separation Minimum (RVSM): The vertical separationminimum of 1000FT between FL 290 and FL 410 inclusive.Reference Datum Height (RDH): The height of the measured ILS glide pathat the threshold. It will provide a similar value to Threshold Crossing Height.Registered Aerodrome:Aplace that is registeredasanaerodromeunder theCivil Aviation Safety Regulations.Repetitive Flight Plan: A flight plan referring to a series of frequentlyrecurring, regularly operated individual flights with identical basic features,submitted by an operator for retention and repetitive use by ATS units.Reporting Point: A specified geographical location in relation to which theposition of an aircraft can be reported.Required Navigation Performance (RNP): A statement of the navigationperformance necessary for operation within a defined airspace.RNP Type: A containment value expressed as a distance in nautical milesfrom the intended position within which flights would be for at least 95 per centof the total flying time.Rescue Coordination Centre (RCC): A unit established for promotingefficient organisation of search and rescue service and for coordinating theconduct of search and rescue operations within a search and rescue region.Restricted Area: An airspace of defined dimensions above the land areas orterritorial waters of a State, within which the flight of aircraft is restricted inaccordance with certain specified conditions.Note: This designation is used when necessary in the interests of public

safety or the protection of the environment.Route: A way to be taken in flying from a departure to a destinationaerodrome, specified in terms of track and distance for each route segment.Runway (RWY): A defined rectangular area on a land aerodrome preparedfor the landing and take-off of aircraft.Runway-Holding Position: A designated position intended to protect arunway, anobstacle limitation surface, or an ILScritical/sensitiveareaatwhichtaxiing aircraft and vehicles must stop and hold, unless otherwise authorisedby the aerodrome control tower.

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Note: In radiotelephony phraseologies, the expression “holding point” isused to designate the runway--holding position.

Runway Number: The runway identification associated with the runwaydirection end.Runway Strip: The defined area, including the runway (and stopway ifprovided), intended both to reduce the risk of damage to aircraft inadvertentlyrunning 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 personcan see and recognise a visibility marker or runway lights.Note: The termRUNWAYVISIBILITY is used byATCor 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 onthe centre line of a runway can see the runway surface markings or the lightsdelineating the runway or identifying its centre line. (ICAO)Note: Within Australia, the term “RUNWAY VISUAL RANGE” or “RVR” is

used exclusively in relation to RVR measured by an instrumentsystem.

SARTlME: The time nominated by a pilot for the initiation of SAR action if areport has not been received by the nominated unit.SARWATCH: A generic term covering SAR alerting based either on fullposition reporting procedures, scheduled reporting times (SKEDS), orSARTIME.Search and Rescue (SAR): The act of finding and returning to safety, aircraftand persons involved in an emergency phase.Search and Rescue Region (SRR): The specified area within which searchand rescue is coordinated by a particular Rescue Coordination Centre.Segment Minimum Safe Altitude: The lowest altitude at which theminimumobstacle clearance is provided.Segregated Parallel Operations: Simultaneous operations on parallel ornear-parallel instrument runways in which one runway is used exclusively forapproaches and the other runway is used exclusively for departures.Self Contained Navigation Systems: Area navigation systems based onINS, IRS or GNSS.Significant Point: A specified geographical location used in defining an ATSroute or the flight path of anaircraft and for other navigationandATSpurposes.Note: There are three categories of significant points: ground--based

navigation aid, intersection and waypoint. In the context of thisdefinition, intersection is a significant point expressed as radials,bearings and/or distances from ground--based navigation aids.

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Significant Weather: Any weather phenomenon which might affect flightvisibility or present a hazard to an aircraft.Simultaneous Opposite Direction Parallel Runway Operations(SODPROPS): A condition whereby arriving aircraft will approach and landon one runway, concurrent with aircraft departures from the parallel runwayusing the opposite direction to that being used for approach and landing.Situation Display:Anelectronic displaydepicting theposition andmovementof aircraft and other information as required.Sole Means Navigation System: Anavigation system that, for a givenphaseof flight, must allow the aircraft tomeet all four navigation systemperformancerequirements -- accuracy, integrity, availability and continuity of service.SSR Code: The number assigned to a particular multiple-pulse reply signaltransmitted by a transponder in Mode A or Mode C.Standard Instrument Arrival (STAR): A designated IFR arrival route linkinga significant point, normally on an ATS route, with a point from which apublished instrument approach procedure can be commenced.Standard Instrument Departure (SID): A designated IFR departure routelinking the aerodrome or a specified runway of the aerodromewith a specifiedsignificant point, normally on a designated ATS route, at which the en routephase of a flight commences.Standard Pressure: The pressure of 1013.2Hectopascals which, if set uponthepressure sub-scaleof a sensitive altimeter,will cause the latter to readzerowhen at mean sea level in a standard atmosphere.Standard Pressure Region: Airspace above 10,000FTwhere the sub-scaleof a pressure sensitive altimeter is set to 1013.2HPA.State Aircraft: An aircraft of any part of the Defence Force (including anyaircraft that is commanded by a member of that force in the course of his/herduties as such a member), other than any aircraft that by virtue of registrationunder the regulations is an Australian aircraft; and aircraft used in the military,customs, or police services of a country other than Australia.Stop--and--Go Landing: A procedure whereby an aircraft lands, comes to acomplete stop on the runway and then commences take--off from that point.Stopway: A defined rectangular area on the ground at the end of the take-offrun available prepared asa suitable area inwhich anaircraft can be stopped inthe case of an abandoned take-off.Supplemental Means Navigation System: A navigation system that mustbe used in conjunction with a sole means navigation system.Surveillance Information Service (SIS): An on--request service provided toassist pilotsofVFR flights,withinATSsurveillancesystemcoverage inClassEand Class G airspace, to avoid other aircraft or to assist in navigation.

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Tactical Air Navigation (TACAN): An ultra-high frequency navigation aidwhich provides a continuous indication of bearing and slant range, in nauticalmiles, to the selected ground station.Taxiway (TWY): A defined path on a land aerodrome established for thetaxiing of aircraft and intended to provide a link between one part of theaerodrome and another.TerrainClearance:Theverticaldisplacementofanaircraft’sflightpathfromtheterrain.Threshold: The beginning of that portion of the runway usable for landing.Threshold Crossing Height (TCH): The calculated height of the procedurenominal approach path at the threshold. For ILS, the TCHwill be similar to theReference Datum Height.Total Estimated Elapsed Time: For lFR flights, the estimated time requiredfrom take-off to arrive over that designated point, defined by reference tonavigation aids, from which it is intended that an instrument approachprocedure will be commenced, or if no navigation aid is associated with thedestination aerodrome, to arrive over the destination aerodrome. For VFRflights the estimated time required from take-off to arrive over the destinationaerodrome.Touch-and-Go Landing: Aprocedurewherebyanaircraft landsand takesoffwithout coming to a stop.Track: The projection on the earth’s surface of the path of an aircraft, thedirection of which path at any point is usually expressed in degrees fromNorth(true, magnetic or grid).Transition Altitude: The altitude at or below which the vertical position of anaircraft is controlled by reference to altitudes.Transition Layer: The airspace between the transition altitude and thetransition level.Transition Level: The lowest flight level available for use above the transitionaltitude.Transitional Surface:An inclined plane associated with the runway strip andthe approach surfaces.Transponder: A receiver/transmitter which will generate a reply signal uponproper interrogation; the interrogation and reply being on differentfrequencies.Unalerted See-and-Avoid: A procedure where flight crew, who have nospecific knowledge of other aircraft in their vicinity, rely solely on their ability tophysically sight and avoid colliding with aircraft that may be in their vicinity.Undershoot Shear: A wind shear occurrence which produces an INITIALeffect of undershooting the desired approach path and/or decreasing airspeed.

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UNICOM (Universal Communications): UNICOM is a non--ATScommunications service provided to enhance the value of informationnormally available about a non--towered aerodrome.Unserviceable Area:Aportion of themovement area not available for use byaircraft because of the physical condition of the surface, or because of anyobstruction on the area.Vectoring: Provision of navigational guidance to aircraft in the formof specificheadings, based on the use of an ATS surveillance system.VFR Climb and Descent: ATC authorisation for an IFR flight in VMC, inclasses D and E airspace, to conduct a visual climb or descent.VFR-on-Top: ATCauthorisation for an IFR flight to operate in VMC, inClassEairspace at any appropriate VFR altitude or flight level.VHF Omni-directional Radio Range (VOR): A VHF radio navigational aidwhich provides a continuous indication of bearing from the selected VORground station.Visibility: Visibility for aeronautical purposes is the greater of:

a. the greatest distance at which a black object of suitable dimensions,situated near the ground, can be seen and recognised when observedagainst a bright background; or

b. the greatest distanceatwhich lights in the vicinity of 1,000 candelas canbe seen and identified against an unlit background.

Visibility Marker: A dark object of suitable dimensions for use as a referencein evaluating runway visibility.Visual (ATC usage): Used by ATC to instruct a pilot to see and avoidobstacles while conducting flight below the MVA or MSA/LSALT.Visual (Pilot usage): Used by a pilot to indicate acceptance of responsibilityto see and avoid obstacles while operating below the MVA or MSA/LSALT.Visual Approach Slope Indicator System (VASIS): A system of lights soarranged as to provide visual information to pilots on approachof their positionin relation to the optimum approach slope for a particular runway.Vs1g means the one-g stall speed at which the aeroplane can develop a liftforce (normal to the flight path) equal to its weight.Way-point: A specified geographical location used to define an areanavigation route or the flight path of an aircraft employing area navigation.Way-points are identified as either:

a. Fly-by Way-point: A way-point which requires turnanticipation to allow tangential interception of the nextsegment of a route or procedure, or

b. Flyover Way-point: A way-point at which a turn isinitiated in order to join the next segment of a route orprocedure.

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2. GENERAL AND METEOROLOGICAL ABBREVIATIONS

This list covers abbreviations which may be found throughout the AIP and onassociated charts, or which are used in NOTAM, AIP Supplements (SUP) andin meteorological messages and documentation.Abbreviations marked “+” may be used as spoken words in radio telephony.Abbreviations marked “#” may be spoken using the constituent letters ratherthan the phonetic alphabet.Abbreviations marked “¯” are not included in ICAODoc 8400 andmust not beused in international NOTAM.

A/A Air to Air¯ AAR Air to Air Refuelling¯ AACC Area Approach

Control CentreAAD Assigned Altitude

Deviation¯ AAIS Automatic Aerodrome

Information ServiceAAL Above Aerodrome

LevelABI Advance Boundary

InformationABM AbeamABN Aerodrome BeaconABT AboutABV Above ...AC Altocumulus

+ ACARS AircraftCommunicationAddressing andReporting System(pronounced“AY-CARS”)

+ ACAS Airborne CollisionAvoidance System

# ACC Area Control CentreACClD Initial Notification of

an Aircraft Accident

¯ ACD Airways ClearanceDelivery

ACFT AircraftACK AcknowledgeACN Aircraft Classification

NumberACPT Accept, AcceptedACT Active, Activated ,

ActivityAD AerodromeADC Aerodrome Chart

¯ ADDGM Aerodrome DiagramsADDN Addition, Additional

# ADF Automatic DirectionFinding Equipment

+ ADIZ Air DefenceIdentification Zone

ADJ Adjacent¯ ADMS Aeronautical

DatabaseManagement System

ADR Advisory Route# ADS--B Automatic Dependent

Surveillance--Broadcast

# ADS--C Automatic DependentSurveillance--Contract

ADZ Advise

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AIP Australia15 NOV 12GEN 2.2 -- 26

¯ AEP AerodromeEmergency Plan

¯+ AERIS Automatic En RouteInformation Service

AFIL Flight notification:- filed in the air, or- indicating thepositionatwhichATSservices will first berequired.

AFM Yes, Affirm,Affirmative, That iscorrect

¯ AFRU AerodromeFrequency ResponseUnit

AFS Aeronautical FixedService

AFT After ....# AFTN Aeronautical Fixed

TelecommunicationNetwork

¯ AFZ Australian FishingZone(s)

A/G Air-to-GroundAGA Aerodromes, Air

Routes and GroundAids

# AGL Above Ground LevelAGN Again

¯ AH After Hours# AIC Aeronautical

Information Circular# AIP Aeronautical

InformationPublication

+ AIRAC AeronauticalInformationRegulation andControl

+ AIREP Air-Report+ AlRMET Information in plain

language concerningweather significant tolight aircraftoperationsat or below 10,000FT

# AIS AeronauticalInformation Service

¯ AL Approach Lights¯# ALA Aircraft Landing Area

for the purpose ofCAR 92(1)(d)

+ ALERFA Alert phase¯ ALM Aircraft Landing

MinimaALR Alerting MessageALS Approach Lighting

SystemALT AltitudeALTN Alternate, Alternating

(light alternates incolour)

ALTN Alternate(aerodrome)

¯ ALTRV Altitude ReservationAMD Amend, Amended

¯ AMDAR AircraftMeteorological DataRelay

AMDT Amendment (AIPAmendment)

¯ AMSA Australian MaritimeSafety Authority

# AMSL Above Mean SeaLevel

ANC Aeronautical Chart1:500,00 (followed byname/title)

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AOC AerodromeObstacle Chart(followed byname/title)

¯ AOC Air Operator’sCertificate

AP Airport+ APAPI AbbreviatedPrecision

Approach PathIndicator (pronounced“AY-PAPI”)

APCH ApproachAPDC Aircraft

Parking/DockingChart (followed byname/title)

APN ApronAPP Approach Control,

Approach ControlOffice, ApproachControl Service

APR AprilAPRX Approximate,

ApproximatelyAPSG After PassingAPV Approve, Approved,

Approval¯ AQZ Area QNH Zone¯ ARCP Air Refuelling Control

Point¯ ARFF Aerodrome Rescue &

Fire Fighting Service¯ ARFL Aeroplane Reference

Field Length¯# ARFOR Area Forecast¯ ARIP Air Refuelling Initial

Point¯ ARN Aviation Reference

NumberARNG Arrange

ARP AerodromeReference Point

ARP Air-Report (messagetype designator)

ARR Arrive, ArrivalARS Special Air-Report

(message typedesignator)

AS Altostratus¯# ASAP As Soon as Possible

ASC Ascent to, Ascendingto

ASDA Accelerate--StopDistance Available

ASE Altimetry SystemError

¯ A--SMGCS Advanced SurfaceMovement Guidanceand Control System

ASPH Asphalt¯ ASR Area Surveillance

Radar# ATA Actual Time of Arrival# ATC Air Traffic Control (in

general)# ATD Actual Time of

DepartureATFM Air Traffic Flow

ManagementATM Air Traffic

ManagementATP At... (time or place)

+ ATIS Automatic TerminalInformation Service

# ATS Air Traffic ServicesATTN Attention

+ AT-VASIS Abbreviated “T”VisualApproach SlopeIndicator System

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(pronounced“AY-TEE-VASIS”)

ATZ Aerodrome TrafficZone

AUG AugustAUTH Authorised,

Authorisation¯ AUTO Fully Automated

Report (MET code)AUW All Up WeightAUX Auxiliary

¯ AVM Abrupt VerticalManoeuvres(by the MIL)

AVBL AvailableAVG Average

+ AVGAS Aviation Gasoline¯ AWIS Aerodrome Weather

Information Service¯ AWK Aerial Work¯ AWS Automatic Weather

StationAWY AirwayAZM Azimuth

B Blue+ BASE Cloud Base

BCFG Fog PatchesBCN Beacon (aeronautical

ground light)BCST Broadcast

¯ BCTA Base of CTA (usedonly on charts)

BDRY BoundaryBECMG BecomingBFR BeforeBKN Broken (cloud

descriptor)

BL... Blowing (followed byDU=dust,SA=sandorSN=snow)

BLDG BuildingBLO Below CloudsBLW BelowBOMB BombingBR MistBRF Short (used to indicate

type of approach)BRG BearingBRKG BrakingBS Broadcasting Station

(Commercial)BTL Between LayersBTN BetweenC Degrees Celsius

(Centigrade)C Centre (Runway)

¯ CA/GRS Certified Air/GroundRadio Service

¯ CAO Civil Aviation Order¯ CAR Civil Aviation

Regulation¯ CASA Civil Aviation Safety

Authority+ CAT Category

CAT Clear Air Turbulence+ CAVOK Visibility, cloud and

present weatherbetter than prescribedvalues or conditions

# CB CumulonimbusCC Cirrocumulus

¯ CCTS Circuits¯ CEN En Route and Area

ATC Unit¯ CET Clearance Expiry

TimeCF Change Frequency to

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¯ CFL Cleared Flight LevelCFM Confirm, I confirmCH ChannelCHEM Chemical

¯ CHTR CharterCI CirrusCIT Near, Over Large

Town(s)CIV CivilCK CheckCL Centre LineCLA Clear type of ice

formationCLBR CalibrationCLD CloudCLG Calling

¯ CLIAS Climbing IndicatedAirspeed

CLR Clear, Cleared to ...,Clearance

CLSD Closed, Close,Closing

CM CentimeterCMB Climb toorClimbing toCMPL Completion,

Completed, orComplete

¯ CMSD CommissionedCNL Cancel, CancelledCNL Flight plan

cancellation messageCNS Communications,

Navigation andSurveillance

COM CommunicationsCONC ConcreteCOND ConditionCONS Continuous

CONST Construction,Constructed

CONT Continue(s),Continued

COOR Coordinate,Coordinated

COORD CoordinatesCOP Change-over PointCOR Correct, Corrected,

Correction¯ COS Conical Surface

COT At the Coast, CoastalCOV Cover, Covered,

Covering# CPDLC Controller-Pilot

Data LinkCommunication

CRC Cyclic RedundancyCheck

CRZ CruiseCS CirrostratusCS Call-sign

# CTA Control Area¯+ CTAF Common Traffic

Advisory FrequencyCTC ContactCTL ControlCTN CautionCTR Control ZoneCU CumulusCUF CumuliformCUST CustomsCVR Cockpit Voice

RecorderCWY Clearway

# D... Danger Area(followed byidentification)

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DA Decision Altitude¯ DAH Designated Airspace

Handbook¯ DAP Departure and

Approach Procedures+ D-ATIS Data Link Automatic

Terminal InformationService (pronounced“DEE-ATIS”)

DCKG Docking¯ DCMSD Decommissioned# DCPC Direct Controller-Pilot

CommunicationsDCT Direct (in relation to

flight plan clearancesand type of approach)

DEC DecemberDEG DegreesDEP Depart, Departure,

Departed, Departing ,Departure Message

DER Departure End ofRunway

DES Descend to,Descending to

DEST Destination+ DETRESFA Distress Phase

DEV Deviation, Deviating# DF Direction Finder/

FindingDFDR Digital Flight Data

RecorderDH Decision HeightDIF Diffuse

¯ DlSP DisplacedDlST DistanceDIV Diversion, Divert,

Diverting

DLA Delay, Delayed¯ DLE Delay Enroute

DLIC Data Link InitiationCapability

DLY Daily# DME Distance Measuring

EquipmentDNG Danger, Dangerous

¯ DOC Documents+ DOF Date of Flight

DOM DomesticDP Dew Point

TemperatureDPT Depth

# DR Dead ReckoningDR... Low drifting (followed

byDU=dust,SA=sandor SN=snow)

DRG DuringDS DuststormDTAM Descend to And

MaintainDTG Date-Time GroupDTHR Displaced Runway

ThresholdDTRT Deteriorate,

DeterioratingDU DustDUC Dense Upper CloudDUR DurationD-VOLMET

Data Link VOLMETDVOR Doppler VORDZ Drizzle

E East, East LongitudeEAT Expected Approach

TimeEB Eastbound

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# EET Estimated ElapsedTime

EHF Extremely HighFrequency (30 000 to300 000 MHZ)

ELEV Elevation

ELR Extra Long Range

# ELT Emergency LocatorTransmitter

EM Emission

EMBD Embedded in a Layer(to indicatecumulonimbusembedded in layers ofother clouds)

EMERG Emergency

¯ ENDCE Endurance

ENE East North-East

ENG Engine

ENR En Route

ENRC En Route Chart(followed byname/title)

EOBT Estimated off BlocksTime

¯+ EPIRB Electronic PositionIndicating RadioBeacon (marineterm.)

EQPT Equipment

¯# ERC En Route Chart

¯+# ERSA EnRoute SupplementAustralia

ESE East South-East

EST Estimate or estimatedor estimate (messagetype designator)

# ETA Estimated Time ofArrival, EstimatingArrival

DETO Estimated Time Over

significant point¯ ETOPS Extended Range

Operations byAeroplanes with TwoTurbine Power Units

EV EveryEVS Enhanced Vision

SystemEXC ExceptEXER Exercises,

Exercising,to exercise

EXP Expect, Expected,Expecting

EXTD Extend, Extending,Extended

F Fixed (chart symbol)FAC Facility, FacilitiesFAF Final Approach FixFAP Final Approach PointFATO Final Approach and

Take-off Area+ FAX Facsimile

TransmissionFBL Light (used to indicate

the intensity of WXphenomena,interference or staticreports, eg FBL RA =light rain)

FC Funnel Cloud(tornado or waterspout)

FCST Forecast

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¯ FDE Fault Detection andExclusion

FDPS Flight DataProcessing System

FEB FebruaryFEW Few (cloud

descriptor)¯ FFR Flood or Fire Relief;

Fire FightingFG Fog

¯# FIA Flight InformationArea

# FIC Flight InformationCentre

# FIR Flight InformationRegion

# FIS Flight InformationService

FL Flight LevelFLD FieldFLG FlashingFLR FlaresFLT FlightFLTCK Flight Check For

Calibration of NavaidsFLUC Fluctuating,

Fluctuation,Fluctuated

FLW Follow(s), FollowingFLY Fly, FlyingFM FromFM... From (followed by

time weather changeis forecast to begin)

# FMS Flight ManagementSystem

FMU Flow ManagementUnit

¯ FN Fly Neighbourly Area

FNA Final Approach¯ FPA Flight Procedure

Authorisations¯ FPD Flight PlanDesignator

FPL Filed Flight PlanMessage

FPM Feet per MinuteFPR Flight Plan RouteFR Fuel RemainingFREQ FrequencyFRI FridayFRNG FiringFRQ Frequent

¯# FS Flight Service(in general)

FSL Full Stop Landing¯ FSP Fish Spotting

FST FirstFT FeetFU Smoke

¯ FXD FixedFZ FreezingFZDZ Freezing DrizzleFZFG Freezing Fog

¯ FZL Freezing LevelFZRA Freezing Rain

G GreenG Variation from mean

wind speed (gusts)(MET -- used inMETAR/SPECI andTAF code forms)

# GBAS Ground BasedAugmentationSystem

# GCA Ground ControlledApproach

GEN GeneralGEO Geographic, true

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GES Ground Earth Station¯ GFY Glider Flying

GLD Glider+ GLONASS

Global OrbitingNavigation SatelliteSystem (pronounced“GLO-NAS”)

# GLS GBAS landing systemGND GroundGNDCK Ground Check

¯ GNS Global NavigationSystem

# GNSS Global NavigationSatellite System

GP Glide Path¯ GP FLG Group Flashing

(number) (used inconjunction withaerodrome lighting)

¯ GPI Glide Path Intercept# GPS Global Positioning

SystemGR Hail

¯ GRAD Minimum RequiredClimb Gradient

+ GRASS Grass Landing AreaGRVL GravelGS GroundspeedGS Small Hail and/or

Snow PelletsGUND Geoid Undulation

H High pressure area orthe centre of highpressure (MET)

# H24 Continuous day andnight service

¯ HAA Height AboveAerodrome

¯ HAT Height AboveThreshold

¯ HAZMAT Hazardous MaterialHBN Hazard BeaconHDG Heading

¯ HDS Hours of DaylightSaving

¯ HEAD Head of StateHEL Helicopter

# HF High Frequency(3000 to 30,000 KHZ)

HGT Height, Height Above¯+ HIAL High Intensity

Approach Lighting¯ HIOL High Intensity

Obstacle Lights¯ HIRL High Intensity

Runway Lighting# HJ Sunrise to Sunset

HLDG Holding¯ HLS Helicopter Landing

Site# HN Sunset to Sunrise

HO Service available tomeet operationalrequirements

HOSP Hospital AircraftHPA HectopascalHR Hours

¯ HS HomesteadHS Service available

during hours ofscheduled operations

HSL Hold Short LightsHUD Head--up display

¯ HUDLS Head--up displaylanding system

¯ HUM Humanitarian MissionHURCN HurricaneHVY Heavy

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HVY Heavy (used toindicate the intensityofWXphenomena, egHVY RA = heavy rain)

HX No specific workinghours

HYR HigherHZ HazeHZ Hertz (cycle per

second)¯ HZS Horizontal Surface

IAC Instrument ApproachChart (followed byname/title)

IAF Initial Approach Fix¯# IAL Instrument Approach

and LandinglAO In and out of clouds

# IAS Indicated Air Speed¯ IAWP Initial Approach

Way--PointIBN Identification Beacon

¯+ ICAO International CivilAviation Organisation

IC Ice Crystals (METcode)

ICE IcingID Identifier, identify

+ lDENT Identification¯+ IDEP Instrument

Departure (FPA)IF Intermediate Fix or

IntermediateApproach Fix

# IFF IdentificationFriend/Foe

# IFR Instrument FlightRules

# ILS Instrument LandingSystem

lM Inner Marker# lMC Instrument

MeteorologicalConditions

lMG ImmigrationlMPR Improve, Improving,

ImprovementIMT Immediate,

ImmediatelylNBD Inbound

# INC In Cloud+ INCERFA Uncertainty Phase+ INFO Information+ INOP Inoperative# INS Inertial Navigation

SystemlNSTL Install, Installed,

InstallationINSTR InstrumentlNT Intersection

¯+ INTER Intermittent,Intermittently

lNTL InternationalINTRG InterrogatorlNTRP Interrupt, Interruption,

InterruptedlNTSF Intensify, IntensifyinglNTST Intensity

+ ISA InternationalStandardAtmosphere

ISB IndependentSideband

lSOL Isolated¯ IWI Illuminated Wind

Indicator

JAN January

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¯+ J-BAR Jet Barrier¯ JF Saturday, Sunday and

PH¯ JO Monday to Friday

except PHJTST Jet StreamJUL JulyJUN June

KG KilogramsKHZ KilohertzKM KilometersKMH Kilometers per HourKPA KilopascalsKT KnotsKW Kilowatts

L Left (runwayidentification)

L Low pressure area orthe centre of lowpressure (MET)

¯ LAHSO Land and Hold ShortOperations

LAN Inland+ LAT Latitude

LCA Locally, Location,Located, Local

LDA Landing DistanceAvailable

LDG LandingLDI Landing Direction

IndicatorLEN LengthLF Low Frequency (30 to

300 KHZ)LGT Light, LightingLGTD Lighted

LIH Light Intensity HighLlL Light Intensity LowLlM Light Intensity

Medium¯ LIOL Low Intensity

Obstacle Lights¯ LIRL Low Intensity

Runway Lights¯ LJR Low Jet Route¯ LL Lower Limits¯ LLN Low Level Navigation

(by the MIL)¯ LLO Low Level Operations

(by the MIL)LMT Local mean timeLOC Localiser

¯ LOE Lane of Entry+ LONG Longitude

LRG Long Range¯ LSALT Lowest Safe Altitude

LTD Limited¯ LUL Lowest Usable Level

LV Light and Variable(relating to wind)

LVE Leave, LeavingLVL LevelLYR Layer, Layered

M Metres (preceded byfigures)

M Mach number(followed by figures)

¯ MAE Men and EquipmentMAG Magnetic

¯ MAHF Missed ApproachHolding Fix

MAlNT Maintenance¯ MAN Manual

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MAP Aeronautical Mapsand Charts

¯ MAP Missed ApproachProcedure

MAPT Missed ApproachPoint

MAR At SeaMAR March

¯+ MARSA Military AssumesResponsibility forSeparation of MilitaryAircraft

¯ MATF Missed ApproachTurning Fix

+ MAX MaximumMBST MicroburstMDA Minimum Descent

AltitudeMDF Medium Frequency

Direction FindingStation

# MEA Minimum En RouteAltitude

D¯+ MEDEVAC

Medical EmergencyEvacuation

MEHT Minimum Eye HeightOver Threshold

+ MET Meteorological,Meteorology

+ METAR Aviation routineweather report (inaeronauticalmeteorological code)

¯ METRAD MET RadarMET REPORT

Aviation routineweather report

MF Medium Frequency(300 to 3000 KHZ)

MHZ Megahertz¯ MI Shallow (MET)

MlFG Shallow FogMlL MilitaryMlN Minutes

¯ MIOL Medium IntensityObstacle Lights

¯ MIRL Medium IntensityRunway Lights

¯ MISC MiscellaneousMKR Marker Radio Beacon

¯ MLJ Military Low Jet¯ MLJR Military Low Jet Route# MLS Microwave

Landing System¯ MLW Maximum Landing

WeightMM Middle MarkerMNM MinimumMNT Monitor, Monitoring,

MonitoredMNTN Maintain, Maintained,

Maintaining¯ MO Meteorological Office

MOA Military OperatingArea

MOC Minimum ObstacleClearance (required)

MOD Moderate (used toindicate the intensityof WX phenomena,interference or staticreports, egMODRA =moderate rain).

MON Above MountainsMON Monday

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+ MOPS Minimum OperationalPerformanceStandards

MOV Move, Moved,Moving, Movement

¯ MOWP Method of WorkingPlan

MPS Metres per SecondMRG Medium RangeMRP ATS/MET Reporting

PointMS Minus

# MSA Minimum SectorAltitude

MSG MessageMSL Mean Sea LevelMSSR Monopulse

SecondarySurveillance Radar

MT Mountain¯ MTOW Maximum Take-off

Weight¯ MTP Maximum Tyre

PressureMTW Mountain waves

¯ MVA Minimum VectorAltitude

MWO Meteorological WatchOffice

MX Mixed type of iceformation (white andclear)

N North, North Latitude¯ NAIPS National Aeronautical

InformationProcessing System

¯ NAP Noise AbatementProcedures

¯ NAT NAVAID TrainingNAV Navigation

¯ NAVAID Navigation AidNB NorthboundNBFR Not BeforeNC No ChangeNCD No Cloud Detected

(by ceilometer) [usedin automatedMETAR/SPECI]

# NDB Non-DirectionalRadio Beacon

NE North-EastNEG Negative, No,

permission notgranted, or, that is notcorrect

NGT Night+ NIL None

NM Nautical MilesNML NormalNN No name, unnamedNNE North North-EastNNW North North-West

¯ NOC National OperationsCentre

NOF International NOTAMOffice

+ NOSlG No SignificantChange

# NOZ Normal OperatingZone

+ NOTAM Notice to Airmen(A notice containinginformationconcerning theestablishment,condition or change infacility, service,procedure or hazard

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which is essential topersonnel concernedwith flight operations)

NOV NovemberNPA Non-Precision

ApproachNR NumberNS NimbostratusNSC Nil Significant CloudNSW Nil Significant

Weather¯ NTA No TAF Amendment

NTL National# NTZ No Transgression

Zone¯ NVG Night Vision Goggles

(by the MIL)NW North-WestNXT Next

OBS Observe, Observed,Observation

OBSC Obscure, Obscured,Obscuring

OBST Obstacle¯ OBSTR Obstruction# OCA OceanicControl Area,

OCA Obstacle ClearanceAltitude

OCC Occulting (light)OCH Obstacle Clearance

HeightOCNL Occasional,

OccasionallyOCT October

¯# OCTA Outside Control Area

¯# OCTR Outside Control ZoneOFZ Obstacle Free ZoneOHD OverheadOK We agreed, or, It is

correct# OLDI On Line Data

Interchange¯ OLS Obstacle Limitation

SurfaceOM Outer MarkerOPA Opaque. white type of

ice formationOPMET Operational

MeteorologicalOPN Operational

Notification Message(message type

designator)OPN Open, Opening,

OpenedOPR Operator, Operate,

Operative, Operating,Operational

OPS OperationsO/R On Request

¯ OT Other Times¯ OTLK Outlook (used in

SIGMET messagesfor volcanic ash andtropical cyclones)

OTP On TopOUBD OutboundOVC Overcast

¯ OW Over Water

# P.... Prohibited Area(foIlowed byidentification)

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¯+ PAL Pilot ActivatedLighting

PANS Procedures for AirNavigation Services

+ PAPI Precision ApproachPath Indicator

PAR Precision ApproachRadar

PARL ParallelPAX PassengersPBN Performance--based

navigationPCD Proceed, ProceedingPCL Pilot Controlled

LightingPCN Pavement

ClassificationNumber# PDC Pre-Departure

Clearance¯ PEC Pressure Error

CorrectionPER PerformancePERM Permanent

¯ PH Public Holiday¯ PFR Preferred Route

PIB Pre-flight InformationBulletin

¯ PILS Practice ILS¯ PIFR Private IFR (rating)

PJE Parachute JumpingExercise

PL Ice PelletsPLN Flight PlanPLVL Present LevelPN Prior Notice Required

# PNR Point of No ReturnPO Dust Devils

# POB NumberofPersonsonBoard

POSS Possible

# PPl Plan PositionIndicator

PPR Prior PermissionRequired

PPSN Present Position

¯ PRD Prohibited, Restrictedand Danger Areas

PRFG Aerodrome PartiallyCovered by Fog (METcode)

PRl PrimaryPRKG Parking

¯ PRM Precision RunwayMonitoring

+ PROB ProbabilityPROC ProcedurePROV ProvisionalPS PlusPSG PassingPSN PositionPSP Pierced Steel Plank

# PSR Primary SurveillanceRadar

¯ PTBL PortablePTN Procedure Turn

¯ PTT Press to Talk¯ PVT Private

PWR Power

# QNH Altimeter subscalesetting to obtainelevation or altitude

QUAD Quadrant

R RedR.... Restricted Area

(followed by number)R Right (runway

identification)

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RA RainRA Resolution Advisory

¯ RA Restricted Area¯ RAD Radius

RAFC Regional AreaForecast Centre

RAG RaggedRAG Runway Arresting

Gear+ RAIM Receiver

Autonomous IntegrityMonitoring

¯+ RAPIC Radar Picture (MET)+ RASC Regional AIS System

CentreRCA Reach Cruising

Altitude,# RCC Rescue Coordination

Centre¯ RCGL Runway Circling

Guidance LightsRCH Reach, ReachingRCL Runway Centre LineRCLL Runway Centre Line

LightsRDH Reference Datum

HeightRDL RadialRDO RadioRE... Recent (used to

qualify weatherphenomena,eg RERA = recentrain)

REC Receive, Receiver,Received

REDL Runway Edge LightsREF Reference to... , Refer

to...REG Registration

RENL Runway End LightsREP Report, Reported,

Reporting, ReportingPoint

REQ Request, RequestedRERTE Re Route

¯ RES Reserve FuelRESA Runway End Safety

Area¯ RESTR Restrictions¯ REV Review¯ RFC Regional Forecasting

Centre (MET)¯ RFF Rescue and Fire

Fighting Services¯ RH Radio Height

RHC Right Hand CircuitRIF Reclearance in FlightRL Report LeavingRLA Relay toRLLS Runway Lead-in

Lighting SystemRMK Remark

+ RNAV Area Navigation(NavigationSpecification prefix)

RNP Required NavigationPerformance(NavigationSpecification prefix)

+ ROBEX Regional OPMETBulletin Exchanges

ROC Rate of ClimbROD Rate of Descent

¯+ ROFOR Route Forecast (inaeronauticalmeteorological code)

¯ RPI Runway Point ofIntercept

# RPI Radar PositionIndicator

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¯ RPT Regular PublicTransport

RPT Repeat, I RepeatRQ Require(d)RQMNTS RequirementsRR Report ReachingRSC Rescue Sub-CentreRSCD Runway Surface

ConditionRSP Responder BeaconRSR En route Surveillance

RadarRTE RouteRTF Radio TelephoneRTHL Runway Threshold

Light(s)¯ RTIL Runway Threshold

Identification LightsRTN Return, Returned,

ReturningRTS Return to ServiceRTZL Runway Touchdown

Zone Light(s)# RVR RunwayVisual Range

RVSM Reduced VerticalSeparation Minimum

¯ RWS Runway StripRWY Runway

S South, South LatitudeSA SandSALS Simple Approach

Lighting System+ SAR Search and Rescue

SARPS Standards andRecommendedPractices (ICAO)

¯+ SARTIME Time search actionrequired

SAT Saturday

+ SATCOM SatelliteCommunication

SB Southbound

SC Stratocumulus

SCT Scattered

SDBY Standby

¯ SDC Standard DepartureClearance

SE South East

SEA Sea (used inconnection withsea-surfacetemperature and stateof the sea)

SEC SecondsSECT Sector

+ SELCAL Selective CallingSystem

SEP SeptemberSER Service, Servicing,

ServedSEV Severe (used eg to

qualify icing andturbulence report)

SFC Surface¯ SFL Sequenced Flashing

LightsSG Snow GrainsSH... Showers (followed by

RA=rain, SN=snow,PL=ice pellets,GR=hail, GS=smallhail and/or snowpellets orcombinations thereof,eg, SHRASN =showers of rain andsnow)

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SHF Super HighFrequency (3,000 to30,000 MHZ)

+ SID Standard InstrumentDeparture

SIF SelectiveIdentification Feature

SIGWX Significant Weather+ SlGMET Information

concerning en routeweather phenomenawhich may affect thesafety of aircraftoperations

SlMUL Simultaneous, orSimultaneously

¯+ SIS SurveillanceInformation Service

¯ SITREP Situation Report¯ SKC Sky Clear+ SKED Schedule, Scheduled

SLP Speed Limiting PointSLW Slow

# SMC Surface MovementControl

¯# SMCV Surface MovementControl Vehicles

SMR Surface MovementRadar

SN Snow+ SNOWTAM

A special seriesNOTAM notifying thepresence or removalof hazardousconditions due tosnow, ice, slush orstanding waterassociated with snow,slush and ice on themovement area

SOC Start of Climb¯ SOT Start of TORA

(take-off)¯ SP Single Pilot¯ SPA Sport Aviation+ SPECI Aviation Special

Weather (inaeronauticalmeteorological code)

¯ SPFIB Specific PreflightInformation Bulletin

+ SPOT SpotwindSQ SquallSR Sunrise

¯ SRD Standard RadarDeparture

SRG Short Range# SRR Search and Rescue

RegionSRY SecondarySS SandstormSS SunsetSSB Single SidebandSSE South South-EastSSR Secondary

Surveillance RadarSST Supersonic TransportSSW South South-WestST StratusSTA Straight in Approach

+ STAR Standard ArrivalRoute

STD StandardSTF StratiformSTN StationSTNR Stationary

¯ STODA SupplementaryTake-off Distance

STOL Short Take-off andLanding

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STS StatusSTWL Stopway Light(s)SUBJ Subject toSUN SundaySUP Supplement (AIP

Supplement)SUPPS Regional

SupplementaryProcedures

SVCBL Serviceable¯ SVY Survey Operations

SW South-West¯ SWS Soft Wet Surface

SWY Stopway

T Bearing (true )T TemperatureTA Transition Altitude

¯+ TAC Terminal Area Chart+ TACAN UHF Tactical Air

Navigation Aid+ TAF Aerodrome Forecast+ TAIL Tailwind

TAR Terminal AreaSurveillance Radar

# TAS True Airspeed¯+ TAT Terminal Area

ThunderstormService(meteorological term)

TAX Taxiing, Taxi¯ TBA To be advised

TC Tropical CycloneTCAC Tropical Cyclone

Advisory Centre+ TCAS (tee-kas) Traffic Alert

and CollisionAvoidance System

TCH Threshold CrossingHeight

¯ TCTA Trans--ContinentalControl Area

TCU Towering CumulusTDO TornadoTDZ Touchdown ZoneTECR Technical ReasonTEL Telephone

+ TEMPO Temporary,Temporarily

TFC Traffic¯ TFR Terrain Following

Radar (by the MIL)TGL Touch & Go LandingTGS Taxiing Guidance

SystemTHR ThresholdTHRU ThroughTHU ThursdayTIBA Traffic Information

Broadcasts by Aircraft+ TlL Until

TIP Until Past (place)TKOF Take-offTL Until

¯ TLW Time Limited WIP(work in progress)

# TMA Terminal Control AreaTN Indicator for Minimum

Temperature (MET --used in TAF codeform)

TNA Turn AltitudeTNH Turn Height

¯ TNS Transitional SurfaceTOC Top of ClimbTODA Take-off Distance

Available

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TOP Cloud TopTORA Take-off Run

AvailableTOX ToxicTP Turning PointTR TrackTRA Temporary Reserved

Airspace¯# TRA Temporary Restricted

Area¯ TRAN Transition

TRANS Transmits,Transmitter

TRL Transition LevelTROP TropopauseTS... Thunderstorm

(followed by RA=rain,SN=snow, PE=icepellets, GR=hail,GS=small hail and/orsnow pellets orcombinations thereof,eg TSRASN =thunderstorm withrain and snow)

¯ TSO Technical StandardOrder

¯# TTF Trend ForecastTUE TuesdayTURB Turbulence

+ T-VASIS “T” Visual ApproachSlope IndicatorSystem (pronounced“TEE-VASIS”)

TWR Aerodrome ControlTower or AerodromeControl

TWY TaxiwayTWYL Taxiway Link

TX Indicator forMaximumTemperature (MET --used in TAF codeform)

TYP Type of AircraftTYPH Typhoon

UA Unmanned aircraftUAB Until Advised ByUAS Unmanned aircraft

system# UDF UHFDirectionFinding

StationsUFN Until Further NoticeUHDT Unable Higher Due

Traffic# UHF Ultra High Frequency

(300 to 3,000 MHZ)UlR Upper Flight

Information Region¯ UL Upper Limits

UNA UnableUNAP Unable to ApproveUNL UnlimitedUNREL UnreliableUP Unknown

PrecipitationU/S UnserviceableUTA Upper Control Area

# UTC CoordinatedUniversal Time

V Variation from meanwind speed(MET -- used inMETAR/SPECI codeforms)

VA Volcanic Ash

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VAAC VolcanicAshAdvisoryCentre

VAL In ValleysVAR Magnetic Variation

+ VASlS Visual ApproachSlope IndicatorSystem

VC Vicinity of theaerodrome (followedby FG=fog,FC=funnel cloud,PO=dust/sand whirls,BLDU=blowing dust,BLSA=blowing sandor BLSN=blowingsnow; eg,VCFG=vicinity fog

VCY Vicinity# VDF VHFDirection Finding

StationVER Vertical

# VFR Visual Flight Rules# VHF Very High Frequency

(30 to 300 MHZ)¯ VIA By way of...# VIP Very Important

PersonVIS VisibilityVLF Very Low Frequency

(3 to 30 KHZ)VLR Very Long Range

# VMC Visual MeteorologicalConditions

¯ VNC Visual NavigationChart

+ VOLMET MeteorologicalInformation forAircraft in Flight

# VOR VHF Omni-directionalRadio Range (OMNI)

VRB Variable¯ VTC Visual Terminal Chart

VTOL Vertical Take-off andLanding

VV Vertical Visibility(MET -- used inMETAR/SPECI andTAF code forms)

W West, West LongitudeW WhiteWAC World Aeronautical

Chart -- ICAO1:1,000,000 (followedby name/title)

WAFC World Area ForecastCentre

¯ WAFS World Area ForecastSystem

¯ WATIR Weather and TerminalInformation Reciter

WB WestboundWDI Wind Direction

IndicatorWDSPR WidespreadWED WednesdayWEF With Effect From ,

Effective FromWGS-84 World Geodetic

System -- 1984WI WithinWID WidthWIE With Immediate

Effect, EffectiveImmediately

+ WILCO Will Comply

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¯ WINTEM Forecast upper windand temperature atspecified points (inaeronautical METcode)

WIP Work in ProgressWKN Weaken, WeakeningWNW West North-WestWO WithoutWPT Way-pointWRNG WarningWS Wind ShearWSW West South-WestWT WeightWTSPT Water SpoutWWW World Wide WebWX Weather

X CrossXBAR Crossbar (of

approach lightingsystem)

XNG CrossingXS Atmospherics

Y Yellow

YCZ Yellow Caution ZoneYR Your/s

Z CoordinatedUniversal Time (inmeteorologicalmessages)

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GEN 2.3 CHART SYMBOLS

1. Symbols used for Australian aeronautical charts are identified onthe legend of individual charts.

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GEN 2.4 LOCATION INDICATORS

1. CODE ALLOCATION

1.1 Australia follows international conventions in the allocation ofcodes. For locations where a landing area exists (fixed-wing orhelicopter), a four-letter location indicator is assigned with the firstletter being a “Y”. This is referred to as the “Y” code. Locationsother than those given a “Y” code are identified by two, three, fouror five letter codes, but to avoid confusion with location indicators,visual way-point codes do not begin with the letter “Y”. Thefollowing table summarises code allocation:

Type Code ExampleCertified or RegisteredAerodromeAircraft Landing AreaHelicopter Landing Site

4 letters (first letter “Y”) Renmark (YREN)

Navigation Aid 2 or 3 letters(2 letter codes no longerissued)

Caiguna VOR (CAG)

Visual Way-point(as depicted on chart)

4 letters (first letter otherthan “Y”)(3 letter codes no longerissued)

Cranbourne (CRAN)

IFR Way-point 5 letters(3 letter codes no longerissued)

DADOP

2. LIST OF CODES

2.1 Codes are listed in ERSA GEN.

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GEN 2.5 RADIO NAVIGATION AIDS

1. Australian radio navigation aids are identified in ERSA Facilities(FAC) section for each location under the heading NAVIGATIONAIDS. Listings conform to the following sequence:

Aid Ident Frequency Lat/Long Remarks

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GEN 2.6 CONVERSION TABLES

1. Conversion tables are contained in ERSA GEN.

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GEN 2.7 SUNRISE/SUNSET TABLES

1. DAYLIGHT AND DARKNESS GRAPHS

1.1 “Night” is that period between the end of evening civil twilight andthe beginning of morning civil twilight. For all intents andpurposes, first light should be construed as the beginning of civiltwilight, and last light as the end of civil twilight. The terms“sunrise” and “sunset” have no relevance when calculatingdaylight operating times for the VFR pilot.

1.2 To compute the beginning or end of daylight using the graphscontained in this section:a. enter the top or bottom of the scale at the appropriate date;b. move vertically up or down to the curve for the latitude of the

place concerned (interpolating for intermediate latitudes ifnecessary);

c. move horizontally to the left or right and read local mean timeon the vertical scale at the side;

d. to convert to UTC, subtract (in E longitudes) from the LMTobtained, the time increment corresponding to the longitude ofthe place concerned in the “Conversion of Arc to Time” table.

e. to convert to EST, add 10 hours to UTC;f. to convert to CST, add 91/2 hours to UTC;g. 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 andfollow downwards to latitude 36˚ (by interpolation), thenhorizontally to the left and read off LMT = 1919. To convert to UTC,enter the “Conversion of Arc to Time” table, at longitude 144˚ (9hours 36 minutes). Add the increment corresponding to 46’ in theright hand column

= 3’ 04” + 0936 = 0939.Subtract this from the LMT found: 1919 -- 0939 = 0940 UTC.To find EST add 10 hours to UTC=1940 EST.Users of these graphs should note that the parameters used incompiling the Daylight and Darkness Graphs do not include thenature of the terrain surrounding a location, or the presence of

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AIP AustraliaGEN 2.7 -- 2 9 JUN 05other than a cloudless sky and unlimited visibility at that location.Consequently, the presence of cloud cover, poor visibility or highterrain to the west of an aerodrome will cause daylight to end at atime earlier than that extracted from the appropriate graph.Allowance should be made for these factors when planning a flighthaving an ETA near the end of daylight.

1.2.1 NAIPS automatically computes first light and last light. Thisinformation can be provided through pilot access, as part of atelephone briefing, or from FLIGHTWATCH.

1.3 Local TimeLocal time in Australia falls into three separate zones:Eastern Standard Time (EST), which is UTC + 10 hours;Central Standard Time (CST), UTC + 91/2 hours; andWestern Standard Time (WST), UTC + 8 hours.These times apply as follows:a. EST is used in the States of New South Wales (except the

Broken Hill area), Queensland, Victoria, Tasmania and theAustralian Capital Territory;

b. CST is used in the State of South Australia, the NorthernTerritory and the Broken Hill area; and

c. WST is used in the State of Western Australia.However, certain States introduce local Summer Time each yearbetween October of that year and March of the succeeding year,which adds an additional hour to the local time applicable in thatState.NOTAM or AIP Supplements will be issued detailing revised hoursof operation for those aeronautical facilities affected by local timechanges during periods of State Summer Time and which do nothave such hours promulgated in AlP.

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BEGINNING OF DAYLIGHT

NOV

30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 28 10 20 31

0710

0700

0650

0640

0630

0620

0610

0600

0550

0540

0530

0520

0510

0500

0450

0440

0430

0420

0410

0400

0350

0340

0330

0320

30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 28 10 20 31

OCT

OCT DEC JAN FEB MAR

NOV DEC JAN FEB MAR

LAT 0

35

30

20

°

°

°

°

45°

LMT

LMT

10°

40°

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BEGINNING OF DAYLIGHT

10 20 30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 30

0710

0700

0650

0640

0630

0620

0610

0600

0550

0540

0530

0520

0510

0500

0450

0440

0430

0420

0410

0400

0350

0340

0330

0320

APR MAY JUN JUL AUG SEP

APR MAY JUN JUL AUG SEP

10 20 30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 30

1

1

LAT 45

40

35

30

20

10

0

°

LMT

LMT

°

°

°

°

°

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END OF DAYLIGHTOCT NOV DEC JAN FEB MAR

30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 28 10 20 31

OCT NOV DEC JAN FEB MAR

2040

2030

2020

2010

2000

1950

1940

1930

1920

1910

1900

1850

1840

1830

1820

1810

1800

1750

1740

1730

1720

1710

1700

1650

30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 28 10 20 31

LAT 45

40

35

30

20

10

0

LMT

LMT

°

°

°

°

°

°

°

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END OF DAYLIGHT

10 20 30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 30APR MAY JUN JUL AUG SEP

10 20 30 10 20 31 10 20 30 10 20 31 10 20 31 10 20 30APR MAY JUN JUL AUG SEP

2040

2030

2020

2010

2000

1950

1940

1930

1920

1910

1900

1850

1840

1830

1820

1810

1800

1750

1740

1730

1720

1710

1700

1650

1

1

LAT 0

40

35

30

20

10

45

LMT

LMT

°

°

°

°

°

°

°

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CONVERSION OF ARC TO TIME

DEGREES MINUTES

Time Time Time Time

LongDeg

HoursMin

LongDeg

HoursMin

LongMin

Min Sec LongMin

Min Sec

110 7 20 140 9 20 0 0 00 30 2 00

111 7 24 141 9 24 1 0 04 31 2 04

112 7 28 142 9 28 2 0 08 32 2 08

113 7 32 143 9 32 3 0 12 33 2 12

114 7 36 144 9 36 4 0 16 34 2 16

115 7 40 145 9 40 5 0 20 35 2 20

116 7 44 146 9 44 6 0 24 36 2 24

117 7 48 147 9 48 7 0 28 37 2 28

118 7 52 148 9 52 8 0 32 38 2 32

119 7 56 149 9 56 9 0 36 39 2 36

120 8 00 150 10 00 10 0 40 40 2 40

121 8 04 151 10 04 11 0 44 41 2 44

122 8 08 152 10 08 12 0 48 42 2 48

123 8 12 153 10 12 13 0 52 43 2 52

124 8 16 154 10 16 14 0 56 44 2 56

125 8 20 155 10 20 15 1 00 45 3 00

126 8 24 156 10 24 16 1 04 46 3 04

127 8 28 157 10 28 17 1 08 47 3 08

128 8 32 158 10 32 18 1 12 48 3 12

129 8 36 159 10 36 19 1 16 49 3 16

130 8 40 20 1 20 50 3 20

131 8 44 21 1 24 51 3 24

132 8 48 22 1 28 52 3 28

133 8 52 23 1 32 53 3 32

134 8 56 24 1 36 54 3 36

135 9 00 25 1 40 55 3 40

136 9 04 26 1 44 56 3 44

137 9 08 27 1 48 57 3 48

138 9 12 28 1 52 58 3 52

139 9 16 29 1 56 59 3 56

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GEN 3. SERVICES

GEN 3.1 AERONAUTICAL INFORMATION SERVICES

1. AERONAUTICAL AUTHORITY

1.1 Responsibility for civil aviation in Australia and its Territories restswith two organisations: the Civil Aviation Safety Authority (CASA)and Airservices Australia (abbreviated: Airservices). CASA isresponsible for safety regulation of all civil aviation in Australia,including the safety regulation of Airservices’ provision of supportservices. Requests for advice on Australia’s civil aviation supportservices including Air Traffic Services (ATS), Rescue and FireFighting (RFF) services, Aeronautical Information Service (AIS)and Search and Rescue (SAR) may be directed to:Postal Address:Business Reply PostPERMIT No 1986 -- CIVIC SQUAREAirservices AustraliaAeronautical Information ServiceGPO Box 367CANBERRA ACT 2601AUSTRALIAFacsimile: 02 6268 5689

61 2 6268 5689AeronauticalTelegraphic Address: YSHOYOYX

OverseasCablegrams: CIVILAIR Canberra

E-mail: [email protected]:www.airservicesaustralia.com/aip/ccard

2. AERONAUTICAL INFORMATION SERVICE

2.1 The Aeronautical Information Service (AIS) is establishedpursuant to para 8.(1) of the Air Services Act 1995. The AIS isresponsible for the collection, collation and dissemination ofaeronautical information and instructions relating to the safety,regularity and efficiency of air navigationwithin the areas covered.

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An International NOTAM Office (NOF) is established at Brisbane(YBBBYNYX) for the purpose of the international exchange ofNOTAM.

2.2 Area of Responsibility. The AIS is responsible for the collectionand dissemination of aeronautical information for the entireterritory of Australia and its associated airspace, and for theairspace over the high seas encompassed by the Brisbane andMelbourne FIRs.

3. PUBLISHED AERONAUTICAL INFORMATION

3.1 The Australian Aeronautical Information Publication (AIP)provides the primary source of information concerning rules of theair and procedures for the safe and efficient movement of aircraftin Australian airspace. TheAIP should be read in conjunctionwithCASRs, CARs, CAOs and CAAPs which detail the statutoryrequirements.

3.2 NOTAM

3.2.1 Area of Responsibility. Airservices Australia’s NOTAMOffice isresponsible for the issuing of NOTAM. Contact details are:

Airservices AustraliaNOTAM OfficeLocked Bag 747,Eagle Farm. Qld. 4009Phone: +61 7 3866 3647Email: [email protected]

3.2.2 NOTAM provide information that is of direct operationalsignificance andwhichmay immediately affect aircraft operations.

3.2.3 A NOTAM is issued in a format containing fields (Q) and (A) to (G)as follows:

Q. This field consists of eight sub fields separated byoblique strokes.1. FIR in which the location listed in field A) is located.2. NOTAM code. This is a coded version of the subject andstatus of the NOTAM preceded by the letter ’Q’3. Traffic field. Signifies if a NOTAM affects IFR or VFR flights4. Purpose field. Signifies if a NOTAM is for immediateattention and/or for briefings or concerning flight operations.

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5. Scope field. Signifies if the NOTAM is an aerodrome,enroute or warning NOTAM6. Lower level of the activity in theNOTAM. If no level specifiedthe default is 000.7. Upper level of the activity in the NOTAM. If no levelspecified, the default is 999.8. Coordinates. For location specific NOTAM, thelatitude/longitude of the location listed in field A) of theNOTAMis listed. If not a specific location, the field is left blank.Example of Q field:Q) YBBB/QMRAU/IV/BO/A/000/999/2723S15307ENote: The list of codes used in the Q) field is available in ICAOAnnex 15 and Doc--8126. Briefings obtained from NAIPS aredecoded.

A. Location identification.B. Time of commencement of information contained in Field E.

orTime of publication where prior notification is required. In thiscase, Field E commences with “WEF...(date/time)...”.This date/time will then reflect the actual commencement timeof the NOTAM information.

C. Time of cessation of information. If timing is uncertain, theduration is indicated by using an estimated date-time groupfollowed by EST. PERM is used in lieu of the date-time groupwhen the information is permanent.

D. Times of periods of activity.E. Plain language text (for international NOTAM, ICAO codes are

used).F. Lower limit.G. Upper limit.In the domestic environment, NOTAM numbering is preceded bythe letter “C” followed by the year; eg,

C0689/08For each location, a separate series of numbers is issued; thus theNOTAM is identified by both the location and the number, not bythe number alone.

3.2.4 In the international environment, Australia issues NOTAMagainsta series of registers. These registers are by individual FIRs,multiple FIRs, or Australia General. The individual FIRs and

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multiple FIRs registers are further subdivided by NOTAMcategory. The series are as follows:

Brisbane FIR -- ATS and PRD NOTAM category DBrisbane FIR -- AD category JBrisbane FIR -- all other NOTAM category NMelbourne FIR -- ATS and PRD NOTAM category EMelbourne FIR -- AD category HMelbourne FIR -- all other NOTAM category FAustralia General FIR G

3.3 AIP Supplement (SUP)3.3.1 Area of Responsibility. Airservices Australia’s AIS is

responsible for publication and distribution of AIP SUP.Responsibility for content is shared. Refer to AIS Services Para1.1.

3.3.2 AnAIPSupplement (SUP) is issued to supplement the informationin the AIP when the information is of a temporary nature, requiresadvanceddistribution, or is appropriate to theAIP, butwould not bemade available with sufficient rapidity by the issue of anamendment to the AIP.

3.3.3 SUPs which conform with the international schedule of effectivedates for aminimum28days’ notice of effect have thewordAIRACincluded in the heading.

3.3.4 Most SUPs are addressed and disseminated to all AIP holders.The distribution can be widened depending on content, and isadvised in theSUPunder theheadingDISTRIBUTION. SUPs thathave relevance to only a small section of the industry will bedistributed electronically via the Airservices Australia websiteand/or the NAIPS Aviation Facsimile (AVFAX) facility. When arestricteddistribution is required, notice to industry is via a “trigger”NOTAM.

3.3.5 A check list (summary) of current SUPs is issued monthly.

3.4 Aeronautical Information Circular (AIC)

3.4.1 Area of Responsibility. Airservices Australia’s AIS isresponsible for publication and distribution of AIC. Responsibilityfor content is shared. Refer to AIS Services Para1.1.

3.4.2 AICs are used to disseminate aeronautical information to aircrew.Usually, the information is of an administrative nature and not

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directly concerned with the present conduct of airborneoperations, butmay have implications for the future. AICs containadvice which does not qualify for promulgation in AIP or NOTAM.Someexamplesof information suitable for promulgationasanAICare:

a. a long-term forecast of a major change in legislation,regulations, procedures or facilities;

b. information of a purely explanatory or advisory nature liable toaffect flight safety; and

c. information or notification of an explanatory or advisory natureconcerning technical, legislative or purely administrativematters.

3.4.3 Each AIC to be distributed in hard copy is addressed to all AIPholders and, if necessary, those persons or organisationsaffected, and this selective addressing is advised in the AIC underthe heading DISTRIBUTION. AICs which address informationapplicable to a limited section of the aviation community may bedisseminated by AVFAX and Airservices Australia website only.When this occurs, notification is via a “trigger” NOTAM.

3.4.4 A checklist (summary) of current AICs is issued monthly.

4. AIRAC SYSTEM

4.1 In order to control and regulate the operationally significantchanges requiring amendments to aeronautical charts, routelistings, etc, such changes will generally be issued onpredetermined dates according to the Aeronautical InformationRegulation and Control (AIRAC) system. This type of informationwill normally be published as a planned AIP amendment or anAIRACSUP. In circumstances in which AIRAC notification shouldbe given, but a normal AIP amendment or an SUP cannot beproduced due to a lack of time, a non-AIRAC SUP or NOTAM willbe issued.

4.2 The table below indicates AIRAC effective dates for the comingyears. AIRAC informationwill be issuedso that the informationwillbe received by the user not later than 28 days before the effectivedate. In some circumstancesofmajor change, AIRACnotice of 56days may be given.

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4.3 Documents and charts issued in accordancewith theAIRACcyclebecome effective at 1600 hours UTC on the day prior to thenominated date unless otherwise notified; eg, a document with anAIRAC date 26 Jun becomes effective 06251600UTC (ie, duringAustralian Eastern Standard Time, becomes effective at 0200hours local on 26 Jun).

4.4 At each AIRAC effective date, a Head Office “trigger” NOTAM willbe issuedwhich identifies the elements of the AIP effective on thatdate and their respective “with effect” dates, plus any additionalSUPs that become effective on that date. This “trigger” NOTAMremains in force until the next AIRAC date.

AIRAC Effective Dates2010 2011 2012 201314 Jan

11 Feb

11 Mar

8 Apr

6 May

3 Jun

1 Jul

29 Jul

26 Aug

23 Sep

21 Oct

18 Nov

16 Dec

13 Jan

10 Feb

10 Mar

7 Apr

5 May

2 Jun

30 Jun

28 Jul

25 Aug

22 Sep

20 Oct

17 Nov

15 Dec

12 Jan

9 Feb

8 Mar

5 Apr

3 May

31 May

28 Jun

26 Jul

23 Aug

20 Sep

18 Oct

15 Nov

13 Dec

10 Jan

7 Feb

7 Mar

4 Apr

2 May

30 May

27 Jun

25 Jul

22 Aug

19 Sep

17 Oct

14 Nov

12 Dec

5. PREFLIGHT INFORMATION SERVICE

5.1 A preflight information service is provided from an office located inBrisbane. This office provides a NOTAM, meteorological, andflight notification service. Some charges are applicable.

5.2 A description of the preflight information service available inAustralia is contained in ERSA GEN.

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GEN 3.2 AERONAUTICAL CHARTS

1. CHART SERIES

1.1 Charts Available

1.1.1 The following aeronautical charts are produced:

Planning Chart Australia (PCA)World Aeronautical Chart (WAC)Visual Terminal Chart (VTC)Visual Navigation Chart (VNC)En Route Chart -- Low (ERC-L)En Route Chart -- High (ERC-H)Terminal Area Chart (TAC)Aerodrome (AD) chartApron chartStandard Instrument Departure (SID) chartStandard Arrival Route (STAR) chartDME and GPS Arrival chartInstrument Approach and Landing (IAL) chartObstruction chart (Type A) (available from aerodrome operator).

1.2 Planning Chart Australia

1.2.1 PCA depicts the following information:

a. ARFOR boundaries,b. WAC coverage and chart titles,c. location names and abbreviations,d. estimated FIS VHF coverage at 5,000FT and 10,000FT, ande. HF network boundaries.

1.3 Visual Charts

1.3.1 WACs (scale of 1:1,000,000) are designed for preflight planningand pilotage. They are constructed on Lambert’s conformal conicprojection. Australian coverage is shown on the back of eachchart.

1.3.2 VNCs (scale 1:500,000) are designed for operations under theVFR. They contain an aeronautical overlay of controlled airspaceover a topographical base, and contain some radiocommunication and other navigational data appropriate for visualnavigation. Map coverage is shown on the front of each map.

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1.3.3 VTCs (scale of 1:250,000) are designed for visual operations nearterminal areas. They contain some topographical detail andappropriate airspace, radio communication and navigation aidinformation. These charts are intended for use up to and includingFL180.

Note: When planning visual navigation outside the coverage ofVTCs, pilots will need to refer to the appropriate VNC (if available)or IFR chart ERC-L for depiction of controlled airspace andProhibited, Restricted and Danger areas.

1.4 IFR Charts

1.4.1 ERCs-L, ERCs-H and TACs are presented at various scales anddepict airspace, air routes and radio navigation facilities.

1.4.2 ERCs-L are intended for use primarily up to and including FL200.

1.4.3 ERCs-L show an outline of the areas covered by TACs and VTCs.These areas impact on the ERC-L presentation as follows:

a. Within the areas covered by TACs, full details of air routesmaynot be shown due to lack of space.

b. Air route informationwithin theseareaswill usually only includethe route line and bearing. Where space permits, the routedesignator, distance and LSALT may also be shown.

c. Within the areas covered by TACs and VTCs, full details ofairspace may not be shown. Information may only indicatelateral boundaries. Restricted and Danger area numbers andsport aviation symbols may not be shown.

For complete details of aeronautical data in these areas refer tothe appropriate TACs or VTCs.

1.4.4 ERCs-H are intended to be used for operations above FL200.

1.4.5 All data represented on ERCs that lies outside the Australian FIRis compiled froma variety of state sources and is representative ofthe airspace and air route mosaic as it was understood at the timeof compilation. Amendments will routinely occur tonon--Australian FIR data outside of the publication cycle of theAustralian AIP MAP products, and pilots should therefore checkthe AIP, AIP SUP and NOTAM of relevant adjoining states toensure they are in receipt of the most up to date information fornon--Australian FIRs.

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1.4.6 TACsshowdetails applicable to bothhighand low level operationsin terminal areas.

1.4.7 Aerodrome charts, Apron charts, Noise Abatement Procedures,SID charts, STAR charts, DME and GPS Arrival charts, and IALcharts are published in DAP EAST and DAP WEST.

1.4.8 Obstruction charts (Type A), when required to be produced, areavailable from respective aerodrome owners/operators.

2. AIR ROUTE DETAILS, SPECIFICATIONS AND CHARTDEPICTIONS

2.1 Air Routes

2.1.1 Air routes consist of ATS conventional and Area Navigationroutes.

2.1.2 The following designators are used to identify ATS conventionaland Area Navigation routes:a. Conventional Routes:

Regional routes A, B, G and R.Domestic routes H (one way) & J (two way).Domestic routes V (one way) & W (two way)-- predominantly low-level.

b. Area Navigation Routes:Regional routes (Tasman) L, M & N.Domestic routes Q (180_ -- 359_), Y (360_ -- 179_),T (two way) & Z (low level).

2.1.3 A black arrowhead on a route designator box indicates that theroute is to be used, within controlled airspace, only in the directionshown by the arrow.

2.1.4 Air routes are divided into route segments. Each route segmentcontains data for themagnetic track, distance, lowest safe altitude(LSALT) and reporting requirements.

2.2 Lowest Safe Altitude2.2.1 The LSALT specified for a route segment is that for IFR

procedures. Where an NDB or VOR mark the segment, thetolerances applicable to the NDBare used. Unreported obstaclesup to 360FT may exist in navigation tolerance areas. Therefore,LSALT is calculated by adding:a. 1,000FT to the highest obstacle, where the highest obstacle is

more than 360FT above the height determined for terrain, or

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b. 1,360FT to the height determined for terrain, where the highestcharted obstacle is less than 360FT above the heightdetermined for terrain.

The minimum LSALT published is 1,500FT due to lack of dataconcerning terrain near sea level.

2.2.2 LSALT details for Area Navigation routes are shown in each gridsquare formed by the parallels and meridians. On the ERCs-H,the grid is at 4° intervals, and at 1° intervals on the ERCs-L andTACs. (See also GEN 3.3 Para 4.)

2.2.3 On IFR charts, some LSALTs on one-way air routes have anassociated direction arrow. This arrow indicates that the LSALT isonly applicable in the direction of the one-way route, and a LSALThas not been calculated for the opposite direction.

2.2.4 A LSALT without a direction arrow on any air route indicates thatthe LSALT is the same in both directions. However, one-wayroutes should only be flown, in controlled airspace, in the directionindicated by the route designator box.

2.2.5 On ERCs, the LSALT figure is always attached adjacent to thedistance “bubble” of the route towhich theLSALTapplies. In areasof chart clutter, these LSALT figures may sometimes crossadjacent route tracks.

2.2.6 Night Vision Goggles and Obstacle Lighting

2.2.6.1 Some LED lighting systems, clearly visible to the naked eye, falloutside the combined visible and near--infrared spectrum ofnight--vision goggles. This means that those obstacles will not bevisible to aircrew operating on NVG.

2.2.6.2 Current aircraft standards allows the “Aviation Red” lightwavelength to range from about 610--700 nm. NVGs approved foroperations in Australia are Class B, which are only sensitive toenergy in the wavelengths ranging from 665 to 930 nm.

2.2.6.3 As the current number and distribution of LED lighting systems isunknown and will increase in the future, aircrew using NVGs arewarned to use extra caution when flight planning into unknownareas as well as operating near obstacle areas.

2.3 Track Bearing Specifications

2.3.1 Each route segment is shown as the minor arc of a Great Circlepassing through the end points. The track angles of the Great

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Circle segments are measured at the end points. Rhumb Linetrack angles can be determined by taking the track out and thetrack in to the next way-point, and then averaging the Great Circletrack angles.

2.4 Reporting Points

2.4.1 Reporting points are normally referenced to a radio-navigationaid, aerodrome, town or within 10NM of a town or a geographicalfeature. Where this is not possible, names have been invented.

2.4.2 The following examples and diagrams detail the reportingrequirements that apply on crossing air routes that intersect at areporting point:

a. A report is required on both routes

D

A

CB

b. A report is required only onW435. The route segment onW242isasinglesegmentbetweenD&Cand thecompulsorypositionreport does not apply.

D

A

CB

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c. A compulsory position report is required onW646, indicated bythe arrows associated with the report symbol. A compulsoryposition report for aircraft with TAS less than 300KT and forother aircraft on request applies on W570.

D

A

CB

2.4.3 Where arrows are associated with a reporting point, then a solidtriangle (compulsory report for ALLaircraft) applies in the directionindicated by the arrows, and an open triangle (compulsory reportfor aircraft with TAS less than 300KT and for other aircraft onrequest) applies on the crossing route. The same principle appliesif the AIREP Section 3 report is required.

D2.5 Intersection Way-point

2.5.1 An intersection way-point is included at the intersection of two airroutes, but is not included in the description of either air route.Effectively, this way-point is a “point in space”.

2.5.2 For a flight that will plan via one air route, the intersectionway-point is not displayed in the FMS route data. However, if thecrossing route is to be flown from the intersection, the way-point isincluded in the flight plan and appears in the FMS.

2.5.3 An intersectionway-point is displayedonen route chartsasaType1 (solid square) way-point and the tracks arc around thatway-point. The legend defines a Type 1 reporting point as“way-point -- no report required unless used as a turning pointbetween two routes”. An example of an intersection way-point isdepicted below.

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IGEVO

VIMAV

BILES

LEKET

SARUX

2.5.4 As the intersection way-point is not included on either air route,operators wishing to plan two routes will flight plan via:

a. the air route to the way-point short of the intersectionway-point, then

b. direct to the intersection way-point, thenc. direct to the first way-point on the second air route, thend. via the new air route.

2.5.5 An example of a flight plan entry based on themap at para 2.5.3 isas follows:

L503 IGEVO DCT LEKET DCT VIMAV N759

3. AIRSPACE DEPICTIONS

3.1 Airspace categories and their lateral and vertical limits areindicated by labels, boundary lines and colour tints. Thedepictions used on the ERCs-L, ERCs-H and TACs are commonacross all these charts. Differing depictions have been utilised onthe VTCs in order to complement the topographic base.

3.2 The depiction of airspace vertical limits where the lower limit is thesurface of the earth is shown as “SFC”.

3.3 The vertical limits of airspaces are shown on all charts byindicating the airspace class and the lower limit, ie:

C LL 7500 (blue label), D LL 3500 (blue label), andE LL 8500 (brown label).

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3.4 Where different classes of airspace are vertically stacked thelabels will be shown in layers, eg:

A LL FL180 (blue label)E LL 8500 (brown label).

3.5 Airspace depictions used on the ERCs-H, ERCs-L and TACs areas follows:

a. Class A airspace(1) The lateral limits of Class A airspace are depicted with

blue lines.(2) The lower limit of Class A airspace is shown with blue

labels.(3) The vertical limit of Class A airspace is shown with blue

labels along the lateral boundary.b. Class C airspace

(1) The lateral limits of Class C control area steps belowClass A airspace are depicted with blue lines and a bluetint.

(2) The lower limit of Class C is shown with blue labels.(3) The boundary between Class C and Class C OCA is

shown by blue lines and labels.c. Class D airspace

(1) The lateral limits Class D control area steps are depictedwith blue lines and a blue tint.

(2) The lower limit of Class D is shown with blue labels.d. Class E airspace

(1) The lateral limits ofClassEaredepictedwith a brown lineand a brown tint.

(2) The lower limit of Class E is shown with brown labels.e. Class G airspace

(1) Class G airspace is all airspace not promulgated asClass A, C, D, or E.

(2) Class G airspace is not tinted or specifically labelled.

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3.6 Airspace depictions used on the VTCs are as follows:

a. Blue lines indicate the lateral boundaries of classes A, C & Dairspace.

b. The lower limits of classes A, C and D airspace are shownwithblue labels.

c. A broken brown line indicates the lateral boundary of Class Eairspace.

d. The lower limits of Class E are shown with brown labels.e. Class G is designated as all airspace not already promulgated

as Class A, C, D, or E. Class G has not been specificallylabelled.

3.7 Restricted and Danger Areas

3.7.1 Restricted and Danger areas are depicted as follows:

a. On all charts, Restricted areas are shown with a magentaverge. RA conditional status is displayed in tables within thelegend.

b. On the ERCs and TACs, Danger area boundaries are shownwith a solid magenta line.

c. On the VTCs, Danger areas are shown with a solid magentaline with a magenta dot verge along the inside of its boundary.

d. On all charts where a Restricted and Danger area have acommon lateral boundary, only the Restricted area verge isshown. The Danger area boundary is indicated by labels.

3.8 Airspace Boundary Information

3.8.1 Distances associated with airspace boundaries indicate thedatum on which the airspace is based, and is shown as follows:

a. “NM” indicates a distance from the aerodrome reference point.b. “DME” or “TAC” indicates a distance based on that navigation

aid.c. Some control zones have boundaries based on a runway

threshold; eg. “7NM FM THR RWY 33” indicates a distancebased on the threshold of Runway 33 at the associatedaerodrome.

4. FREQUENCY INFORMATION

4.1 Flight Information Area (FIA) frequencies and associatedboundaries are depicted in green.

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4.2 ATC frequencies and associated boundaries for use in Class Eairspace are depicted in brown.

4.3 The prefix to a frequency indicates the provider of the service.

4.4 Where a single area is divided vertically between differentfrequencies, the vertical limits applicable to each frequencywill beindicated.

4.5 Depiction of Common Traffic Advisory Frequency (CTAF)

4.5.1 At non--towered aerodromes where multicom (126.7MHZ) is notthe CTAF, or non--towered aerodromes that have an associatednavaid, an entry “CTAF” followed by the designated frequency, isannotated in a box associated with the location. Radio carriage isrequired at all non--toweredaerodromeswhich are identified in theERSA as being certified or registered or military. ERSA shouldalways be consulted as part of the pre--flight planning processprior to operating at non--towered aerodromes.

4.6 Broadcast Areas

4.6.1 Broadcast Areas are defined airspace volumes in Class Gairspace for which a discrete frequency (CTAF) has beenallocated. All operations, including those at aerodromes (chartedand uncharted) and landing sites within this area shall use thisCTAF as the broadcast frequency. A note on charts states ”foroperations in this area SFC -- <altitude> use CTAF <frequency>”.

5. NAVIGATION AIDS

5.1 An asterisk next to a NAVAID indicates that it is subject to anoperating limitation such as reduced range, bearing fluctuations,terrain shielding, etc. Details of the limitationwill be listed inERSAFAC.

5.2 An asterisk will not be shown to indicate that an aid is pilotmonitored.

6. AERODROME OBSTRUCTION CHARTS

6.1 Aerodrome obstruction charts, as detailed in ERSA FAC, areavailable to aircraft operators operating in accordance with CAO20.7.1B by contacting the appropriate aerodrome operator.

7. COPYRIGHT

7.1 All charts are subject to the copyright conditions detailed on eachchart.

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GEN 3.3 AIR TRAFFIC SERVICES

1. GENERAL

1.1 The objectives of the air traffic services are to:

a. prevent collisions between aircraft;b. prevent collisions between aircraft on the manoeuvring area

and obstructions on that area;c. expedite and maintain an orderly flow of air traffic;d. provide advice and information useful for the safe and efficient

conduct of flights; ande. notify appropriate organisations regarding aircraft in need of

search and rescue aid, and assist such organisations asrequired.

1.2 The air traffic services shall comprise three services identified asfollows.

1.2.1 Theair traffic control service, to accomplish objectivesa., b. andc. of paragraph 1.1, this service being divided in three parts asfollows:

a. Area Control ServiceArea control service: the provision of airtraffic control service for controlled flights, except for thoseparts of such flights described in 1.2.1 b. and c., in order toaccomplish objectives a. and c. of 1.1;

b. Approach Control Service the provision of air trafficcontrol service for those parts of controlled flightsassociated with arrival or departure, in order toaccomplish objectives a. and c. of 1.1;

c. Aerodrome Control Service the provision of air trafficcontrol service for aerodrome traffic, except for those parts offlights described in 1.2.1 b., in order to accomplish objectivesa., b. and c. of 1.1

1.2.2 The flight information service, to accomplish objective d. ofparagraph 1.1.

1.2.3 The alerting service, to accomplish objective e. of paragraph1.1.

1.3 An air traffic control service will be provided:a. to all IFR flights in classes A, B, C, D and E airspace;b. to all VFR flights in classes B, C and D airspace;

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c. to all special VFR flights; andd. to all aerodrome traffic at controlled aerodromes.Furthermore, when requested, and as far as is practicable, ATCwill provide VFR flights in Class C airspace with a suggestedcourse of action to avoid other VFR flights. Nothing in thisprovision changes the responsibility of the pilot in command to seeand avoid other aircraft (CAR 163A).

1.4 In providing an air traffic control service, an ATC unit will issueclearances and information for the purposes of preventingcollision between aircraft under its control and expediting andmaintaining an orderly flow of traffic.

1.5 Clearances issued by air traffic control units will provideseparation:a. between all flights in classes A and B airspace;b. between IFR flights in classes C, D and E airspace;c. between IFR flights and VFR flights in Class C airspace;d. between IFR flights and special VFR flights; ande. between special VFR flights when so prescribed by the

appropriate ATS authority;except that, when requested by an aircraft, and if so prescribed bytheappropriateATSauthority for the cases listedunder b. above inclasses D and E airspace, a flight may be cleared withoutseparation being so provided in respect of a specific portion of theflight conducted in VMC.

1.6 Hours of operation, services provided, and identification of ATSunits are published in ERSA.

1.7 Insomecircumstances,anumberof servicesmayoperateunderacommon call-sign and can be on a common or separatefrequency:

a. DELIVERY: used by the Airways Clearance Delivery (ACD)service when established on a discrete frequency.

b. GROUND: used by Surface Movement Control and ApronService (if provided by ATC) when established on a discretefrequency. At some locations, this service also provides theAirways Clearance Delivery service on the same frequency.

c. TOWER: the following services use this identification:(1) Aerodrome Control.

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(2) Aerodrome / Approach Control when combined.d. APPROACH: used by Approach Control (APP) service when

established on a discrete frequency or by Departure Control(DEP) when on the same frequency.

e. DEPARTURES: used by Departure Control (DEP) servicewhen established on a discrete frequency.

f. CENTRE: used for Area Control (ACC) service, SIS and FIS.

2. FLIGHT INFORMATION SERVICE (FIS)

2.1 Pilot Responsibility

2.1.1 Pilots are responsible for obtaining informationnecessary tomakeoperational decisions. To ensure that accurate information isobtained in adequate time, pilotsmust take into consideration thatATC initiated FIS is limited to aircraft within one hours flight time ofthe condition or destination at time of receipt of the information byATC. The only exception to this is SIGMET information, whichshall cover a portion of the route up to two hours flying time aheadof the aircraft.

2.2 Operational Information

2.2.1 Informationabout theoperational aspectsof the followingsubjectsis normally available from ATS:

a. meteorological conditions;b. air routes and aerodromes, other than ALAs;c. navigation aids;d. communications facilities;e. ATS Procedures;f. airspace status;g. hazard alerts;h. search and rescue services;i. maps and charts; andj. regulations concerning entry, transit and departure for

international flights.

2.3 Preflight Information (CAR 239)

2.3.1 Before beginning a flight, the pilot in command must study allavailable information appropriate to the intended operation. Thisrequirement includes all Head Office and FIR NOTAM applicableto the en route phase of flight and location specific NOTAM foraerodromes.

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2.3.2 The Preflight Briefing Service is primarily an automated service.Pilots are encouraged to obtain preflight briefing, either via theself-help electronic systems or through the briefing offices. Theseservices are listed in ERSA GEN.

2.3.3 For pilots who require an elaborative briefing, contact numbers forATS andBureau ofMeteorology (BoM) staff are available from thebriefing offices.

2.3.4 Pilots must obtain an appropriate preflight briefing beforedeparture from those placeswhere suitable facilities exist. Wheresuitable facilities arenot available, abriefingmaybeobtained fromFLIGHTWATCH as soon as practicable after the flightcommences. The information requested should be confined todata considered essential for the safe conduct of the flight to thefirst point of intended landing where additional information can beobtained.

2.3.5 Preflight briefing will not normally be provided on ATCcommunications channels.

2.4 In-flight Information

2.4.1 The in-flight information services are structured to support theresponsibility of pilots to obtain information in-flight on which tobaseoperational decisions relating to thecontinuationordiversionof a flight. The service consists of three elements:

a. ATC Initiated FIS;b. Automatic Broadcast Services; andc. an On--Request Service.

2.5 ATC Initiated FIS

2.5.1 ATC initiated FISwill include the provision of pertinent operationalinformation such as:

a. meteorological conditions and the existence of non--routineMET products;

b. changes to air routes;c. changes to serviceability of navigation facilities, eg. RAIM;d. change to serviceability of communications facilities;e. changes in conditions of aerodromes and associated facilities;f. change to ATS procedures;g. changes to airspace status; and

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h. information on unmanned free balloons (including “OperationHibal” activities).

Note: Large helium--filled plastic balloons are launchedperiodically from various locations in Australia by “OperationHibal” or the Centre National D’Etudes Spatiales (CNES).

2.5.2 When providing FIS, ATC will not alert pilots to the availability ofaerodrome weather reports that are available from an automaticbroadcast service.

2.5.3 ATC will not use directed transmissions to disseminate amendedARFOR but will broadcast their availability on appropriate ATSfrequencies. To ensure adequate dissemination the broadcast willbe repeated in the hour following the initial broadcast at H+15 andH+45.

2.5.4 Asuddenchange to a component of FIS, not described in acurrentMET product or NOTAM, having an immediate and detrimentaleffect on the safety of an aircraft will be communicated by ATCusing the prefix “Hazard Alert”.

2.5.5 When a change is expected to be prolonged, ATC broadcastsprefixed “Hazard Alert” will be repeated at H+15 and H+45 in thehour following the initial transmissions. These broadcasts willnormally cease after one hour or after an updatedMET product orNOTAM is available for dissemination, whichever is earlier.

2.6 Automatic Broadcast Services

2.6.1 The automatic broadcast services consist of:

a. Automatic Terminal Information Service (ATIS),b. Automatic En Route Information Service (AERIS),c. Aerodrome Weather Information Service (AWIS), andd. Meteorological Information for Aircraft in Flight (VOLMET).

2.7 ATIS

2.7.1 At aerodromes specified in ERSA the normal operationalinformation required by aircraft prior to take-off or landing isbroadcast automatically and continuously either on a discretefrequency or on the voice channel of one or more radionavigationaids. The broadcast may be pre-recorded or computerised.

2.7.2 When control zones are deactivated, the ATIS may be used tobroadcast operational information of an unchanging nature. This

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information may include the CTAF, PAL frequency, preferredrunways andnoise abatement procedures. Itmay also include theexpected reopening time of the tower. Pilots are encouraged tomonitor the ATIS outside the normal hours of the tower.

2.7.3 The following information is transmitted on the ATIS:

(aerodrome) TERMINAL INFORMATION (code letterALPHA, BRAVO, etc, as assigned to each separatelyprepared transmission. “ZULU” is not used)TIME (hh mm UTC) [Time of observations, if appropriate]Type of approach expectation; eg, “EXPECT ILSAPPROACH” , etc

One Runway in Use:RUNWAY (number), [DAMP] [WET] [WATER PATCHES][FLOODED] (if applicable); orMore Than One Runway in Use:RUNWAY/S (number/s) AND (number/s) FOR ARRIVALS,RUNWAY/S (number/s) AND (number/s) FORDEPARTURES, [DAMP] [WET] [WATER PATCHES][FLOODED] (if applicable)Holding delay, if appropriate; eg, “... MINUTES HOLDINGMAY BE EXPECTED”, etc(whenbeingused) LANDANDHOLDSHORTOPERATIONSIN PROGRESS, LOW VISIBILITY PROCEDURES INPROGRESSCURFEW RUNWAY NOMINATION (when runway/snominated due to Noise Abatement legislation and thecrosswind and/or downwind component is in excess of thatspecified in ENR 1.1 para 4.5 )WIND ... / ...WIND DIRECTION quoted as either:

a. SINGLE MEAN DIRECTIONb. 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 (eg, the variation is less than 60˚, but thevariation from themean results is either adownwind

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and/or significant cross-wind component on anominated runway)

c. VARIABLE will be used when the reporting of a meanwind direction is not possible, such as:(i) in light wind conditions (3KT or less) or(ii) the wind is veering or backing by 180˚ or more (eg,

passageof thunderstorms, or localisedwindeffect).WIND SPEED quoted as either:

a. CALM (less than 1KT, eg “WIND CALM”)b. SINGLE MEAN VALUE whenever the extremes

betweenminimumandmaximumare 10KTor less (eg,“WIND 250 DEGREES, 25 KNOTS”)

c. TWO VALUES REPRESENTING MINIMUM ANDMAXIMUM VALUES whenever the extremes in windvary by more than 10KT (eg, “WIND 250 DEGREESMINIMUM 15 KNOTS, MAXIMUM 28 KNOTS”).

Note: When quoting a wind with variations in speed anddirection, the above criteria may be varied in order to indicatethe true cross-wind and/or downwind.Where thresholdwind analysers are installed, and thewind atthe threshold of a duty runway varies from that of the centralwind analyser or the threshold wind on the other duty runwayby the criteria specified for the revision of ATIS, thresholdwinds may be broadcast on the ATIS; eg, THRESHOLDWIND RUNWAY (number) ... / ..., RUNWAY (number) ... / ...VISIBILITY (distance is reported as appropriate:

a. >10KM -- “GREATER THAN WUN ZEROKILOMETRES” or actual distance “... KILOMETRES”;

b. Greater than 5KM and up to and including 10KM --“... KILOMETRES”;

c., Up to and including 5,000M -- “... METRES”; andd. between 1,500M and 800M -- RVR may be reported;

800M or less -- RVR will be reported.Multiple RVR observations are always representativeof the touchdown zone, midpoint zone and theroll--out/stop end zone, respectively.

PRESENT WEATHER (as applicable; eg, showers in area)or

CAVOK

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CLOUD (below 5,000FT or belowMSA, whichever is greater;cumulonimbus, if applicable; if the sky is obscured, verticalvisibility when available).TEMPERATUREQNHAny available information on significant meteorologicalphenomena in the approach, take-off and climb-out.Advice on hazard alert information including unauthorisedlaser illumination events* ON FIRST CONTACT WITH (eg, GROUND, TOWER,APPROACH) NOTIFY RECEIPT OF (code letter of the ATISbroadcast).

* This contact information may not be transmitted whenrecording space is limiting.

2.7.4 At locations where runway threshold wind analysers are installed,a tower controllermust provide a departing aircraft with thewind attheupwindendof the runway if it varies from theATISbroadcastby10 or 5KT or more, and the variation is anticipated to continue formore than 15MIN. Such information shall be passed by use of thephrase, “WIND AT UPWIND END .../...”.

2.7.5 Wind Shear

When moderate, strong or severe wind shear has been reportedon the approach or take-off paths, or has been forecast, theinformationwill be included on theATIS in the following format, eg:a. WIND SHEAR WARNING -- BOEING 737 [(wake turbulence

category) CATEGORY AIRCRAFT (if military CATIS)]REPORTED MODERATE OVERSHOOT WIND SHEAR ONAPPROACH RUNWAY 34 AT TIME 0920, (plus, if available,wind shear advice issued by MET, eg: FORECAST WIND AT300 FEET ABOVE GROUND LEVEL 360 DEGREES 45KNOTS); or

b. WIND SHEARWARNING -- AIRBUS A320 [(wake turbulencecategory) CATEGORY AIRCRAFT (if military CATIS)]REPORTED STRONG WIND SHEAR LOST 20 KNOTSAIRSPEED BETWEEN 300 FEET AND 600 FEET ONDEPARTURE RUNWAY 19 AT TIME 0640; or

c. PROBABLEVERTICALWINDSHEARFROM0415TO0430 --FORECAST WIND AT 200 FEET ABOVE GROUND LEVEL110 DEGREES 50 KNOTS.

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2.8 AERIS

2.8.1 The Automatic En Route Information Service continuouslybroadcasts routine meteorological reports (METAR) from anetwork of VHF transmitters installed around Australia.

2.8.2 The information broadcast on the individual transmitters catersprimarily for the needs of aircraft operating in control areas withinVHF range of the facility.

2.8.3 The network frequencies and the operational information menusare contained in ERSA GEN.

2.9 Aerodrome Weather Information Service (AWIS) and Weatherand Terminal Information Reciter (WATIR)

2.9.1 AWIS and WATIR provide actual weather conditions, viatelephone and broadcast, from sites which use Bureau ofMeteorology (BoM)AWSequipment, or other AWSs that havemetBoM standards for acceptance into its network. AWIS providesinformation from the AWS. WATIR provides the AWS informationwith additional terminal information from the airport operator.

2.9.2 More detail on AWIS andWATIR is contained at GEN 3.5 Section7.4.

2.10 VOLMET

2.10.1 VOLMET broadcasts, prefixed by the designator ‘VOLMET’provide meteorological information for Australian majorinternational aerodromes and Townsville.

2.10.2 Information on VOLMET is contained at GEN 3.5 Section 7.3.

2.11 On-Request Service -- ATC and FLIGHTWATCH

2.11.1 An On--Request FIS is available to aircraft in all classes ofairspace on ATC VHF or HF (Domestic and International)frequencies.

2.11.2 Pilots must prefix any request for FIS on ATC VHF frequencieswith the callsign of the appropriate ATC unit and the genericcallsign ’FLIGHTWATCH’. eg. ’MELBOURNE CENTREFLIGHTWATCH REQUEST ACTUAL WEATHER (location)’.

2.11.3 Due to workload considerations, ATCmay re--direct pilot requestsfor FIS to an alternative VHF frequency or Flightwatch HF.

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2.11.4 When operating on Domestic HF (callsign ’FLIGHTWATCH’) andInternational HF(callsign ’BRISBANE’), pilots must include thefrequency on which they are calling, e.g. ’(FLIGHTWATCH orBRISBANE), ROMEO JULIET DELTA, SIX FIVE FOUR ONE,REQUEST ACTUAL WEATHER (location)’.

2.11.5 Information will be provided in an abbreviated form, paraphrasedinto brief statements of significance. The full text of messages willbe provided on request.

2.12 Weather Radar

2.12.1 Weather radar data derived from BoM radar sites is displayed atvarious ATS working positions by means of a PC-based systemknown within Airservices as METRAD and within the military asRAPIC.

2.12.2 METRAD/RAPIC images are not ‘real time’, but are the results of atenminute update cycle. Themost effective range of the radars isup to 75NM.

2.12.3 Weather radar sites, which may be utilised by ATS, are shown inERSAMET. Weather radar informationwithin 75NMof radar sitesis available to pilots, subject to ATS workload, on request.

2.12.4 When providing METRAD/RAPIC information to pilots, ATS willuse the prefix “MET RADAR DISPLAY INDICATES ...”.

2.13 Traffic Information

2.13.1 A traffic information service will be provided, where applicable,depending on higher priority duties of the controller or otherlimitations; eg, surveillance limitations, volumeof traffic, frequencycongestion, or controller workload. Traffic information does notrelieve pilots of their responsibility to see and avoid other aircraft.Pilots are cautioned that there aremany timeswhen the controlleris not able to give traffic information concerning all traffic in theaircraft’s proximity; in other words, when a pilot requests or isreceiving traffic information, he/she should not assume that alltraffic will be issued.

2.13.2 Traffic information may be based on:

a. visual observation;b. identifiedandnon-identifiedaircraft targetsonanATCsituation

display; or

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c. verbal reports from pilots or other facilities.

2.14 Traffic Information in Controlled Airspace

2.14.1 In controlled airspace, when a separation standard does not exist,ATCwill provide traffic information to the aircraft concernedwhen,in the opinion of the Air Traffic Controller, the information iswarranted by the proximity of the aircraft.

2.14.2 The traffic information provided will contain as much informationas is known and is necessary to assist the pilot in identifying theother aircraft: eg,

a. type;

b. altitude;

c. position, either by clock reference, bearing and distance,relation to a geographical point or reported position andestimate;

d. intentions or direction of flight.

2.14.3 ATCwill provide relevant traffic information to aerodrome traffic toenable pilots, while complying with ATC instructions, to maintainseparation from other aircraft.

2.14.4 At military aerodromes traffic conditions may preclude thetransmission of a complete traffic information service to individualaircraft.

2.15 Traffic Information in Class G Airspace

2.15.1 In ClassGairspace, a traffic information service is provided to IFRflights about other conflicting IFR and observed VFR flights. MLJflights are considered to be IFR for traffic purposes regardless offlight planned category. Services provided may be based on ATSsurveillance system data where coverage exists.

2.15.1.1 An IFR flight reporting taxiing or airborne at a non--toweredaerodrome will be advised of conflicting IFR traffic which is not onthe CTAF.

2.15.1.2 An IFR flight inbound to a non--towered aerodromewill be advisedof conflicting IFR traffic. The ATS obligation to provide the pilotwith traffic information ceases when the pilot reports changing tothe CTAF.

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2.15.1.3 Traffic information will continue to be provided about an IFR flightfollowing cancellation of its SARWATCH, until expiry of the flightsETA. Traffic information may be provided to an IFR pilot who hascancelled SARWATCH where workload and communicationspermit.

2.15.2 In accordance with the preceding paragraphs, traffic informationwill be provided to IFR flights when:

a. requested;b. notifying intention to change level;c. reporting either taxiing or airborne or departure, whichever is

first; ord. the ATS officer becomes aware of conflicting traffic.

2.15.3 Pilots of IFR flights should advise ATS of the call--sign(s) ofrelevant IFR traffic, previously intercepted, to avoid receiving thesame traffic information from ATS.

2.15.4 Traffic information will be provided in accordance with thepreceding paragraphswhenever there is a possibility of conflictionbetween aircraft in the following situations:

a. aircraft that climb, descend or operate with less than 1,000FTvertical spacing and less than 15NM lateral or longitudinalspacing;

b. overtaking or opposite direction aircraft on the same orreciprocal tracks with less than 1,000FT vertical spacing andless than 10 minutes longitudinal spacing based on pilotestimates;

c. more than one aircraft arriving at, or departing from, the sameaerodrome with less than 10 minutes between arrival and/ordeparture and falling within these guidelines.

2.15.5 When the traffic assessment is basedentirely on the useof anATSsurveillance system, traffic information will be provided when, inthe opinion of the controller, it is warranted by the proximity of theaircraft to each other.

2.15.6 Having regard to sub-paras 2.15.4 a. and b. above, trafficinformation will be based on aircraft having less than 2,000FTvertical spacing:

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a. in areas where severe turbulence has been reported,b. where aircraft are operating above FL290,c. due to different altimetry rules, at some oceanic limits of

Australian FIRs.D

2.15.7 Traffic information will include relevant factors from the following:

a. the identification of the conflicting aircraft;

b. the aircraft type;

c. route of the aircraft;

d. the last position report received from the aircraft;

e. intentions of the pilot (if known), and, as required;

f. the aircraft’s initial departure track and intended cruising level;

g. inbound track or direction, level and next estimate; and

h. anyother datawhichmayenhance thevalueof the information.

2.15.8 Pilots intercepting broadcasts from aircraft in their vicinity whichare considered to be in potential conflict with their own aircraftmust acknowledge intercept by transmitting own call-sign and, asappropriate, aircraft type, position, actual level and intentions.

2.15.9 Traffic information in respect of military aircraft operating on LJRsmay refer to the flight as “military low jet operations”.

2.15.10 When an aircraft is instructed by an ATS unit to standby for traffic,the pilot should continue to monitor the frequency until trafficinformation is received.

2.16 Surveillance Information Service (SIS) to VFR Flights in ClassE and Class G Airspace

2.16.1 SIS is available, on request, to VFR flights in classes E and GairspacewithinATSsurveillance systemcoverage, subject toATCworkload. The SIS is available to improve situational awarenessand assist pilots in avoiding collisions with other aircraft.

2.16.2 Pilots wishing to receive a SIS must be in direct VHFcommunications with ATC and equipped with a serviceable SSRtransponder or ADS--B transmitter.

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2.16.3 VFR pilots receiving a SIS will be provided with traffic informationand, upon request, position or navigation information.

Note: All information is advisory in nature, and the pilot remainsresponsible for the safe operation of the aircraft. Terrainclearance, aircraft-to-aircraft separation, and obtainingclearances into controlled airspace remain pilot responsibilities.

2.16.4 Pilots of VFR flights receiving a SIS will be provided withinformation about ATS surveillance system observed traffic.However, due to the nature and type of ATS surveillance systemcoverage, not all aircraft will be detected, and not all aircraft areequipped with a SSR transponder or ADS--B transmitter.Consequently, traffic information provided by ATC may beincomplete. Pilots must comply with the see-and-avoidrequirements of CAR163A.

2.16.5 ATC will provide an alerting service for flights receiving a SIS.

2.16.6 On initial contact with ATC, the pilot must advise the ATSsurveillance service required and, if an ongoing service isrequested, include the phrase “REQUEST FLIGHTFOLLOWING”.

2.16.7 When ATC respond to this request, the pilot must advise position,level, and intentions.

2.16.8 TheSIScommencesonATCnotificationof identification, andATCmayalso assign a specific transponder codeprior to, or during, theprovision of the SIS.

2.16.9 If ATC are unable to provide a SIS, the pilot will be advised“SURVEILLANCE SERVICE NOT AVAILABLE”. Requests foremergency assistance should be prefixed by “MAYDAY” (threetimes) or “PAN PAN” (three times), and will receive priority.

Note: Many factors, such as the limitations of radar and ADS--B,volume of traffic, ATC workload and frequency congestion mayprevent ATC fromproviding a surveillance service. The reason fornot providing or continuing to provide the service in a particularcase is not subject to question, nor need it be communicated to thepilot.

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2.16.10 If, following a request for a SIS, a request for flight following is notmade and the requested information has been provided to thepilot, ATC will advise “IDENTIFICATION TERMINATED” toindicate that the surveillance service is terminated.

Note: When ATS surveillance services to VFR flights areterminated, pilots should monitor the ATS frequency appropriateto their area of operation.

2.16.11 If the pilot has requested flight following, the SIS will be providedonanongoing basis, andgenerally limited towithin the controller’sarea of responsibility. However, the SISmay be terminated at anytime by the controller, or by pilot advice.

2.16.12 Whilst receiving a SIS, the pilot must:

a. maintain a continuous listening watch with ATC and adviseprior to leaving the frequency; and

b. advise ATC prior to any changes to track or level.

2.16.13 Approaching theboundaryof the controller’sareaof responsibility,the pilot will generally be advised “IDENTIFICATIONTERMINATED, FREQUENCY CHANGE APPROVED”. If acontinued service is requested, the pilot must advise “REQUESTHAND-OFF FOR FLIGHT FOLLOWING” and, subject to theapproval of the adjacent ATC unit, the pilot will be instructed tochange frequency for continuation of the SIS.

3. ALERTING SERVICE

3.1 An Alerting service will be provided:

a. for all aircraft provided with air traffic control service;b. in so far as practicable, to all other aircraft having filed a flight

plan or otherwise known to the air traffic services; andc. to any aircraft known or believed to be the subject of unlawful

interference.

4. LOWEST SAFE ALTITUDE

4.1 Lowest safe altitudes for IFR flights are published inMAP, NOTAMor AIP Supplement.

4.2 Grid LSALTshavebeendetermined forERCandTAC. OnERC-H,the grid for each LSALT is a square with the dimensions of fourdegrees of latitude by four degrees of longitude. On ERC-L andTAC, the grid squares comprise one degree of latitude by one

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degree of longitude. The Grid LSALT is normally displayed in thecentre of the grid square.

4.3 A pilot using Grid LSALT for obstacle clearance is responsible fordetermining the allowance for navigation error that should beapplied, considering the limitations of the navigation aids ormethod of navigation being used for position fixing. Thisnavigation error allowancemust be applied to the proposed track.The highest Grid LSALT falling within the area covered by thedetermined navigation error must be used.

4.4 For routes and route segments not shown on AIP aeronauticalcharts, the lowest safe altitude must not be less than thatcalculated in accordance with para 4.5 within an area defined inthe following paragraphs 4.8, 4.9 and 4.10.

4.5 The LSALT must be calculated using the following method:a. where the highest obstacle is more than 360FT above the

height determined for terrain, the LSALT must be 1,000FTabove the highest obstacle; or

b. where the highest obstacle is less than 360FT above theterrain, or there is no charted obstacle, the LSALT must be1,360FT above the elevation determined for terrain; exceptthat

c. where the elevation of the highest terrain or obstacle in thetolerance area is not above 500FT, the LSALTmust not be lessthan 1,500FT.

4.6 An aircraft must not be flown under the IFR, lower than thepublished lowest safealtitudeor the lowest safealtitudecalculatedin accordance with this section, except when being assignedlevels in accordance with ATS surveillance service terrainclearance procedures or when being flown in accordance with apublishedDMEarrival, instrumentapproachor holdingprocedure,or except when necessary during climb after departure from anaerodrome, or except during VMC by day (CAR 178 refers).

4.7 If the navigation of the aircraft is inaccurate, or the aircraft isdeliberately flown off track, or where there is a failure of any radionavigation aid normally available, the area to be considered is acircle centred on theDRposition, with a radius of 5NMplus 20%ofthe air distance flown from the last positive fix.

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4.8 For Routes Defined by Radio Navigation Aids or to beNavigated by DR: the area to be considered must be within anarea of 5NM surrounding and including an area defined by linesdrawn from the departure point or en route radio aid, 10.3° eachside of the nominal track (where track guidance is provided by aradio navigation aid), or 15° each side of the nominal track (whereno track guidance is provided) to a limit of 50NMeachside of track,thence parallelling track to abeam the destination and thenconverging by a semicircle of 50NM radius centred on thedestination. On shorter routes,where these lines are displaced byless than 50NM abeam the destination, they shall converge by aradius based on that lesser distance. Where the lines thus drawncome at any time within the coverage of an en route or destinationradio aid the aircraft is equipped to use, they will converge bystraight lines to that aid. The minimum angle of convergencewhich must be used in this case is 10.3 each side of track.

4.9 For Operations with Area Navigation Systems (includingGNSS): the area to be considered must be within an area of 5NMsurrounding and including an area defined by lines drawn from thedeparture point not less than 10.3° each side of the nominal trackto a maximum of 30NM for non--GNSS area navigation systemsand 7NM for GNSS, thence paralleling track to abeam thedestination and converging by a semicircle of 30NM (non--GNSS)or 7NM (GNSS) centred on the destination.

4.10 For Aircraft Flown at Night Under the VFR: the area to beconsidered must be:

a. the area specified in para 4.8 or 4.9 for aircraft navigated bymeans of a radio navigation system; or

b. within a radius of 10NM from any point along the aircraft’snominal track.

However, the pilot of an aircraft who has positively determined byvisual fix that a critical obstruction has been passed maynevertheless descend immediately to a lower altitude, providedthat the required obstacle clearance above significantobstructions ahead of the aircraft is maintained.

4.11 Anaircraftmust not be flownat night under theVFR, lower than thepublished lowest safealtitudeor the lowest safealtitudecalculatedin accordance with this section except:

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a. during take-off and climb in the vicinity of the departureaerodrome;

b. when the destination aerodrome is in sight and descent can bemade within the prescribed circling area of 3NM radius of thedestination; or

c. when being vectored.

4.12 Night Vision Goggles and Obstacle Lighting

4.12.1 Some LED lighting systems, clearly visible to the naked eye, falloutside the combined visible and near--infrared spectrum ofnight--vision goggles. This means that those obstacles will not bevisible to aircrew operating on NVG.

4.12.2 Current aircraft standards allows the “Aviation Red” lightwavelength to range from about 610--700 nm. NVGs approved foroperations in Australia are Class B, which are only sensitive toenergy in the wavelengths ranging from 665 to 930 nm.

4.12.3 As the current number and distribution of LED lighting systems isunknown and will increase in the future, aircrew using NVGs arewarned to use extra caution when flight planning into unknownareas as well as operating near obstacle areas.

5. SAFETY ALERTS AND AVOIDING ACTION

5.1 Introduction

ATC will issue a Safety Alert to aircraft, in all classes of airspace,when they become aware that an aircraft is in a situation that isconsidered to place it in unsafe proximity to:a. terrain;b. obstruction;c. active restricted or prohibited areas; ord. other aircraft.

5.1.1 In surveillance coverage ATC will issue avoiding action advice toan aircraft as a priority, when they become aware that an aircraft isin a situation that is considered to place it at risk of a collision withanother aircraft.

5.1.2 ATCwill not issueaSafetyAlert or avoidingactionadvicewhen thepilot has already advised action is being taken to resolve thesituation or has reported the other aircraft in sight.

5.1.3 ATCwill prefix advice to turn or change level with “suggest” unlessthe alerts are for controlled flights.

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6. CONTINGENCY PROCEDURES -- AIR TRAFFIC SERVICESTEMPORARILY NOT AVAILABLE

6.1 Introduction

6.1.1 When Air Traffic Services are temporarily not available in a givenairspace, the procedures contained in the following paragraphsmay be authorised. Operators/pilots are responsible for obtainingany required changes to their Air Operator’s Certificate (AOC) foroperations in the classes and types of airspace addressed in thefollowing paragraphs. Details of specific procedures will bepromulgated by NOTAM.

6.1.2 Nothing in these procedures precludes the pilot from exercisingresponsibility for safe operations, including separation andcollision avoidance with other aircraft in the air and on theground.

6.2 Airspace Classification

6.2.1 Airspace subject to contingency will retain its ATS classificationexcept that airspace associated with a tower whose hours ofoperation are non continuous will revert to the classificationnormally in place when the tower is closed.

6.3 Enroute Service Not Available

6.3.1 TIBA procedures will apply on published TIBA high and lowfrequencies, except that in Class G airspace other than over thehigh seas, published area VHF frequencies shall be used.

6.3.2 FIS and SAR alerting will be provided as remaining capabilitypermits.

6.4 Approach Control Service Not Available

6.4.1 In Class C terminal airspace and control zones, TIBA procedureswill apply utilising a nominated broadcast frequency. Additionally,mandatory broadcast procedures as specified in para 6.7 shall beadopted.

6.4.2 In terminal airspace and the control zone associated with a ClassD tower, ATS will be in accordance with procedures in force whenthe tower is closed under normal circumstance.


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6.5 Aerodrome Control Service Not Available

6.5.1 At continuous aerodromes, TIBA procedures will apply utilising anominated broadcast frequency. Additionally, mandatorybroadcast procedures as specified in para 6.7 shall be adopted.

6.5.2 At non continuous aerodromes, ATS will be in accordance withprocedures in force when the tower is closed under normalcircumstances.


6.6 Airspace Management

6.6.1 Procedures consistent with Attachment D to ICAO Annex 11 maybe promulgated by NOTAM to assist with management ofoperations in contingency airspace. Procedures may include oneor more of, but not be limited to:a. Programmed take--off and arrival times at locations where

there is a likelihood of high traffic densities occurring;b. additional mandatory broadcast requirements in terminal

airspace;c. nomination of preferred runways;d. a requirement for all operations in Class C terminal areas to be

under the IFR;e. a requirement to operate TCAS and transponder where fitted;

andf. a requirement to display navigation lights.

6.7 Mandatory Broadcast Procedures (ATC Temporarily NotAvailable)

6.7.1 When ATC is temporarily not available, mandatory broadcastprocedures may be specified in addition to TIBA broadcasts andwill be used by pilots to provide advisory traffic information to otheraircraft and to arrangemutual segregation. Mandatory broadcastfrequencies will be notified by NOTAM.

6.7.2 When arriving or departing from an aerodrome where mandatorybroadcast procedures apply, pilots must monitor the appropriatemandatory broadcast frequency. Broadcasts must be made asfollows:

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Situation Phrase

1. BroadcastsWhen a pilot broadcasts intentions.

ALL STATIONS (location)(appropriate information)

2. TaxiTaxiing at an aerodrome.

(aircraft type) TAXIING(location) RUNWAY (number)FOR (destination, or departurequadrant or intention)

3. About to Commence Take-off LINING UP/ROLLING (runwaynumber) TURNING (left/right)TRACKING (quadrant) CLIMBINGTO (level)

4. Departing DEPARTED (location) TRACKING(degrees magnetic) CLIMBINGTO (level) FOR (destination)

5. InboundWhen inbound -- before crossingthe boundary of the area in whichmandatory broadcasts apply.

(Aircraft type) (position reportedas either the radial, bearing orquadrant from the aerodrome)(level) (intentions)

6. Joining the Circuit (Aircraft type) JOINING (positionin circuit) RUNWAY (number)

6.7.3 Pilot discretion should beused inmakingother than theprescribedcalls to assist other traffic; eg, executing a missed approach, orposition in the circuit area, or leaving levels designated on TMAroutes.

7. TRAFFIC INFORMATION BROADCAST BY AIRCRAFT(TIBA)

7.1 TIBA Procedures

7.1.1 TIBA procedures are intended to permit reports and relevantsupplementary information of an advisory nature to be transmittedby pilots for the information of pilots of other aircraft in the vicinity.

7.2 Frequency

7.2.1 Aircraft must maintain a listening watch on the appropriate TIBAfrequency. Where VHF is used for air-ground communicationswith ATS and an aircraft has two serviceable VHF sets, one mustbe tuned to the appropriate ATS frequency and the other to theTIBA frequency.

7.2.2 The appropriate TIBA frequencies are:

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a. at or above FL200, 128.95MHz;b. below FL200:

(1) In Class G airspace other than in oceanic areas, the FIAfrequency;

(2) otherwise 126.35MHz.

7.3 Listening Watch

7.3.1 A listening watch must be maintained on the TIBA frequency 10minutes before entering the designated airspace until leaving thisairspace. For an aircraft taking off from an aerodrome locatedwithin 10minutes flying time of that airspace, listening watchmuststart as soon as practicable after take-off.

7.4 Time of Broadcasts

7.4.1 Broadcasts must be made:

a. 10 minutes before entering the designated airspace or, for anaircraft taking off from an aerodrome located with 10 minutesflying timeof the airspace, as soon aspracticable after take-off;

b. 10 minutes prior to crossing a reporting point;c. 10 minutes prior to crossing or joining an ATS contingency

route;d. at 20 minute intervals between distant reporting points;e. 2 to 5 minutes, where possible, before a change in flight level;f. at the time of a change in flight level; andg. at any other time considered necessary by the pilot.

7.5 Acknowledgement of Broadcasts

7.5.1 Broadcasts should not be acknowledged unless a potentialcollision risk exists.

7.6 Changes of Cruising Level

7.6.1 Cruising level changes should not be made within the designatedairspace, unless considered necessary by pilots to avoid trafficconflicts, for weather avoidance or for other valid operationalreasons.

7.6.2 When changes to cruising level are unavoidable, all availableaircraft lighting which would improve the visual detection of theaircraft must be displayed while changing levels.

7.6.3 Whena change of level is anticipated or initiated, a change of levelreport must be made. When the new level is reached, a report

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advising that the aircraft is maintaining the new level must bemade.

7.7 Collision Avoidance

7.7.1 If, on receipt of a traffic information broadcast from anotheraircraft, a pilot decides that immediate action is necessary to avoidan imminent collision risk to the aircraft, and this cannot beachieved in accordance with the right of way provisions or TCASresolution, the pilot should:

a. unless an alternative manoeuvre appears more appropriate,immediately descend 1000FT if above FL410, or 500FT if at orbelow FL410;

b. display all available aircraft lighting which would improve thevisual detection of the aircraft;

c. as soon as possible, reply to the broadcast advising actionbeing taken;

d. notify the action taken on the appropriate TIBA frequency; ande. as soon as practicable, resumenormal flight level, notifying the

action on the appropriate TIBA frequency.

7.8 Position Reporting

7.8.1 Normal position reporting procedures should be continued at alltimes, regardless of any action taken to initiate or acknowledge atraffic information broadcast.

7.8.2 A position report must bemade on the next CTA/FIA frequency 15minutes prior to leaving airspace in which TIBA procedures applyto obtain a clearance or re-establish SARWATCH on theappropriate ATS frequency.

8. CONTROL OF VEHICULAR AND PEDESTRIAN MOVEMENTON AERODROMES

8.1 Drivers of vehicles which need to operate on the manoeuvringareamustnot seekpermission todoso fromATC,unless thedriverand vehicle holds the appropriate Driver Authority for Use Airsideas issued by the airport operator and/or owner.

8.2 ATC has the authority to issue or to withhold for reasons of traffic,permission for vehicular or pedestrian movement on themanoeuvring area. When it is permitted, such movement will berigidly controlled.

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8.3 All persons, including drivers of vehicles, will be instructed to stopand hold position for radio clearances, or light signal clearances,from the tower before crossing any runway or taxiway, unless theyareonaportionof themanoeuvringareamarkedoff by lights, flagsor other conventional warning signs. In radio advices to aircraft,ATC will identify as distinctly as possible, persons or vehicles onthe manoeuvring area.

8.4 All persons, includingdriversof vehicles, on themanoeuvringareamust stop and hold at all lighted stop bars and may only proceedfurther when a clearance to enter or cross the runway has beenreceived and the stop bar lights have been switched off.

8.5 All persons, includingdriversof vehicles, required toholdshort of arunway,must hold at the appropriate holding point for that runway,or the runway strip edge.

8.6 All persons, including drivers of vehicles, in receipt of a clearancefrom ATC to enter a runway, must hold short of an intersectingrunway except when an instruction “CROSSRUNWAY (number)”has been issued and the stop bar lights, where fitted, have beenswitched off.

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GEN 3.4 COMMUNICATION SERVICES

1. INTRODUCTION

1.1 The following services are provided:a. Radio Navigation,b. Radio Communications, andc. Special Broadcast.

1.2 Details of facilities and services appear in ERSA, DAP andaeronautical charts.

2. RADIO NAVIGATION SERVICE

2.1 General.

2.1.1 The following types of radio aids to navigation operate withinAustralian FIRs:a. MF Non-Directional Beacon (NDB);b. VHF Omni-Directional Radio Range (VOR);c. Distance Measuring Equipment (DME);d. Instrument Landing System (ILS);e. Primary Surveillance Radar (PSR);f. Secondary Surveillance Radar (SSR);g. Global Navigation Satellite System (GNSS) including Global

Positioning System (GPS);h. Tactical Air Navigation System (TACAN) (military locations);i. Automatic Dependent Surveillance -- Contract (ADS--C)

(FANS--1/A); andj. Automatic Dependent Surveillance -- Broadcast (ADS--B)

(1090MHz Extended Squitter).2.2 Identification

2.2.1 Radio navigation aids serving the same location normally radiatethe same identification codes. Further, at ILS/localiserinstallations, the normal identification is preceded by the letter “I”;and at private non-accredited NDBs, a four letter identifier isradiated, the first letter being “X”.

2.3 Non-Directional Beacons

2.3.1 Due to the frequency range available within Australia, a number ofbeacons share the same frequency. Where this occurs, thebeacons are widely spaced geographically.

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2.3.2 Some NDBs have been sited in mountainous country andreflections of the signal can cause bearing fluctuations whichmayoccasionally exceed 10° . Since these fluctuations may tend toobscure the “over the top” indications, other aids should be usedas a check. The rated coverage of these NDBs is generallyreduced to no more than 30NM.

2.4 VHF Omni-Directional Radio Range (VOR)

2.4.1 These aids operate in the frequency band 112 -- 118MHZ. Thetrack radials are designated by their magnetic bearing away fromthe station.

2.5 Distance Measuring Equipment (DME)

2.5.1 Australia uses the international 1,000MHZ system. The systemuses the channels designated in ICAOAnnex10 for operationwiththe VOR frequency selected for the same site. This “pairing”facilitates compatible airborne equipment to display both theDMEand VOR information by the selection of only the VOR frequency.

2.5.2 When specific ICAO requirements are met, collocated DME andVORare said to be “associated” and are shown in AIP documentsas VOR/DME with the VOR frequency. In other cases, a bracketwill be used to indicate collocation of navigation aids.

2.5.3 WhenaDME is not “associated”with theVORat the samesite, it isidentified in NOTAM and AIP documents by its channel numberand suffix with the VOR frequency in parenthesis -- eg, DME 111X(116.4).

2.6 Tactical Air Navigation (TACAN)

TACAN systems are installed at a number of military/joint-useraerodromes. The DME element of the TACAN can be obtained byusing its “paired” VOR frequency.Note: TACAN and VOR installations at joint-user airfields arenever “associated”.TACAN is shown on AIP aeronautical charts by the channelnumber with the “paired” VOR frequency -- eg, TACAN88 (114.1).

2.7 Public Broadcasting Stations

Some broadcast stations are shown on visual navigation chartswhen they may be of value as supplementary aids to navigation.Broadcast station locations and frequencies are published inERSA.

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2.8 Abnormal Operation of Radio Navigation Aids

2.8.1 Users must notify ATS of any abnormal condition in the operationof any radio navigation facility.

2.8.2 Aids not Available for Navigation. Sometimes a facility that isnot suitable for navigation has to be operated for test purposes. Toprovide a warning to pilots in such cases, in addition to NOTAM orverbal advice, the station identifier will either:a. be suppressed; orb. for ILS:

(1) when the localiser is out of service, the glide path will notbe radiated and there will be no identifier; or

(2) when the glide path is out of service, the localiser may beradiated together with the station identification; and

c. for newly installedNDBsor experimental facilities, the identifierXP will be used.

2.9 Remote facilitiesSometimes circumstances necessitate the introduction of astation identification before the aid is notified asbeing available foroperational use. Whilst useof theaid in these circumstancesdoesnot present an operational hazard, navigation by use of the aidmust not be planned until its availability is notified by NOTAM.

2.10 Monitoring of IdentifierIf a station identification is not received or is corrupt, the aid shouldnot be used as the primary means of navigation except when itsserviceability in this condition is confirmed by NOTAM.

2.11 Global Navigation Satellite System (GNSS)2.11.1 GNSS is a worldwide satellite navigation service comprising of

one or more satellite constellations, including GPS, aircraftreceivers and integrity monitoring, augmented as necessary toachieve specific navigational performance.

2.12 Global Positioning System (GPS)2.12.1 GPS is a satellite-based radio navigation system, based on the

World Geodetic System - 1984 (WGS-84) datum, which provideshighly accurate position and velocity information.

2.12.2 Use of GPS for IFR operations is dependent on the USDepartment of Defence GPS Standard Positioning Serviceoperating to its defined full operating capability. Useof this servicetomeet the requirements for a solemeansnavigation systemmustbe in accordance with GEN 1.5 Section 2.

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3. COMMUNICATIONS SERVICES

3.1 Radio Frequencies

3.1.1 General. Air ground communications in Australian FIRs areconducted by radiotelephony in the VHF, UHF and HF bands.Air-to-air communications are normally conducted in the VHFband. The requirements for carriage of radio communicationssystems are contained in GEN 1.5 Section 1. Frequencies arepublished in ERSA. VHF is the primary frequency band, with HFonly being used when outside VHF coverage. Selected VHFfrequencies are published in ERSA and are depicted on AIPAeronautical Navigation Charts. The estimated coverage isshown on Planning Chart Australia (PCA).

3.1.2 UHF is intended primarily for use with military aircraft. At somelocations, re-transmit facilities, which permit UHFandVHFaircraftto copy VHF/UHF transmissions conducted with a common ATSunit, are installed.

3.1.3 HF -- Domestic Operations. The National Aeronautical HFnetwork appropriate to the area of operations is shown in MAP(Charts). In TCTAs and OCAs, the ground organisation maynominate the appropriate International Network to be used byaircraft. For those operations outside VHF coverage, where themaintenanceof acontinuous two-waycommunicationswatchwithan airways operations unit is mandatory, the carriage of suitableHF frequencies is required.

3.1.4 HF -- International Operations. HF networks to be used in orderof preference are:

a. the appropriate international network (SEA3, SP6, IN01); orb. the national network shown in MAP (Charts).

3.1.5 Interpilot Air-to-Air Communication. In accordance withregional agreements, 123.45MHZ is designated as the air-to-airVHF communications channel. Use of this channel will enableaircraft engaged in flights over remote and oceanic areas out ofrange of VHF ground stations to exchange necessary operationalinformation and to facilitate the resolutionof operational problems.

3.1.6 SELCAL is available to appropriately equipped aircraft.Frequencies for this service are listed in ERSA.

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3.2 Certified Air/Ground Radio Service (CA/GRS)

3.2.1 A Certified Air/Ground Radio Service is an aerodrome--basedradio information service, which may operate at non--controlledaerodromes. The service is a safety enhancement facility whichprovides pilots with operational information relevant to theparticular aerodrome. The service is operated by or for theaerodrome operator to published hours, on the CTAF assigned tothe particular aerodrome. It is not an Airservices orRAAF--provided air traffic service.

3.2.2 The CA/GRS does not provide any separation service.

3.2.3 The call-sign of the service is the aerodrome location followed by“Radio”; e.g, “Ayers Rock Radio”. The radio operators of theservice have been certified to meet a CASA standard ofcommunication technique and aviation knowledge appropriate tothe service being provided.

3.2.4 The CA/GRS is provided to all aircraft operating within thedesignated broadcast area for the specific location. Refer toERSA for the location specific designated broadcast areas.

3.2.5 When a CA/GRS is operating, pilot procedures are unchangedfrom the standard non--controlled aerodrome operating andcommunication procedures. ERSA includes location specificinformation relating to procedures.

3.2.6 The operational information provided by a CA/GRS assists pilotsin making informed operational decisions. Pilots retain authorityand responsibility for the acceptance and use of the informationprovided.

3.2.7 Aircraft making the normal inbound or taxiing broadcast receive aresponding broadcast from the CA/GRS operator, conveying thefollowing information:

a. Confirmation of the correct CTAF.b. Current, known, relevant traffic in the vicinity of the aerodrome

and on the manoeuvring area of the aerodrome. Trafficinformation may include some or all of the following:(1) the aircraft type, callsign, position and intention; or(2) where circuit flying is in operation, general advice on the

number of aircraft in the circuit, and position in the circuitif relevant.

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Note: this information is provided as an advisory to pilots in VMCand to assist pilots in arranging self--separation in IMC.c. Weather conditions and operational information for the

aerodrome. The information which may be advised includes:(1) runway favoured by wind or noise abatement,(2) runway surface conditions,(3) wind direction and speed,(4) visibility and present weather,(5) estimated cloud base,(6) aerodrome surface temperature, and(7) aerodrome QNH.

This information will be provided by means of an AutomaticAerodrome Information Service (AAIS) broadcast on a discretefrequency (similar to ATIS) during OPR HR of CA/GRS or onrequest to the CA/GRS operator. Pilots should monitor thepublished AAIS frequency before making the taxiing or inboundbroadcast, and indicate that the AAIS information has beenreceived when making the inbound or taxiing broadcast.d. Other operational information of a local nature, relevant to the

safety of operations at the aerodrome.

3.2.8 The CA/GRS will provide emergency services call--out ifrequested by the pilot in an emergency or, if in the opinion of theoperator, a call--out is warranted.

3.2.9 The weather information provided by the service is derived fromapproved measuring equipment, which meets BoM aeronauticalprecision standards. QNHprovided by aCA/GRSor AAISmay beused to reduce landing, circling and alternate minima inaccordance with ENR 1.5 para 5.3.1 (QNH Sources).

3.2.10 The CA/GRS operator may act as a representative of an airoperator (where formal agreement with the operator has beenestablished) for the purposes of holding SARWATCH.

3.3 UNICOM

3.3.1 Unicom (Universal Communications) is a non-ATScommunications service provided to enhance the value ofinformation normally available about a non-towered aerodrome.

3.3.2 The primary function of the frequency used for UNICOM serviceswhere theUnicom is theCTAF is toprovidepilotswith themeans tomake standard positional broadcasts when operating in the

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vicinity of an aerodrome. Participation in Unicom services mustnot inhibit the transmission of standard positional broadcasts.

3.3.3 Participation in Unicom services relates to the exchange ofinformation concerning:

a. fuel requirements;b. estimated times of arrival and departure;c. aerodrome information;d. maintenance and servicing of aircraft including the ordering of

parts and materials urgently required;e. passenger requirements;f. unscheduled landings to be made by aircraft;g. general weather reports; andh. basic information on traffic.

3.3.4 This information is available to all aircraft during the times that theUnicom is operating.

3.3.5 Weather reports, other than simple factual statements about theweather, may not be provided by Unicom operators unless theyare properly authorised tomakeweather observations underCAR120.

3.3.6 The Unicom operator is solely responsible for the accuracy of anyinformation passed to an aircraft, while the use of informationobtained from a Unicom is at the discretion of the pilot incommand.

3.3.7 Stations providing aUnicomservice are required to be licensed bythe Australian Communications and Media Authority (ACMA).Detailed information regarding the licensing and use of equipmentmay be obtained by contacting the ACA in the appropriate State orTerritory capital city.

3.3.8 Unicom operators must comply with the requirements of CAR 83(2).

3.4 Aerodrome Frequency Response Unit

3.4.1 To assist pilots’ awareness of inadvertent selection of an incorrectVHF frequency when operating into non--towered aerodromes, adevice known as an Aerodrome Frequency Response Unit(AFRU) may be installed. An AFRU will provide an automaticresponse when pilots transmit on the CTAF for the aerodrome atwhich it is installed.

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3.4.2 The features of the AFRU are as follows:

a. When the aerodrome traffic frequency has not been used forthe past five (5) minutes, the next transmission over two (2)seconds long will cause a voice identification to be transmittedin response, eg, “GOULBURN CTAF”.

b. When the aerodrome traffic frequency has been used withinthe previous five (5) minutes, a 300 millisecond tone will begenerated after each transmission over two (2) seconds long.

3.4.3 A series of three (3) microphone clicks within a period of five (5)secondswill also cause theAFRU to transmit a voice identificationfor the particular aerodrome.

3.4.4 In the event that the transmitter in the AFRU becomes jammed fora period of greater than oneminute, the unit will automatically shutdown.

3.4.5 The operation of the AFRU provides additional safetyenhancements by confirming the operation of the aircraft’stransmitter and receiver, the volume setting, and that the pilot hasselected the correct frequency for use at that aerodrome.

3.5 High Frequency Harmful Radio Interference

3.5.1 Domestic aeromobile HF communications in Australia aresometimes subjected to periods of significant radio interference.Consequently, strategies to alleviate this interference are beingactively pursued.

3.5.2 The harmful interference is generally being broadcast in a varietyof foreign languages and is not aviation related. AirservicesAustralia has, therefore, procured a number of tapes withrecorded messages in a variety of languages and dialects. Theseare used, as required, to advise the “target” that they aretransmittingona frequency reserved for aviationcommunications,and that they should cease transmitting.

3.5.3 Tapedmessagesmay run for up to threeminutes. The selection ofwhich message(s) to transmit, and when to transmit, is controlledby ATS staff as detailed in their local instructions. During thebroadcast of recorded messages, the frequency in use will not beuseable by the ATS centre controlling the broadcast, and aircraftwishing to communicate on HF may need to change to analternative frequency, or wait until the broadcast is completed.

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3.5.4 Minor delays in responding to VHF calls may also occur whilst HFbroadcasts are taking place. Broadcasts aremade on a “workloadpermitting” basis and ATS will terminate the broadcast if higherpriority HF or VHF communications are required.

3.6 Telephone Facilities

3.6.1 1-800 Service. 1-800 Service is available for direct-dial calls tospecified ATS units during the published operating hours.

3.6.2 Reverse Charge Calls. Airservices will bear the cost ofoperator-connected calls of an urgent operational nature relatingto aircraft movements, and which should normally be directed tothe ATS unit associated with the airspace in which the aircraft isoperating, viz:

a. notificationof departuresandarrivals asspecified elsewhere inAIP; and

b. requests for ATC clearances and aeronautical informationessential to flight.

ATS unit telephone numbers are listed in ERSA.

3.6.3 Inmarsat Service. Inmarsat has been provided with telephonenumbers to facilitate pilot-initiated telephone communication withATC in Adelaide, Brisbane, Melbourne, Perth and Sydney via theInmarsat Transitional ATS Satellite Voice Service. This systemuses airborne satellite telephone equipment and abbreviateddialling codes to dial ATC facilities around theworld. It is availableonly to aircraft fitted with a Future Air Navigation System (FANS).

Contact with Australian ATS Centres/Terminal Control Units(TCUs) can be made by dialling the following abbreviated diallingcodes:a. Adelaide TCU 450301b. Brisbane Centre 450302c. Melbourne Centre 450303d. Perth TCU 450304, ande. Sydney TCU 450305Non-FANS equipped aircraft fitted with airborne satellitetelephone equipment can contact Australian ATS Centres/TCUsby dialling the full telephone number as follows:a. Adelaide TCU +61 8 8238 7988b. Brisbane Centre +61 7 3866 3868c. Melbourne Centre +61 3 9338 4032

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d. Perth TCU +61 8 9277 1086e. Sydney TCU +61 2 9556 6742Communications using these services are restricted to urgent,non-routine, safety-related matters.

3.7 Recording Of Operational Communications

3.7.1 All ATS units are equipped with automatic recording facilitieswhich record, on magnetic tape, all communications to and fromeach ATS unit, irrespective of the medium used.

3.8 Aeronautical Fixed Telecommunication Network (AFTN)

3.8.1 The AFTN is established primarily for ATS unitintercommunication. However, subject to certain provisos, theAFTNmay be used to transmit messages concerning flight safety,flight regularity, reservation and general operating agencyaspects. Details are available from ATS units.

3.8.2 A matrix of the Australian AFTN circuitry is contained atAPPENDIX 1.

3.9 Special Broadcast Services

3.9.1 ATIS is a continuous transmission, on a discrete frequency or onthe IDENT channel of a VOR or NDB, of the operationalinformation. Details are inGEN 3.3Section 2.7 and frequencies inERSA.

3.9.2 AERIS is a continuous transmission of operational information ona discrete frequency. AERIS is described in GEN 3.3 Section 2.8and in ERSA GEN.

3.9.3 VOLMETbroadcasts contain selectedmeteorological informationon discrete frequencies. Details are in GEN 3.5 Section 7.3 andfrequencies in ERSA.

3.9.4 AWIS broadcasts actual weather conditions on navigation aidsfrom AWS sites which use Bureau of Meteorology AWSequipment. Details are in GEN 3.5 Section 7.4 and frequencies inERSA.

3.10 Aeronautical Codes

3.10.1 Aeronautical codes, including location indicators for Australianaerodromes, are published in ERSA and on aeronautical charts.

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4. RADIOTELEPHONY PROCEDURES

4.1 Introduction

4.1.1 Thecommunication procedures, phraseologies and requirementscontained in this section have been selected to harmonise withICAO, and international practices where applicable. Additionalphrases to supplement where ICAO is silent have been included.

4.1.2 Primary reference documents on radiotelephony are ICAO Doc4444, Doc 9432, and Annex 10. ATS and pilots should refer tothese documents to obtain additional information as necessary.Only procedures appropriate to Australia and commonly usedphrases are contained in this section.

4.1.3 Use of standard phrases for radio telephony communicationbetween aircraft and ground stations is essential to avoidmisunderstanding the intent of messages and to reduce the timerequired for communication.

4.1.4 Where circumstances warrant, and no phraseology is available,clear and concise plain language should be used to indicateintentions.

4.1.5 Phraseologies contained in this section are generic and, althoughprimarily reflecting a controlled airspace environment, pilotsoperating in Class G airspace should use these generic phrasesunless specific Class G phrases are shown.

4.2 General

4.2.1 Symbols and ParenthesesWords in parentheses “( )” indicate that specific information, suchas a level, a place, or a time, etc, must be inserted to complete thephrase, or alternatively, that optional phrases may be used.Words in square parentheses “[ ]” indicate optional additionalwords or information that may be necessary in specific instances.

4.2.2 The following symbols indicate phraseologies which may differfrom those used in an international aviation environment, but arenecessitated by Australian requirements.

S UNIQUE TO AUSTRALIA (ICAO SILENT)Y MILITARY SPECIFIC PHRASEOLOGIES

4.2.3 Phraseologies show the text of message components withoutcall-signs. They are not intended to be exhaustive, and when

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circumstances differ, pilots, ATS and Air Defence personnel, andother ground personnel will be expected to use appropriatesubsidiary phraseologies which should be clear, concise, anddesigned to avoid any possible confusion.

4.2.4 For convenience, the phraseologies are grouped according totypes of air traffic service. However, users should be familiar withand use, as necessary, phraseologies from groups other thanthose referring specifically to the type of air traffic service beingprovided. All phraseologies must be used in conjunction withcall-signs (aircraft, ground vehicle, ATC or other) as appropriate.

4.2.5 Phraseologies for the movement of vehicles, other thantow-tractors on themanoeuvring area, are not listed separately asthe phraseology associated with the movement of aircraft isapplicable. The exception is for taxi instructions, inwhich case theword “PROCEED” will be substituted for the word “TAXI” whenATC communicates with vehicles.

4.3 Transmission Format

4.3.1 When initiating a transmission to ATS, pilots will commence thetransmission with the call-sign of the unit being addressedfollowed by the aircraft call-sign.

4.3.2 The ATS unit will respond using the station’s callsign followed bytheir callsign. In the absence of an instruction to “STAND BY”, thisresponse by the ATS unit is an invitation for the aircraft calling topass their message.

Note: The use of the words “GO AHEAD” is no longer consideredappropriate due to the possibility of misconstruing “GO AHEAD”as an authorization for an aircraft to proceed.

4.3.3 A read-back of an ATS message will be terminated with theaircraft’s call-sign.

4.4 Read-Back Requirements

4.4.1 Pilots must transmit a correct read-back of ATC clearances,instructions and information which are transmitted by voice. Forother than Item a., only key elements of the following clearances,instructions, or information must be read back ensuring sufficientdetail is included to indicate compliance:

a. an ATC route clearance in its entirety, and any amendments;

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b. en route holding instructions;c. any route and holding point specified in a taxi clearance;d. any clearances, conditional clearances or instructions to hold

short of, enter, land on, line-up on, wait, take-off from, cross,taxi or backtrack on, any runway;

e. any approach clearance;f. assigned runway, altimeter settingsdirected to specific aircraft,

radio and radio navigation aid frequency instructions;Note: An “expectation” of the runway to be used is not to be readback.g. SSR codes, data link logon codes;h. level instructions, direction of turn, heading and speed

instructions.

4.4.2 The controller will listen to the read--back to ascertain that theclearance or instruction has been correctly acknowledged andwilltake immediate action to correct any discrepancies revealed bythe read--back.

4.4.3 Reported level figures of an aircraft must be preceded by thewords “FLIGHT LEVEL” when related to standard pressure andmay be followed by the word “FEET” when related to QNH.

4.5 Conditional Clearances

4.5.1 In all cases, a conditional clearance will be given in the followingorder and consist of:

a. identification (call-sign);b. the condition (including position of the subject of the condition);c. the clearance; andd. brief reiteration of the condition, eg:

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)”. (see ENR 1.1 -- 5 para 3.22 )

4.6 Route Terminology

4.6.1 The phrase “FLIGHT PLANNED ROUTE” may be used todescribe any route or portion thereof that is identical to that filed inthe flight notification and sufficient routing details are given todefinitely establish the aircraft on its route.

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4.7 Amended Route or Level

4.7.1 Whenever a situation arises whereby an aircraft, in the initialclearance, is cleared on a route and/or at a level other than thatexpected according to the flight notification, ATS will prefix theroute and/or level details with the term “AMENDED” to alert thepilot that the clearance is different to that expected, eg:a. ATS: “(aircraft call-sign) CLEARED TO (destination)

[AMENDED ROUTE] (route clearance details) [AMENDEDLEVEL] (level)

4.7.2 The prefix “AMENDED” will not be used:a. when an initial level for ATC traffic management purposes has

been issued as part of an airways clearance to an aircraftdeparting an active CTR -- in which case “MAINTAIN” shall beused;

b. during normal progressive climb/descent instructions.

4.7.3 When an issued airways clearance needs to be changed ATS willprefix the new route and/or level details with the term“RECLEARED” to indicate to the pilot that a change has beenmade to the previous clearance and this new clearancesupersedes the previous clearance or part thereof. The level willbe stated in all clearance changes regardless ofwhether a changeto the initially cleared level is made or not. e.g.

a. ATS: “(aircraft call--sign) RECLEARED [TO (destination)][(route clearance details)] (level)“.

4.8 Language

4.8.1 English language must be used for all air-ground RTFcommunications within Australian FIRs unless use of analternative language has been arranged with ATS prior to anyspecific flight.

4.9 Phonetic Alphabet

4.9.1 Radiotelephony pronunciation of the Phonetic Alphabet shall beas follows:

A ALFA AL fah B BRAVO BRAH vohC CHARLIE CHAR lee D DELTA DELL tahE ECHO ECK ho F FOXTROT FOKS trotG GOLF GOLF H HOTEL hoh TELLI INDIA IN dee A J JULIETT JEW leeETTK KILO KEY loh L LIMA LEE mah

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M MIKE MIKE N NOVEMBER no VEM berO OSCAR OSS cah P PAPA pah PAHQ QUEBEC keh BECK R ROMEO ROW me ohS SIERRA see AIR rah T TANGO TANG goU UNIFORM YOU nee form V VICTOR VIK tahW WHISKY WISS key X X-RAY ECKS rayY YANKEE YANG key Z ZULU ZOO loo

4.10 Numerals

4.10.1 Radiotelephony pronunciation of numbers shall be in the phoneticform as follows:

0 ZE--RO 5 FIFE Decimal DAY SEE MAL1 WUN 6 SIX Hundred HUN dred2 TOO 7 SEV en Thousand TOU SAND3 TREE 8 AIT4 FOW er 9 NIN er

4.11 Transmission of Numbers

4.11.1 All numbers used in the transmission of altitude, cloud height,visibility and runway visual range (RVR) information, whichcontain whole hundreds and whole thousands, must betransmitted by pronouncing each digit in the number of hundredsor thousands followed by the word HUNDRED or THOUSAND asappropriate, eg:

ALTITUDES 800 “EIGHT HUNDRED”1,500 “ONE THOUSAND FIVE HUNDRED”6,715 “SIX SEVEN ONE FIVE”10,000 “ONE ZERO THOUSAND”

CLOUD HEIGHT2,200 “TWO THOUSAND TWO HUNDRED”4,300 “FOUR THOUSAND THREE

HUNDRED”VISIBILITY

200 “TWO HUNDRED”1,500 “ONE THOUSAND FIVE HUNDRED”3,000 “THREE THOUSAND”

RUNWAY VISUAL RANGE700 “SEVEN HUNDRED”.

4.11.2 All other numbers must be transmitted by pronouncing each digitseparately, eg:

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FLIGHT LEVELSFL 180 “FLIGHT LEVEL ONE EIGHT ZERO”FL 200 “FLIGHT LEVEL TWO ZERO ZERO”

HEADINGS 150 “ONE FIVE ZERO”080 “ZERO EIGHT ZERO”300 “THREE ZERO ZERO”

WINDDIRECTION 020° “ZERO TWO ZERO DEGREES”

100° “ONE ZERO ZERO DEGREES”210° “TWO ONE ZERO DEGREES”

WIND SPEEDS70KT “SEVEN ZERO KNOTS”

18KT, gusting 30 “ONE EIGHT KNOTS GUSTINGTHREE ZERO”

MACH NUMBER0.84 “DECIMAL EIGHT FOUR”

ALTIMETER SETTING1000 “ONE ZERO ZERO ZERO”1027 “ONE ZERO TWO SEVEN”29.95 “TWO NINE DECIMAL NINE FIVE”

RUNWAY VISUAL RANGE350 “THREE FIVE ZERO”.

Note: For the transmission of numbers in aircraft call-signs, refer to “FLIGHTNUMBER CALL-SIGNS” at Section 4.16

4.12 Time

4.12.1 Australia uses Coordinated Universal Time (UTC) for alloperations. The term “Zulu” is usedwhenATCprocedures requirea reference to UTC, eg:0920 UTC “ZERO NINE TWO ZERO ZULU”0115 UTC “ZERO ONE ONE FIVE ZULU”.

4.12.2 To Convert from Standard Time to Coordinated Universal Time:Eastern Standard Time Subtract 10 hoursCentral Standard Time Subtract 9.5 hoursWestern Standard time Subtract 8 hours.

4.12.3 Note: Daylight Saving is not applied universally across Australiaand is not published in the AIP.

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4.12.4 The 24-hour clock system is used in radiotelephonetransmissions. The hour is indicated by the first two figures andthe minutes by the last two figures, eg:0001 “ZERO ZERO ZERO ONE”1920 “ONE NINE TWO ZERO”.

4.12.5 Timemaybe stated inminutesonly (two figures) in radiotelephonecommunications when no misunderstanding is likely to occur.

4.12.6 Current time in use at a station is stated to the nearest minute inorder that pilots may use this information for time checks.

4.12.7 Control towers will state the time to the nearest half minute whenissuing a taxi clearance to a departing aircraft, eg:0925:10 “TIME, TWO FIVE”0932:20 “TIME, THREE TWO AND A HALF”2145:50 “TIME, FOUR SIX”.

4.13 Standard Words and Phrases

4.13.1 The following words and phrases are to be used in radiotelephonycommunications, as appropriate, and have the meaning given:

Word/Phrase MeaningACKNOWLEDGE Let me know that you have received and

understood this message.AFFIRM Yes.APPROVED Permission for proposed action granted.BREAK I hereby indicate the separation between

portions of the message (to be used wherethere is no clear distinction between the textand other portions of the message).

BREAK BREAK I hereby indicate separation betweenmessages transmitted to different aircraft in avery busy environment.

CANCEL Annul the previously transmitted clearance.CHECK Examine a systemor procedure (no answer is

normally expected).CLEARED Authorised to proceed under the conditions

specified.CONFIRM Have I correctly received the following..? or

Did you correctly receive this message ?CONTACT Establish radio contact with ...CORRECT That is correct.

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CORRECTION An error has been made in this transmission(or message indicated) the correct versionis ...

DISREGARD Consider that transmission as not sent.HOW DO YOUREAD What is the readability of my transmission?

The readability scale is:1. Unreadable2. Readable now and then3. Readable but with difficulty4. Readable5. Perfectly readable.

I SAY AGAIN I repeat for clarity or emphasis.MAYDAY My aircraft and its occupants are threatened

by grave and imminent danger and/or I requireimmediate assistance.

MAINTAIN Continue in accordance with the condition(s)specified or in its literal sense, e.g. “MaintainVFR“.

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 VHFcommunication).

OUT My transmission is ended and I expect noresponse from you (not normally used in VHFcommunication).

PAN PAN I have an urgent message to transmitconcerning the safety of my aircraft or othervehicle or of some person on board or withinsight but I do not require immediateassistance.

READ BACK Repeat all, or the specified part, of thismessage back to me exactly as received.

RECLEARED A change has been made to your lastclearance and this new clearance supersedesyour previous clearance or part thereof.

REPORT Pass me the following information.

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REQUEST I should like to know or I wish to obtain.ROGER I have received all of your last transmission

(under NO circumstances to be used in replyto a question requiringREADBACKor a directanswer in the affirmative or negative).

SAY AGAIN Repeat all or the following part of your lasttransmission

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 a. as a request:

Communication is difficult. Please sendevery word or group of words twice.

b. as information:Sincecommunication isdifficult everywordor group of words in this message will besent twice.

4.14 Ground Station Call-signs

4.14.1 ATS Call-signs

4.14.2 ATSunits are identified by the name of the location followed by theservice available as follows:

CENTRE En route area control, SIS and FIS.APPROACH Approach control where provided as a

separate function.DEPARTURES Departure control where provided as a

separate function.FINAL/DIRECTORSurveillance control providing vectors onto

final approach.TOWER Aerodrome control or aerodrome and

approach control where these services areprovided from an aerodrome control tower,eg: Coffs Harbour.

GROUND Surface movement control.DELIVERY Clearance delivery to departing aircraft.FLIGHTWATCH Flight Information Service.

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4.14.3 The name of the location or the service may be omitted providedthat satisfactory communication has been established.

4.15 Aircraft Call-signs

4.15.1 Improper use of call-signs can result in pilots executing aclearance intended for another aircraft. Call-signs should neverbe abbreviated on an initial contact or at any time when otheraircraft call-signs have similar numbers/sounds or identicalletters/numbers,eg: CHARLIE WHISKY ZULU -- WHISKY CHARLIE ZULU.

4.15.2 Pilots must be certain that aircraft identification is complete andclearly identified before taking action on an ATC clearance. ATSwill not abbreviate call-signs of air carrier or other civil aircrafthaving authorised call-signs. ATS may initiate abbreviatedcall-signs of other aircraft by using the prefix and the last threedigits/letters of the aircraft identification after communications areestablished. The pilot may use the abbreviated call-sign insubsequent contact with ATS. When aware of similar/identicalcall-signs, ATS will take action to minimise errors by:

a. emphasising certain numbers/letters,b. repeating the entire call-sign, egQANTAS451QANTAS451, orc. repeating the prefix, eg QANTAS451 QANTAS, ord. askingpilots to useadifferent call-sign, either temporarily or for

the duration of the flight.Pilots should use the phrase “VERIFY CLEARANCE FOR(complete call-sign)” if doubt exists concerning proper identity.

4.15.3 Civil aircraft pilots may state the aircraft type, model ormanufacturer’s name, followed by the digits/letters of theregistration number, eg:Bonanza CHARLIE ALPHA ECHOCherokee ALPHA BRAVO CHARLIE.

4.16 Flight Number Call-signs -- Using Group Form

4.16.1 Within Australian airspace, “group form” is the preferredmeans oftransmitting call-sign/flight number. Group form should also beusedwithmilitary and other aircraft using a rootword call-sign withnumeric suffix.

4.16.2 Group form is the grouping of numbers into pairs, or where anumber ending in “00” is spoken in hundreds (refer para 4.17). For

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three digit numbers, the second and third numbers are grouped.Examples are as follows:

QLINK 122 QLINK ONE TWENTY TWOQANTAS 1220 QANTAS TWELVE TWENTYCAR 21 CAR TWENTY ONECLASSIC 12 CLASSIC TWELVEVIRGIN 702 VIRGIN SEVEN ZERO TWOBIRDOG 021 BIRDOG ZERO TWENTY ONE

4.16.3 Pilots and ATS should be aware that the preference to use “groupform” does not invalidate any transmissionsmade in conventionalformats. However, to retain the integrity in the communicationbetween ATS and operators, the identification format used shouldbe consistent.

4.16.4 A pilot not using “group form” in establishing communication, butsubsequently addressed by ATS in this format, should adopt theuse of “group form” for the remainder of the flight in Australianairspace.

4.16.5 There is no additional abbreviated form when using flight numbercall-signs. The airline designator and all digits of the call-sign,including leading zeros, must be pronounced.

4.17 Selection of Aircraft Identification Numbers and Suffixes4.17.1 Whenselectinganaircraft identificationnumberor call--sign suffix,

operators should avoid using numbers that correlate with:a. ending in “zero” or “five”, to avoid confusion with headings;b. potential level utilisation (eg. 3000, 500, 350 etc);c. emergency codes (eg. 7600, 7700 etc); andd. numerical aircraft types (eg. 767, 330 etc).

4.17.2 Flight numbers and call--sign suffix numbers should be limited to 2or 3 characters and take into account flight numbers already in useby the operator and other agencies in the intended controlenvironment, operational area or nearby.

4.18 Ground Vehicles4.18.1 Ground vehicles shall be identified by the type of vehicle; eg, car,

truck, tractor, tug, etc, or an ATS approved format, followed by theassigned vehicle number spoken in group form.

eg:TRUCK 12 “TRUCK TWELVE”CAR 23 “CAR TWENTY THREE”.

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4.19 Interchange and Leased Aircraft4.19.1 Controllers issue traffic informationbasedon familiaritywith airline

equipment and colour/markings. When an airline dispatches aflight using another company’s aircraft and the pilot does notadvise the terminal ATC facility, the possible confusion in aircraftidentification can compromise safety.

4.19.2 Pilots flying an “interchange” or “leased” aircraft, not bearing thenormal colours/markings of the company operating the aircraft,should inform the terminal ATC facility (on first contact) of thename of the operating company and aircraft call-sign, followed bythe company name as displayed on the aircraft, and aircraft type,eg: ANSETT THREE ELEVEN, AIR NEW ZEALANDINTERCHANGE (or LEASE), BOEING SEVEN FOUR SEVEN.

4.20 Unmanned Aerial Vehicles

4.20.1 Unmanned Aerial Vehicles (UAV) should select identificationbased on the aircraft manufacturer or model using a maximum ofthree syllables. Numbers may be added. UAV flight planidentification is detailed in ENR 1.10 APPENDIX 2.

4.20.2 Communications on any frequency must use the prefix“UNMANNED” before the call--sign. When the UAV operation isconducted in controlled airspace ATC may vary this requirementafter initial contact.

4.21 Call-signs -- Full and Abbreviated Formats4.21.1 When establishing 2--way communications and for subsequent

communications on any frequency, Australian registered aircraftmust use one of the following callsigns:a. for VH--registered aircraft, the last 3 characters of the

registration marking (eg VH--TQK “TANGO QUEBEC KILO”);or

b. the approved telephony designator of the aircraft operatingagency, followed by the last 3 characters of a VH registrationmarking (eg “QLINK TANGO QUEBEC KILO”); or

c. the approved telephony designator of the aircraft operatingagency, followed by the flight identification (eg “VIRGINEIGHTFIFTY SIX DELTA”); or

d. for recreation--category aircraft, the aircraft type followed bythe last 4 characters of the aircraft’s registration number (eg“JABIRU THIRTEEN FORTY SIX”).

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D4.21.2 When establishing 2--way communications on any frequency,

foreign registered aircraft must use one of the following callsigns:a. the characters corresponding to the registrationmarking of the

aircraft (eg N35826 “NOVEMBER THREE FIFTY EIGHTTWENTY SIX”); or

b. the approved telephony designator of the aircraft operatingagency, followed by the last 4 characters of the registrationmarking of the aircraft (eg “UNITED FIFTY EIGHT TWENTYSIX”); or

c. the approved telephony designator of the aircraft operatingagency, followed by the flight identification (eg “SPEEDBIRDFIFTY FIVE”).

Note: The name of the aircraft manufacturer or aircraft model may be used asa radiotelephonyprefix to thecallsign typementioned in sub-para4.21.1a.and4.21.2a.4.21.3 For foreign registered aircraft, after establishing 2--way

communications, ATS may initiate abbreviated callsigns for thetype stated in 4.21.2a. and 4.21.2b. These callsigns may beabbreviated to:a. the first character of the registration and at least the last 2

characters of the registration marking (eg N35826“NOVEMBER EIGHT TWENTY SIX”);

b. the telephony designator of the aircraft operating agency,followed by at least the last 2 characters of the registrationmarking (eg “UNITED TWENTY SIX”).

Note: For flight planning, all callsigns are limited to 7 characters.4.21.4 In addition to the requirements of 4.21.1 to 4.21.3, the prefix

“HELICOPTER” must be used by rotary wing aircraft when firstestablishing 2--way communications on any frequency (eg:VH-WSO “HELICOPTER WHISKY SIERRA OSCAR”).

4.22 Registration of Radiotelephony Designators4.22.1 Operators wishing to use flight number call-signs must obtain

approval from Airservices Australia. In the first instance, theoperator should contact the appointment listed at para 4.23 andprovide:a. three options for the telephony designator, including an

indication of the operator’s preferred option; andb. three options for a two or three letter designator.

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Note: Airservices Australia approves two letter designators and associatedtelephony only for use within the Australian FIR. Three letter designators andassociated telephony are approved for international use both by AirservicesAustralia and ICAO, and are published within ICAO Doc 8585.

4.22.2 When requesting approval of telephony and two or three letterdesignators, operators should adhere to the following rules:a. The telephony designator should resemble the name of the

aircraft operating agency or its function, and be distinct anddissimilar from any other telephony designators in use (eg,HORIZON).

b. The twoor three letter designator should reflect correlationwiththe telephony designator (eg, HZA).

c. In order to reduce the length of transmission, the telephonydesignator should be brief and comprising, if possible, oneword of two or three syllables.

d. In order to reduce ATC screen clutter, approved two letterdesignators should be used for domestic operations.

4.22.3 Once requests have been processed, Airservices Australia willnotify the operator in writing of the approval alongwith an effectivedate. Approvals will be subject to the operator agreeing to the useof group form.Note: Effective dates usually align with the AIP Book amendmentAIRAC date.

4.23 Approvals Contact Information

4.23.1 Requests for approval to use flight number call-signs, or for moreinformation, should be directed to:ATS IntegritySafety and Assurance, Airservices AustraliaGPO Box 367, CANBERRA ACT 2601E-mail: [email protected]: +61-7--3866 3336

4.24 Call-signs -- Special Task Operations

4.24.1 Aircraft engaged in special task operations, and with theagreement of ATS, may use a call-sign indicative of the nature ofthe task with a numerical suffix (if applicable) (see GEN 3.4 para4.17 ), eg:

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Type of OperationRadio TelephonyDesignator (Call--sign)

Flight PlanDesignator

Police POLAIR POL

Police (Priority) POLAIR RED POLR

Federal Police FEDPOL FPL

Federal Police (Priority) FEDPOL RED FPLR

Ambulance AMBULANCE AM

Rescue Mission RESCUE RSCU

Fire Intelligence Gathering FIRESPOTTER SPTR

Coordination of Firebombing Air-craft

BIRDOG BDOG

Fire Bombing BOMBER BMBR

General Fire Support Tasks(light rotary)

FIREBIRD FBIR

General Fire Support Tasks(medium rotary)

HELITAK HLTK

Remote Sensing Fire Operations FIRESCAN FSCN

NSW Parks and Wildlife Service PARKAIR PKAR

Aerial Survey SURVEY SVY

Media Operations MEDIA MDIA

4.24.2 Call--sign suffix numbers are allocated as follows:

NSW/ACT -- commencing with 2 (eg. 201, 214, 223);VIC -- commencing with 3; QLD -- commencing with 4;SA -- commencing with 5; WA -- commencing with 6;TAS -- commencing with 7; NT -- commencing with 8;Defence -- commencing with 9.

Use of these numbers will ensure aircraft transiting state bordersutilising the same callsign prefix do not duplicate an existingcallsign suffix number or flight plan.

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5. PHRASEOLOGIES5.1 Traffic Alert and Collision Avoidance System (TCAS), Safety

Alerts and Avoiding ActionCircumstances Phraseologies

* Denotes pilot transmission1. Level Changes, Reports /

Ratesa flight crew starts to deviatefrom any ATC clearance or in-struction to comply with anACAS resolution advisory (RA)(pilot and controller inter-change)

a.* TCAS RA

b. ROGER

after the response to an ACASRA is completed and a returnto the ATC clearance or in-struction is Initiated(pilot and controller inter-change)

c.* CLEAR OF CONFLICT RE-TURNING TO (assigned clear-ance)

d. ROGER (or alternative instruc-tions)

after the response to an ACASRA is completed and the as-signed ATC clearance or in-struction has been resumed(Pilot and Controller inter-change)

e.* CLEAR OF CONFLICT (as-signed clearance) RESUMED

f. ROGER (or alternative instruc-tions)

after an ATC clearance or in-struction contradictory to theACAS RA is received, theflight crew will follow the RAand inform ATC directly(Pilotand Controller interchange)

g.* UNABLE TO COMPLY, TCASRA

h. ROGER

2. Safety Alertlow altitude warning

SAFETY ALERT (followed by) --a. LOW ALTITUDE WARNING,

CHECK YOUR ALTITUDEIMMEDIATELY, QNH IS(number) [(units)]. [THEMINIMUM SAFE ALTITUDE IS(altitude)].

terrain alert b. TERRAIN ALERT, CHECKYOUR ALTITUDEIMMEDIATELY (suggestedpilot action if possible)

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traffic alert c. TRAFFIC (number) MILESOPPOSITE DIRECTION/CROSSING LEFT TO RIGHT/RIGHT TO LEFT (levelinformation).

avoiding Action advice --surveillance airspace

d. AVOIDING ACTION,[SUGGEST] TURN LEFT/RIGHT IMMEDIATELYHEADING (three digits)TRAFFIC ([LEFT/RIGHT]number) O’CLOCK (distance)MILES OPPOSITEDIRECTION/CROSSINGLEFT TO RIGHT/RIGHT TOLEFT (level information).

e. AVOIDING ACTION,[SUGGEST] CLIMB/DESCEND IMMEDIATELY TO(level) TRAFFIC [LEFT/RIGHT] (number) O’CLOCK(distance) MILES OPPOSITEDIRECTION/CROSSINGLEFT TO RIGHT/RIGHT TOLEFT (level information).

Note: Where clock codes are usedto provide the relative bearing,the prefix left/right is optional.

5.2 Status of Restricted Areas

Circumstances Phraseologies* Denotes pilot transmission

When in use:

RA1 or RA2

RA1, RA2 or RA3

a. RESTRICTED AREA (number)ACTIVE, followed by:SCLEARANCE REQUIREDorSAVAILABLE FOR TRANSITorSAVAILABLE UNTIL TIME (time)orSCLEARANCENOTAVAILABLEorSRELEASED TO (civil ATS unit)orS...(other qualification as appro-priate)

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Unauthorised deviation intoactive restricted area

b. HAZARDOUS ACTIVITIES AREOCCURING, UNABLE TOISSUECLEARANCEPROCEEDAT YOUR OWN RISK

5.3 Emergency DescentCircumstances Phraseologies

* Denotes pilot transmission

a.* EMERGENCY DESCENT(intentions)

b. EMERGENCY DESCENT AT(significant point or location) ALLAIRCRAFT BELOW (level)WITHIN (distance) OF(significant point or navigationaid) [LEAVE IMMEDIATELY][(specific instructions as to direc-tion, heading or track, etc)]

5.4 SARWATCH5.4.1 SARTIME


1. SARTIME nomination a.* SARTIME detailsb. STANDBY or (callsign)c.* SARTIME FOR DEPARTURE

(or ARRIVAL) [location] (time)2. SARTIME cancellation a.* SARTIME details

b. STANDBY or (callsign)c.* (position/location) CANCEL

SARTIME3. SARTIME amendment a.* SARTIME details

b. STANDBY or (callsign)c. As required, including specific

phrases nominated above ifapplicable.

5.4.2 SARWATCH Other Than SARTIME


1. Departure Reportsto initiate a SARWATCH whencommunication on the groundis not available.

Sa.* AIRBORNE (location)

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2. Flight & Arrival Reports

form of acknowledgement toCANCEL SARWATCHwhen the ATS unit acceptingthe arrival report is other thanthe unit addressed

Sa.* (position) CANCEL SAR-WATCH [ADVISE (unit) if ap-propriate]

Sb. SARWATCH CANCELLED[WILCO (unit)]

Sc. [location] SARWATCH TERMI-NATED

Sd. ROGER (identity of unit ac-knowledging)

5.5 General Phrases


1. Description of Levels(subsequently referred to as“(level)”

a. FLIGHT LEVEL (number) orb. (number) [FEET]

2. Level Instructions

when there is an expectationthat the aircraft will maintainthe level or to eliminate confu-sion, the instruction “ANDMAINTAIN” shall be included

a. CLIMB (or DESCEND)followed as necessary by:(i) TO (level)(ii) TO AND MAINTAIN (level)(iii) TO REACH (level) AT

(or BY) (time or significantpoint)

(iv) TO (level) REPORTLEAVING (or REACHINGor PASSING orAPPROACHING) (level)

(v) AT (number) FEET PERMINUTE [MINIMUM (orMAXIMUM)]

when rate is required to be inaccordance with “STANDARDRATE” specifications (vi) AT STANDARD RATE

when advising expectation of alevel requirement

b. EXPECT A REQUIREMENTTO REACH (level) BY (time orposition) followed as neces-sary by (a)

c. STEP CLIMB (or DESCENT)(aircraft identification) ABOVE(or BENEATH) YOU

d. REQUEST LEVEL CHANGEFROM (name of unit) AT (timeor significant point)

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e. STOP CLIMB (or DESCENT)AT (level)

f. CONTINUE CLIMB (or DE-SCENT) TO [AND MAINTAIN](level)

g. EXPEDITE CLIMB (or DE-SCENT) [UNTIL PASSING(level)]

h. EXPECT CLIMB (or DE-SCENT) AT (time or location)

pilot requesting a change oflevel

i.* REQUEST CLIMB (or DE-SCENT) [AT (time or lo-cation)] [TO (level)]

to require action at a specifictime or place

j. IMMEDIATELYk. AFTER PASSING (significant

point)l. AT (time or significant point)

to require action when con-venient

m. WHEN READY(instruction)

when a pilot is unable to com-ply with a clearance or in-struction

n.* UNABLE TO COMPLY

when a descent clearance isissued in relation to the DMEsteps

So. DESCEND TO (level) NOTBELOW DME STEPS

when a pilot is assigned andrequired to maintain separa-tion with a sighted aircraft

Sp. MAINTAIN SEPARATIONWITH (or PASS BEHIND orFOLLOW) (aircraft type oridentification) [instructions orrestriction]

Pilot reporting aircraft is notRVSM-approved whenrequesting a clearance into,transit through, or flight levelchange within, the RVSM flightlevel band (FL290 to FL410inclusive).orPilot reporting failure ofmandatory equipment thatrenders the aircraft no longerRVSM compliant.

q.* [(level or requested level)]NEGATIVE RVSM (reason ifapplicable)

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ATC requesting confirmationof navigation approval.

Sr.* CONFIRM (approval)APPROVED

Ss.* AFFIRM (or NEGATIVE) (ap-proval)

Pilot of IFR flight requests toclimb/descend VFR

t.* REQUEST VFR CLIMB (orDESCENT) [TO (level)]

u.* CLIMB (or DESCEND) VFR to(level)

IFR separation is availablefor part of the climb/descent

v. CLIMB (or DESCEND) [TO(assigned level)] followed asnecessary by:(i) CLIMB (or DESCEND)

VFR BETWEEN (level)AND (level)]

(ii) CLIMB (or DESCEND)VFR BELOW(or ABOVE) (level)

3. Maintenance of Specified Le-velsNote: The term “MAINTAIN”must not to be used in lieu of“DESCEND” or “CLIMB” wheninstructing an aircraft tochange level

a. MAINTAIN (level) [TO (signific-ant point)] [condition]

4. Use of Block Levels

established in thelevel range

Sa.* REQUEST BLOCK LEVEL(level) TO (level)

Sb. CLIMB (or DESCEND) TOAND MAINTAIN BLOCK(level) TO (level)

Sc. MAINTAIN BLOCK (level) TO(level)

Use of Block Levels (Con’t)cancelling block level clear-ance

Sd. CANCEL BLOCK CLEAR-ANCE. CLIMB (or DESCEND)TO AND MAINTAIN (level)

5. Specification of Cruising Le-vels

a. CROSS (significant point) AT(or ABOVE, or BELOW) (level)

b. CROSS (significant point) AT(time) OR LATER (or BE-FORE) AT (level)

reply to cruise climb request c. CRUISE CLIMB NOT AVAIL-ABLE [reason]

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6. Where an aircraft operation re-quires random climb and de-scent at and below (or at andabove) a specified level.

Sa. OPERATE NOT ABOVE (orBELOW) (level)

7. Termination of Control Ser-vices

a. CONTROL SERVICE TERMI-NATED [DUE (reason)]

5.6 Frequency ManagementNote: For aircraft in the heavy or super wake turbulencecategories, the word ”SUPER” or “HEAVY” shall be includedimmediately after the aircraft call--sign in the initial radiotelephonycontact with the approach control unit or aerodrome control toweron departure and arrival.Circumstances Phraseologies

* Denotes pilot transmission1. Transfer of Control and/or Fre-

quency ChangeNote: An aircraft may be re-quested to “STAND BY” ona frequency when the intentionis that the ATS unit will initiatecommunications, and to “MO-NITOR” a frequency when in-formation is being broadcastthereon.

an IFR pilot changing to theCTAF

a pilot contacting next fre-quency when on a heading

when a pilot/ATC broadcastsgeneral information

when a pilot broadcasts lo-cation specific general in-formation

a. CONTACT (unit call-sign) (fre-quency)

b.* (frequency)c. AT (or OVER) (time or place)

CONTACT (unit call-sign) (fre-quency)

d. IF NO CONTACT (instruc-tions)

e.* REQUEST CHANGE TO (fre-quency) (service)

f. FREQUENCY CHANGE AP-PROVED

g. MONITOR (unit call-sign) (fre-quency)

h.* MONITORING (frequency)i. REMAIN THIS FREQUENCYj. STAND BY FOR (unit call

sign) (frequency)

S.k.* CHANGING TO (location)CTAF (frequency)

l.* HEADING (as previously as-signed)

m.* ALL STATIONS (appropriateinformation)

Sn.* (location) TRAFFIC (appropri-ate information) (location)

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2. Flights Contacting ApproachControlnot identified or proceduraltower

Sa.* (distance) MILES [DME] [RA-DIAL (VOR radial) or (com-pass quadrant from aero-drome, eg: SOUTH / SOUTHEAST, etc)] followed as neces-sary by:(i) MAINTAINING (orDESCENDING) TO (level)

if visual approach can bemade

(ii) VISUAL

3. Change of Call-signto instruct an aircraft tochange call-sign

a. CHANGE YOUR CALL-SIGNTO (new call-sign) [UNTILFURTHER ADVISED]

to advise an aircraft to revertto the call-sign indicated in theflight notification to ATS

b. REVERT TO FLIGHT PLANCALL-SIGN (call-sign) (AT(significant point))

4. After landing a. CONTACT GROUND [fre-quency]

b. WHEN VACATED CONTACTGROUND [frequency]

5.7 Traffic InformationCircumstances Phraseologies

* Denotes pilot transmission1. Traffic Information

pilot request for traffic informa-tion

a.* REQUEST TRAFFIC

to pass traffic information Sb. NO REPORTED (IFR)TRAFFIC

c. [IFR] TRAFFIC (relevant in-formation) [REPORT SIGHT-ING]

d. [ADDITIONAL] [IFR] TRAFFIC(direction) BOUND (type of air-craft) (level) ESTIMATED (orOVER) (significant point) AT(time)

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to acknowledge traffic informa-tion

e.* LOOKINGf.* TRAFFIC IN SIGHTg.* NEGATIVE CONTACT (re-

asons)

interception of relevant trafficinformation transmitted byother aircraft or ATS facility

Sh.* COPIED (call-sign of trafficintercepted)

2. Advice of Military Aircraft Con-ducting Abrupt Vertical Ma-noeuvres

Sa. ABRUPT VERTICAL MA-NOEUVRES AT (position) UPTO (level)

3. Advice of Military low JetOperations Known to be Tak-ing Place

Sa. MILITARY LOW JET OPER-ATIONS (relevant information)

5.8 Meteorological Information


1. Meteorological ConditionsNote: Wind is always ex-pressed by giving the meandirection and speed and anysignificant variations.

a. [THRESHOLD] WIND(number) DEGREES (number)KNOTS

b. WIND AT (height/altitude/flightlevel) (number) DEGREES(number) KNOTS

c. WIND AT UP WIND END(number) DEGREES (number)KNOTS

d. VISIBILITY (distance) (direc-tion)

1. Meteorological Conditions e. RUNWAY VISUAL RANGE(RVR) or RUNWAYVISIBILITY (RV) [RUNWAY(number)] (distance) (for RVassessments -- ASSESSEDAT TIME (minutes))

During RVR/RV operationswhere an assessment is notavailable or not reported.

f. RUNWAY VISUAL RANGE(RVR) or RUNWAYVISIBILITY (RV) [RUNWAY(number)] NOT AVAILABLE(or NOT REPORTED).

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Where multiple RVR/RV ob-servations are made.

Note 1. Multiple RVR/RV observa-tions are always representa-tive of the touchdown zone,midpoint zone and the roll--out/stop end zone, respectively.

Note 2. Where reports for three lo-cations are given, the indica-tion of these locations may beomitted, provided that the re-ports are passed in the orderof touchdown zone, followedby the midpoint zone and end-ing with the roll--out/stop endzone report..

g. RUNWAY VISUAL RANGE(RVR) or RUNWAYVISIBILITY (RV) RUNWAY(number) (first position) (dis-tance) (units), (second posi-tion) (distance) (units), (thirdposition) (distance) (units) (forRV assessments --ASSESSED AT TIME(minutes))

When RVR/RV information onany one position is not avail-able this information will be in-cluded in the appropriate se-quence.

h. RUNWAY VISUAL RANGE(RVR) or RUNWAYVISIBILITY (RV) RUNWAY(number) (first position) (dis-tance) (units), (second posi-tion) NOT AVAILABLE, (thirdposition) (distance) (units) (forRV assessments --ASSESSED AT TIME(minutes))

i. PRESENT WEATHER (de-tails)

j. CLOUD (amount, [type] andheight of base) (or SKYCLEAR)

Note: CAVOK pronouncedCAV--0H--KAY

k. CAVOK

l. TEMPERATURE [MINUS](number) (and/or DEWPOINT[MINUS] (number))

m. QNH (number) (units)

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n. MODERATE (or SEVERE)ICING (or TURBULENCE) [INCLOUD] (area)

o. REPORT FLIGHT CONDI-TIONS

unless responding to a requestfor turbulence or icing informa-tion

Sp. * IMC (or VMC)

5.9 Reports and Information


1. Position ReportingNote: Phrases for use in enroute position and MET re-ports are listed in GEN 3.4APPENDIX 2.

a. NEXT REPORT AT(significantpoint)

2. Additional Reports a. REPORT PASSING (signific-ant point)

to request a report at a speci-fied place or distance

b. REPORT [GNSS] (distance)FROM (name of DME station)DME (or reference point)

c. REPORT PASSING (three di-gits) RADIAL (name of VOR)VOR

to request a report of presentposition

d. REPORT DISTANCE FROM(significant point)

e. REPORT DISTANCE FROM(name of DME station) DME

when descending a non-DMEequipped aircraft to LSALTabove CTA steps

Sf. REPORT PASSING CON-TROL AREA STEPS FORFURTHER DESCENT

the pilot will give this onlywhen satisfied that the CTAstep has been passed, allow-ing for navigational tolerances.

Sg.* INSIDE (distance of a CTAstep as shown on ERC)MILES

3. Aerodrome Information a. RUNWAY (number) (condition)b. LANDING SURFACE (condi-

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c. CAUTION (WORK IN PRO-GRESS) (OBSTRUCTION)(position and any necessaryadvice)

d. BRAKING ACTION RE-PORTED BY (aircraft type) AT(time) GOOD (or MEDIUM, orPOOR)

e. RUNWAY (or TAXIWAY) WET[or DAMP, WATER PATCHES,FLOODED (depth)]

4. Information to Aircraftwake turbulence

a. CAUTION(i) WAKE TURBULENCE

jet blast on apron or taxiway (ii) JET BLAST

propeller-driven aircraftslipstream

(iii) SLIPSTREAM

helicopter downwash (iv) DOWNWASH

5. Pilot Initiated Waiver of WakeTurbulence Separation Stan-dards

Sa.* ACCEPT WAIVER

6. Notification by Pilot of Ap-proved GPS Failing to MeetRAIM Requirements for Navi-gationNotification by Pilot of Ap-proved GPS Resuming Oper-ation with RAIM

Sa.* RAIM FAILURE

Sb.* RAIM RESTORED

7 GNSS status a. CONFIRM NAVIGATIONGNSS

5.10 Clearances


1. Clearances

If the route and/or level issuedin the initial airways clearanceis not in accordance with theflight Plan

a.* REQUEST CLEARANCE

b. CLEARED TO

c. CLEARED TO (destination)[AMENDED ROUTE] (routeclearance details) [AMENDEDLEVEL] (level)

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If an airways clearance isamended en route

when theclearance is relayedbya third party; e.g. pilot/FLIGHTWATCH (ATC excepted)

d. RECLEARED [TO (destina-tion)] [(route clearance de-tails)] (level)

e. (name of unit) CLEARS (air-craft identification)

when clearance will be issuedsubject to a delay

when clearance will be issuedat a specified time or place

when a clearance will not beavailable

f. REMAIN OUTSIDE CLASS(airspace class) [AND (air-space class)] AIRSPACE ANDSTANDBY

g. REMAIN OUTSIDE CLASS(airspace class) [AND (air-space class)] AIRSPACE, EX-PECT CLEARANCE AT(time/place)

h. CLEARANCE NOT AVAIL-ABLE, REMAIN OUTSIDECLASS (airspace class) [AND(airspace class)] AIRSPACE

when a deviation from clearedroute is requested

Si. DEVIATE UP TO (distance)MILES LEFT (or RIGHT) OFROUTE (or TRACK)

when clearance for deviationcannot be issued

j. UNABLE, TRAFFIC (direction)BOUND (type of aircraft) (leve-l) ESTIMATED (or OVER) (sig-nificant point) AT (time) CALL-SIGN (callsign) ADVISEINTENTIONS

when a weather deviation hasbeen completed and onwardsclearance is requested

k. *CLEAR OF WEATHER[REQUEST(route clearance)]

when a weather deviation hasbeen completed and the air-craft has returned to itscleared route

l. * BACK ON ROUTE(or TRACK)

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when subsequent restrictions/requirements are imposed inaddition to previous restric-tions/requirements to be com-plied with

Sm. FURTHER REQUIREMENT

n. [RE] ENTER CONTROLAREA (or ZONE) [VIA (sig-nificant point)] AT (level) (AT(time))

o. LEAVE CONTROL AREA (orZONE) AT (level) (or CLIMB-ING, or DESCENDING)

p . LEAVE AND RE--ENTERCONTROLLED AIRSPACE AT(level) (or CLIMBING TO (level),or DESCENDING TO (level) orON (type of approach))

q. JOIN (specify) AT (significantpoint) AT (level) [AT (time)]

2. Indication of Route and Clear-ance Limit

a. FROM (place) TO (place)b. TO (place) followed as neces-

sary by:(i) DIRECT(ii) VIA (route and/or reporting

points)(iii) VIA FLIGHT PLANNED

ROUTE(iv) VIA (distance) ARC (direc-tion) OF (name of DME sta-tion) DME

c. (level or route) NOT AVAIL-ABLE DUE (reason) ALTER-NATIVE[S] IS/ARE (levels orroutes) ADVISE

issuing a specific clearancelimit

Sd. CLEARANCE LIMIT (place/-aid)

issuing a SID Se. (identifier) DEPARTUREwhen a pilot requests, orATC issues a visualdeparture in lieu of a SID

Sf. [clearance details] VISUALDEPARTURE

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3. When a Clearance has beenCancelled

Sa. CANCEL CLEARANCESb.* CANCEL CLEARANCE

4. When a SID has been Can-celled

Sa. CANCEL SID (instructions)

5. Change of Flight Rulescancelling or suspending IFR(to be initiated only by thepilot)

resuming IFR

Sa.* CANCEL IFR, REQUEST(intention)

Sb. IFR CANCELLED OPERATEVFR (instruction or clearance)

Sc. REQUEST IFR CLEARANCE[AT (time or place)] (IFR level)

6. Requesting Clearancewhen notification of flight de-tails has not been submitted toATS

Sa.* FLIGHT DETAILS [INBOUNDor FOR (DEPARTURE orTRANSIT)]

flight details to be passed afterATS response

Sb.* (Aircraft type) (position) (routein controlled airspace and nextestimate) (preferred level)

if clearance cannot be issuedimmediately upon request)

Sc. EXPECT CLEARANCE AT(time or place)

if giving warning of clearancerequirement

Sd.* EXPECT CLEARANCE RE-QUEST (aircraft type) VFR (ifappropriate) FOR (destina-tion) VIA (pointoutside controlled airspace atwhich clearance will be re-quested) ESTIMATE (estimateat destination) AT (altitude pro-posed for entry to controlledairspace)

when requesting IFR Pick-up Se.* REQUEST IFR PICK-UP7. Pilot of IFR flight requests to

climb to VFR-on-topa.* REQUEST VFR--ON--TOPb. CLIMB TO [(level)] AND

REPORT REACHINGVFR-ON-TOP, TOPSREPORTED (level), or NOTOPS REPORTS

Pilot of an IFR flight isestablished VFR-on-top

c.* VFR-ON-TOP

d. MAINTAIN VFR ON TOP

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Where vertical restrictionsapply

Pilot request to cancelVFR-on-top

Note:Full IFR separation is appliedwhen ATC re-clears theaircraft to maintain an IFRlevel

e. MAINTAIN VFR-ON-TOP ATORBELOW/ABOVE/BETWEEN(level(s))

f.* REQUEST (IFR level)

g. MAINTAIN (IFR level)

8. VFR Departure:Pilot of IFR flight requestsVFR departure

Pilot of IFR flight approvedto depart VFR wishing torevert to IFR

Note: The pilot is responsible forseparation until IFRseparation can be applied byATC

Pilot of IFR flight havingdeparted VFR, on firstcontact with ATC enteringClass G airspace

Note: Pilots wishing to continueVFR should CANCEL IFR.See sub--para 5 above.

Sa. *REQUEST VFRDEPARTURE

Sb. VFR DEPARTUREAPPROVED

Sc. *REQUEST IFRCLEARANCE [AT (time orplace)] (IFR level)

Sd. *RESUMING IFR

9. Parachute Operations:Clearance for parachutists toexit the aircraft and transitRestricted Area(s) or ClassesA, C or D airspace

a. CLEAR TO DROP

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5.11 STAR


1. Notification of STARClearance availability (on firstcontact) when associated witha frequency transferNotification of STARClearance availability whenNOT associated with afrequency transfer

a. EXPECT STARCLEARANCE

b. STAR CLEARANCEAVAILABLE

2. Initiation of vectoringprior to issuing of STAR

a. TURN LEFT (or RIGHT)HEADING (three digits)FOR SEQUENCING(or SEPARATION),EXPECT (STAR orTransition Route identifier)IN (number) MILES(or AT (position))

3. Issuing STAR Clearance orre--issuing a STAR prior tocommencement of a STAR ortransition

a. (STAR identifier) [(name)TRANSITION][RUNWAY(number)](assigned level)

4. When resuming a STAR oncompletion of vectoring orcancellation of holding

a. RESUME STAR [Transitionrestrictions/requirements]

5. Cancel STAR levelrequirements

a. CANCEL STAR LEVELRESTRICTION(S) [AT (point)]

6. Cancel STAR speedrequirements

a. CANCEL STAR SPEEDRESTRICTION(S) [AT (point)]

7. When a STAR has beenCancelled

a. CANCEL STAR (instructions)

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5.12 Approach and Area Control ServicesCircumstances Phraseologies

* Denotes pilot transmission1. Departures Instructions a. TRACK (three digits) DE-

GREES [MAGNETIC] TO (orFROM) (significant point)[UNTIL (time) (or REACHING)(fix or significant point orlevel)]

2. Approach Instructions

RNAV (GNSS) (or RNPAPCH) approach via an IAWP

RNAV (GNSS) (or RNPAPCH) approach via an IF

RNAV (RNP) (or RNP ARAPCH) approach where an air-craft has been subject to vec-toring or random tracking andis subsequentlyre--cleared direct to the IAFand the resulting track changeat the IAF is greater than 30degrees.

Sa. CLEARED DME (or GNSS, orGPS) ARRIVAL [SECTOR(identifying letter of the sec-tor)]

b.* REQUEST [STRAIGHT-IN](chart title) APPROACH

c. CLEARED [STRAIGHT--IN](chart title) APPROACH [FOL-LOWED BY CIRCLING TORUNWAY (number)]

d.* REQUEST (chart title) AP-PROACH VIA (last two lettersof the IAWP identifier)

Se. CLEARED (chart title) AP-PROACH VIA (last two lettersof the IAWP identifier)

f. COMMENCE APPROACH AT(time)

g.* REQUEST (chart title)APPROACH VIA (last twoletters of the IF identifier)

h. TRACK DIRECT (last twoletters of the IF identifier)CLEARED (chart title)APPROACH

i. TRACK DIRECT TO (IAFidentifier) TRACK VIA (charttitle) MAINTAIN (or DESCENDTO) (level) REPORTESTABLISHED

j.* ESTABLISHEDk. CLEARED (chart title)

APPROACH

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Note: The chart title for theprocedure must be used.Except for circling approaches,the procedure suffix may beomitted when no possibility ofconfusion exists. The words(GNSS) or (RNP) do not needto be included in the RNAVapproach request orclearance.

3. Where a temporary levelrestriction is to be imposed.(Applicable to civil aircraftduring practice approachesin VMC; or MIL aircraft NPA,or precision if clearance willallow maintain descent inaccordance with procedure)

Sa. TRACK VIA (chart title) AP-PROACH NOT BELOW (level)

pilot to advise when able toconduct a visual approach

b. REPORT VISUALc. REPORT RUNWAY [LIGHTS]

IN SIGHTd. REPORT (significant point)

[OUTBOUND or INBOUND]visual approach e. CLEARED VISUAL AP-

PROACHvisual approaches by night Sf. WHEN ESTABLISHED (posi-

tion) CLEARED VISUAL AP-PROACH

when including a VFRclimb/descent instruction:

-- when VFR descentclearance applies for theentire approach

-- when VFR descentclearance applies for aportion of the approach

g. DESCEND VFR, CLEARED(chart title) APPROACH

h. CLEARED (chart title) AP-PROACH DESCEND VFRABOVE (or BETWEEN)(level(s))

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4. Holding Instructionsvisual

published holdingprocedure over a way-point,facility or fix

when pilot requires an oraldescription of holdingprocedure based on afacility

a. HOLD VISUAL [OVER] (posi-tion)

b. HOLD AT (way--point, facilityor fix) (level) EXPECT AP-PROACH (or FURTHERCLEARANCE) AT (time)

c.* REQUEST HOLDING IN-STRUCTIONS

d. HOLD AT (way-point, facility orfix) (call-sign and frequency, ifnecessary) (level) INBOUNDTRACK (three digits) DE-GREES RIGHT (or LEFT)HAND PATTERN, OUT-BOUND TIME (number) MIN-UTES (additional instructions,if necessary)

e. HOLD ON THE (three digits)RADIAL OF THE (name)VOR/TACAN (call-sign andfrequency, if necessary) AT(distance) DME (or BETWEEN(distance) AND (distance)DME) (level) INBOUNDTRACK (three digits) DE-GREES RIGHT (or LEFT)HAND PATTERN (additionalinstructions, if necessary)

5. To advise ATC of MinimumFuel statusATC will acknowledge thisadvice and ensure that noadditional traffic delays areprovided and no changes toclearances will be issued

a.* MINIMUM FUEL

b. MINIMUM FUELACKNOWLEDGED [NODELAY EXPECTED orEXPECT (delay information)]

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Note: Advice of fuel statusmust be made to eachsubsequent ATC sector onfrequency transfer and ATCwill acknowledge the status.

6. To advise ATC of EmergencyFuel status

a.* MAYDAY, MAYDAY, MAYDAYFUEL

b. MAYDAY FUELACKNOWLEDGED

7. Expected Approach Time a. NO DELAY EXPECTEDb. EXPECTED APPROACH

TIME (time)5.13 Phraseologies to be used related to CPDLC


1. Operational Status

failure of CPDLC a. [ALL STATIONS] CPDLC FAIL-URE (instructions).

failure of a single CPDLC mes-sage

b. CPDLC MESSAGE FAILURE(appropriate clearance, instruc-tion, information or request)

to correct CPDLC clearances,Instructions, information or re-quests

c. DISREGARD CPDLC (mes-sage type) MESSAGE, BREAK(correct clearance, instruction,information or request)

to instruct all stations or a spe-cific flight to avoid sendingCPDLC requests for a limitedperiod of time

d. [ALL STATIONS] STOP SEND-ING CPDLC REQUESTS[UNTIL ADVISED] [(REASON)]

to resume normal use ofCPDLC

e. [ALL STATIONS] RESUMENORMAL CPDLC OPER-ATIONS

5.14 Vicinity of the Aerodrome5.14.1 Visual Identification

1. Identification of Aircraft a. SHOW LANDING LIGHT

2. Acknowledgment by VisualMeans

a. ACKNOWLEDGE BY MOV-ING AILERONS (or RUDDER)

b. ACKNOWLEDGE BY ROCK-ING WINGS

c. ACKNOWLEDGE BY FLASH-ING LANDING LIGHTS

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5.14.2 Starting and Initial Clearance Issue


1. Starting Proceduresto request permission to startengines

a.* [aircraft location] REQUESTSTART

b.* [aircraft location] REQUESTSTART INFORMATION (ATISidentification)

ATC response c. START APPROVEDd. START AT (time)e. EXPECT START AT (time)f. EXPECT DEPARTURE (time)

START AT OWN DISCRE-TION

2. When clearance delivery is inoperation.

Sa.* (flight number, if any) TO(aerodrome of first intendedlanding) REQUEST CLEAR-ANCE

if runway other than runwaynominated is required.

Sb.* REQUIRE RUNWAY(number)

5.14.3 Pushbacks


1. Pushback Procedures for Air-craftNote: Where a pushback doesnot enter the manoeuvringarea, ERSA will specify thefrequency on which apron ser-vice is provided.

a.* [aircraft location] REQUESTPUSHBACK

b. PUSHBACK APPROVED[TAIL (direction e.g. North orRight)]

c. PUSHBACK AT OWNDISCRETION [TAIL (directione.g. Left or West)]

d. EXPECT (number) MINUTESDELAY DUE (reason)

2. Towing Procedures a. # REQUEST TOW [companyname] (aircraft type) FROM(location) TO (location)

ATC response b. TOW APPROVED VIA (spe-cific routing to be followed)

# Denotes transmission from air-craft/tow vehicle combination

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3. To Request Aerodrome Datafor Departurewhen no ATIS broadcast isavailable

a.* REQUEST DEPARTURE IN-FORMATION

b. RUNWAY (number), WIND(direction and speed), QNH(detail), TEMPERATURE (de-tail), [VISIBILITY FOR TAKE-OFF (detail) (or RVR) (detail)]

5.14.4 Taxi Procedure


1. Taxi Proceduresfor departure at acontrolled aerodrome

a.* [flight number] [aircraft type][wake turbulence category if“Super or Heavy”] [POB (num-ber)] [DUAL (or SOLO)]RECEIVED (ATIS identifica-tion) [SQUAWK (SSR code)][aircraft location] [flight rules, ifIFR] [TO (aerodrome of des-tination)] REQUEST TAXI[intentions]

for departure at anon-controlled aerodrome

Sb.* (aircraft type) [POB (number)][IFR (if operating IFR)] TAXI-ING (location) FOR (destina-tion or intentions) RUNWAY(number)

military pilots on localsorties when ready to taxi(include details of flight ifnot already notified)

Yc.* (number of aircraft) FOR (areaof operation) POB (number)(DANGEROUS CARGO) RE-CEIVED (ATIS code) RE-QUEST TAXI

d. TAXI TO (HOLDING POINT[identifier] or intermediatepoint )[RUNWAY (number)][TIME (minutes)]

e.* (HOLDING POINT (identifier)or intermediate point), RUN-WAY (number)

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where detailed taxiinstructions are required

f.* [aircraft type] [wake turbulencecategory if “Super or Heavy”]REQUEST DETAILED TAXIINSTRUCTIONS

g. TAXI VIA (specific routing tobe followed) TO HOLDINGPOINT [identifier] [RUNWAY(number)] [TIME (minutes)]

h.* HOLDING POINT (identifier),RUNWAY (number)

where aerodromeinformation is not availablefrom an alternative sourcesuch as ATIS

i. TAXI TO HOLDING POINT[identifier] (followed by aero-drome information as applic-able) [TIME (minutes)]

j.* HOLDING POINT (identifier)

for arrival at a controlledaerodrome

k.* (aircraft call-sign) [parkingarea or bay number]

l. TAXI TO [TERMINAL or otherlocation; eg, GENERAL AVIA-TION AREA] [STAND(number)]

2. Intersection Departureswhen a pilot requests an inter-section departure

Sa.* REQUEST INTERSECTIONDEPARTURE FROM (taxiwayidentifier)

Sb. TAXI TO HOLDING POINT(taxiway identifier) [RUNWAY(number)]

when a pilot is offered anintersection departure

Sc. INTERSECTION DEPAR-TURE AVAILABLE FROM(taxiway identifier) (distance)REMAINING (if this informa-tion is not readily available tothe pilot)

when a pilot accepts anintersection departure

Sd. TAXI TO HOLDING POINT(taxiway identifier) [RUNWAY(number)]

3. Specific Routing a. TAKE (or TURN) FIRST (orSECOND) LEFT (or RIGHT)

b. TAXI VIA (identification of taxi-way)

c. TAXI VIA RUNWAY (number)

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4. Manoeuvring on Aerodrome

general

a.* REQUEST BACKTRACKb. BACKTRACK APPROVEDc. BACKTRACK RUNWAY

(number)d.* (aircraft location) REQUEST

TAXI TO (destination on aero-drome)

e. TAXI STRAIGHT AHEADf. TAXI WITH CAUTION (re-

ason)g. GIVE WAY TO (description

and position of other aircraft)h.* GIVING WAY TO (traffic)i. TAXI INTO HOLDING BAYj. FOLLOW (description of other

aircraft or vehicle)k. VACATE RUNWAY

Note: The pilot must, when re-quested, report ”RUNWAY VA-CATED” when the aircraft iswell clear of the runway.

l.* RUNWAY VACATEDm. EXPEDITE TAXI [reason]n.* EXPEDITING

5.14.5 Aerodrome Movements


1. HoldingNote: The procedure wordsROGER and WILCO are insuf-ficient acknowledgment of theinstructions HOLD, HOLDPOSITION and HOLD SHORTOF (position). In each case,the acknowledgment must beby the phraseology HOLDINGor HOLDING SHORT, as ap-propriate.

a. HOLD (direction) OF (position,runway number, etc)

b. HOLD POSITIONc. HOLD SHORT OF (position)d.* HOLDINGe.* HOLDING SHORT

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2. To Cross a RunwayNote: If the control tower isunable to see the crossing air-craft (eg, night, low visibility,etc), the instruction should al-ways be accompanied by a re-quest to report when the air-craft has vacated and is clearof the runway.

a.* [AT (or ON) (location)] RE-QUEST CROSS RUNWAY(number)

b. AT (or ON) (location) CROSSRUNWAY (number) [REPORTVACATED]

c.* AT (or ON) (location) CROSS-ING RUNWAY (number)

d. EXPEDITE CROSSING RUN-WAY (number) TRAFFIC (air-craft type) (distance) MILESFINAL

5.14.6 Runway OperationsNote: During multiple runway operations where the possibility ofconfusion exists, the runway number will be stated. The runwaynumbermaybestated if thecallerwishes toemphasise the runwaytobeused.Forparallel runwayoperationsondiscrete frequencies,at Class D aerodromes, the runway number may be omitted.Circumstances Phraseologies

* Denotes pilot transmission1. Preparation for Take-off

when reporting ready for oper-ations wholly within Class DCTR or departure from ClassD CTR not in receipt of air-ways clearance for operationsoutside Class D airspace.

a. REPORT WHEN READY[FOR DEPARTURE]

b.* READY [FOR CIRCUITS] [VIA(published departure route,circuit leg for departure or firsttracking point)]

c. ARE YOU READY FOR IM-MEDIATE DEPARTURE?

d.* [wake turbulence category if“Super or Heavy”] READY

2. Clearance to Enter Runwayand Await Take-Off

when the pilot desires to enterthe runway and assume take--off position for checks beforedeparture

Sa.* REQUEST LINE--UP [RE-QUIRE (required number ofseconds delay in lined-upposition before departure) SE-CONDS ON RUNWAY]

b. LINE UP [AND WAIT] [RUN-WAY (number)] [BE READYFOR IMMEDIATE DEPAR-TURE]

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conditional clearances c. (condition) LINE UP [(RUN-WAY (number)] (brief reiter-ation of condition)

acknowledgment of a condi-tional clearance

d.* (condition) LINING UP [RUN-WAY (number)]

3. Take-off Clearance

multiple runway operations,other than Class D aero-dromes where aircraft are op-erating on parallel runways us-ing discrete frequencies

a. CLEARED FOR TAKE-OFF[REPORT AIRBORNE]

b. RUNWAY (number) CLEAREDFOR TAKE-OFF

when take-off clearance hasnot been complied with

c. TAKE OFF IMMEDIATELY ORVACATE RUNWAY

d. TAKE OFF IMMEDIATELY ORHOLD SHORT OF THE RUN-WAY

when LAHSO are in use Se. (aircraft type) LANDING ONCROSSING RUNWAY WILLHOLD SHORT -- RUNWAY(number) CLEARED FORTAKE-OFF

when a radar SID has been is-sued

Sf. ASSIGNED HEADING RIGHT(or LEFT) (three digits) (plusany altitude restriction) [RUN-WAY (number)] CLEAREDFOR TAKE-OFF

g.* LEFT (or RIGHT) (three digits)(plus any altitude restriction)RUNWAY (number) CLEAREDFOR TAKE-OFF

when a radar SID has been is-sued with a heading that iswithin 5˚ of the runway bear-ing, the instruction will notinclude a direction of turn

Sh. ASSIGNED HEADING (threedigits) [RUNWAY (number)]CLEARED FOR TAKE-OFF

Si.* HEADING (three digits) [RUN-WAY (number)] CLEAREDFOR TAKE-OFF

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when an IFR aircraft is clearedfor a visual departure to a levelat or above the MVA or MSA/-LSALT

Sj. (instructions) [RUNWAY(number)] CLEARED FORTAKE-OFF, [MAKE LEFT (orRIGHT) TURN]

Sk.* (instructions) [RUNWAY(number)] CLEARED FORTAKE-OFF, [LEFT (or RIGHT)TURN]

when a VFR aircraft, or an IFRaircraft cleared for a visual de-parture is issued radar head-ing instructions

Sl. (instructions) MAINTAIN RUN-WAY HEADING [TURN LEFT(or RIGHT) HEADING (de-grees)] VISUAL, [RUNWAY(number)] CLEARED FORTAKE--OFF

Sm.* (instructions) RUNWAYHEADING [LEFT (or RIGHT)HEADING (degrees)] VISUAL,[RUNWAY (number)]CLEARED FOR TAKE--OFF

when an IFR aircraft clearedfor a visual departure is as-signed a level below the MVAor MSA/LSALT in the depar-ture instructions

Sn. (instructions) CLIMB TO(level) VISUAL, [RUNWAY(number)] CLEARED FORTAKE-OFF

So.* (instructions) (level) VISUAL,[RUNWAY (number)]CLEARED FOR TAKE-OFF

when the airways clearance is-sued to an IFR aircraft in-cludes a visual departure anda level below the MVA orMSA/LSALT and no turn ondeparture required

Sp. [RUNWAY (number)]CLEARED FOR TAKE-OFF,VISUAL

4. Take-off Clearance Cancella-tion

a. HOLD POSITION, CANCEL, ISAY AGAIN CANCEL TAKE--OFF (reasons)

b.* HOLDING

to stop a take-off in em-ergency conditionsNote: Used only when an air-craft is in imminent danger.

c. STOP IMMEDIATELY (repeataircraft call-sign) STOP IM-MEDIATELY (reason)

d.* STOPPING RUNWAY(number)

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5. Take-off or Landing ClearanceWhere aircraft arrestor sys-tems are installedNote: The tower controller willinclude the position of installedaircraft arresting system withall take--off and landing clear-ances, except to locally basedaircraft when the system is inthe normal operating position

Where aircraft arrestor sys-tems are unserviceable

Sa. (APPROACH or DEPAR-TURE) END CABLE (UP orDOWN) orBOTH CABLES [ANDBARRIER] (UP or DOWN)and/or BARRIER (UP orDOWN)

Sb. BARRIER DOWN, OUT OFSERVICE

Sc. (APPROACH or DEPAR-TURE) END CABLE [BOTHCABLES] FAILED IN THE UPPOSITION

5.14.7 Helicopter Operations


1. Helicopter Operationsair taxi or air transit for depar-ture and arrival

a.* REQUEST AIR TAXI (or AIRTRANSIT or GROUND TAXI)FROM (or VIA) TO (location orrouting as appropriate)

b. AIR TAXI (or AIR TRANSIT orGROUND TAXI) TO (or VIA)(location, parking position,stand, or routing as appropri-ate) [CAUTION (dust, loosedebris, taxiing light aircraft,personnel, wake turbulence,etc)]

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c. AIR TAXI (or AIR TRANSIT orGROUND TAXI) VIA (direct,as requested, or specifiedroute) TO (location, heliport,parking position, stand, oper-ating or movement area, orrunway) AVOID (aircraft or ve-hicles or personnel)

2. Departure from:a) a RWY, orb) HLS visible to the tower andlocated on a manoeuvringarea subject to ATC.

a. (instructions as appropriate,position or runway) CLEAREDFOR TAKE--OFF

departure other than above b. (instructions as appropriate)[DEPARTURE APPROVED]REPORT AIRBORNE

3. Arrival to:a) a RWY, orb) HLS visible to the tower andlocated within a manoeuvringarea subject to ATC.

a. ( instructions as appropriate,position or runway) CLEAREDTO LAND

Arrival other than above b. CLEARED VISUAL AP-PROACH (instructions as ap-propriate), REPORT ON THEGROUND

5.14.8 After Take-offNote 1: ALL “level” reports within ATS surveillance system coverage mustbe to the nearest 100FT.Note 2: On first contactwith radar advisewake turbulencecategory if “Super”or “Heavy”


1. Tracking After Take-Off a.* REQUEST RIGHT (or LEFT)TURN [WHEN AIRBORNE]

b. LEFT (or RIGHT) TURN AP-PROVED

c. AFTER PASSING (level) (in-structions)

heading to be followed d. CONTINUE ON (magneticdirection of runway) (instruc-tions)

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when a specific track is to befollowed

e. TRACK (magnetic direction ofrunway) (instructions)

f. CLIMB STRAIGHT AHEAD(instructions)

2. Airborne Report -- Radarunrestricted turn to track (in-cluding SID)

Sa.* PASSING (level) CLIMBINGTO (level)

heading specified by ATC Sb.* TURNING LEFT (or RIGHT)(three digits) PASSING (level)CLIMBING TO (level) or

Sc.* MAINTAINING RUNWAYHEADING PASSING (level)CLIMBING TO (level)

confirmation of an assignedRadar SID heading when es-tablishing contact with ATCand unable to execute turn im-mediately due procedural re-quirements

Sd.* ASSIGNED HEADINGLEFT (or RIGHT) (three digits)PASSING (level) CLIMBINGTO (level)

when assigned heading ap-proximates runway bearing

e.* HEADING (three digits) PASS-ING (level) CLIMBING TO(level)

3. Departure Report -- Proceduralwhen notifying departurereport to a control tower

Sa.* DEPARTED (time)TRACKING (track beingflown) (FROM(reference aid used toestablish track) or VIASIDidentifier)) CLIMBING TO(level) ESTIMATING (firstreporting point) AT (time)or

contacting procedural unitother than departure aero-drome or departing a non--towered aerodrome

Sb. * DEPARTED (location) (timein minutes) TRACKING [TOINTERCEPT] (track)CLIMBING TO (intended level)ESTIMATING (first reportingpoint) AT (time)

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4. Departure Reports --Surveillance when notifyingdeparture and identification isexpected with the departurereport

Sa.* (location reference departureaerodrome) PASSING (currentlevel) CLIMBING TO (intendedlevel) ESTIMATING (firstreporting point) AT (time)

5.14.9 Arrival at Aerodrome

Note: On first contact with tower advise wake turbulence categoryif “Super” or “Heavy”.


1. Entering an Aerodrome TrafficCircuit

a.* [aircraft type] (position) (level)(intentions)

when ATIS information isavailable

b.* [aircraft type] (position) (level)INFORMATION (ATIS identi-fication) (intentions)

c. JOIN (instruction) RUNWAY(number) [QNH (detail)][TRAFFIC (detail)] [TRACK(requirements)]

2. In the Circuit

when advising or requesting anon--standard circuit

a.* (position in circuit, eg DOWN-WIND/FINAL)

b.* (position in circuit, egDOWNWIND/FINAL) [GLIDEAPPROACH, FLAPLESSAPPROACH])

c. [NUMBER (sequencenumber)] FOLLOW (aircrafttype and position) [additionalinstructions if required]

d.* BASE (or CROSSWIND)e.* FINAL (or LONG FINAL)

nearing position at which ap-proach must be aborted if notcleared to land

f.* SHORT FINAL

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Abnormal Operations/DoubtExists -- (additional phrases)For a civil aircraft, when doubtexists as to whether the gearis fully extended, or when ageneral aviation aircraft withretractable undercarriage hasexperienced abnormal oper-ations

g. CHECK GEAR DOWN (ANDLOCKED)

h.* (readback) GEAR DOWN(AND LOCKED)

Military Pilots -- (additionalphrases)routine circuit reports must bemade as and when arranged

Yi.* LEFT (or RIGHT) INITIAL

to sequence for downwind Yj. PITCH LONG (or SHORT)

base call and wheel check (onreaching the base leg of a cir-cuit, each aircraft, whether instream landing or single, is tocall tower and advise under-carriage down)

ATC wheels check will includehook check for all hook cableoperations

Yk.*BASE GEAR GREEN (orTHREE GREENS orTHREE WHEELS)

Yl. (instruction) CHECKWHEELS

Ym.* (readback) (activatebeeper) or

Yn.*(readback) GEARGREEN (or THREEGREENS or THREEWHEELS)

Yo. APPROACH/DEPARTUREEND CABLE UP (instruction)CHECK WHEELS AND HOOK

Yp.* (readback) HOOK DOWN(activate beeper)

3. Arriving at an Aerodrome --Military FormationsCircuit Area

Ya.* (formation call-sign), BASETHREE GREENS (or GEARGREEN or THREE WHEELS)

Yb. (formation call-sign) (instruc-tion) CHECK WHEELS

Yc.* (read-back) (call-sign) 1 (acti-vate beeper ) or

Yd.*(read-back) THREE GREENS(or GEAR GREEN or THREEWHEELS) (call-sign) 1

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Pairs Landing

In--trail Landing

Ye.* (call-sign) 2, THREE GREENS(or GEAR GREEN or THREEWHEELS) (activate beeper iffitted)

Yf. (call-sign) 3, THREE GREENS(or GEAR GREEN or THREEWHEELS) (activate beeper iffitted)

Yg. CALL-SIGNYh.*(formation call-sign), OUTER

MARKER (or FINAL AP-PROACH FIX) SIX GREENS(or GEAR GREEN or SIXWHEELS)

Yi. (formation call-sign)CLEARED TO LAND, CHECKWHEELS

Yj.* LAND (call-sign) 1 (activatebeeper if fitted)

Yk.* (call-sign) 2 (activate beeper iffitted)

Yl.* CALL-SIGNYm.* (formation call-sign) IN

TRAIL, OUTER MARKER (orFINAL APPROACH FIX)THREE GREENS (or GEARGREEN or THREE WHEELS)

Yn. (formation call-sign) IN TRAILCLEARED TO LAND, CHECKWHEELS

Yo.* LAND (call-sign) 1 (activatebeeper if fitted)

Yp.* (call-sign) 2 OUTER MARKER(or FINAL APPROACH FIX)THREE GREENS (or GEARGREEN or THREE WHEELS)(activate beeper if fitted)

Yq.* (call-sign) 3 OUTER MARKER(or FINAL APPROACH FIX)THREE GREENS (or GEARGREEN or THREE WHEELS)(activate beeper if fitted)

Yr. CALL-SIGN

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4. Speed Adjustments -- MilitaryAircraftmilitary ATC instruction

Ya. REDUCE TO CIRCUITSPEED

Yb. REDUCE TO APPROACHSPEED

Yc. REDUCE TO MINIMUM SAFESPEED

5. Approach InstructionsNote: The report “LONGFINAL” is made when aircraftturn on to final approach at adistance greater than 4NMfrom touchdown or when anaircraft on a straight-in ap-proach is 8NM from touch-down. In both cases, a report“FINAL” is required at 4NMfrom touchdown.

a. MAKE SHORT APPROACHb. MAKE LONG APPROACH (or

EXTEND DOWNWIND)c. REPORT BASE (or FINAL or

LONG FINAL)d. CONTINUE APPROACH

6. LandingNote: The tower controller willinclude the position of installedaircraft arresting system withall landing clearances, exceptto locally based aircraft whenthe system is in the normal op-erating position. (for phraseol-ogy see GEN3.4 para 5.14.6.5

a. CLEARED TO LAND (orTOUCH AND GO) (or STOPAND GO)

multiple runway operations,other than Class D aero-dromes where aircraft are op-erating on parallel runways us-ing discrete frequencies.

b. RUNWAY (number) CLEAREDTO LAND (or TOUCH ANDGO) (or STOP AND GO)

where the aircraft cannot besighted by ATC

Sc. [RUNWAY (number)] NOT INSIGHT -- CLEARED TO LAND

pilot requesting option fortouch and go, full stop, stopand go, or go around

Sd.* (position in circuit) REQUESTTHE OPTION

advising the pilot the option totouch and go, full stop, stopand go, or go around

Se. [RUNWAY (number)]CLEARED FOR THE OPTION

f. MAKE FULL STOP

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when runway is occupied andATC assessment is that therunway will not become avail-able.

Yg. AT THE MINIMA GOAROUND

7. When Landing Approved andLAHSO Are in Use

Sa. (aircraft type) DEPARTING (orLANDING) ON CROSSINGRUNWAY, HOLD SHORTRUNWAY (number)CLEARED TO LAND RUN-WAY (number)

required readback Sb.* HOLD SHORT RUNWAY(number) CLEARED TO LANDRUNWAY (number)

8. When a Pilot Advises That an“Autoland”, “Coupled” or Simi-lar Approach is Being Madeand the ILS Critical Area is NotProtected.

Sa. ILS CRITICAL AREA NOTPROTECTED

9. Delaying Aircraft a. ORBIT RIGHT (or LEFT)[FROM PRESENT POSITION]

10. Pilot Request for Low Ap-proach or Passto make an approach along arunway descending to anagreed minimum level

a.* REQUEST LOW APPROACH(reasons)

b. CLEARED LOW APPROACH[RUNWAY (number)] [(altituderestriction)] [(go around in-structions)]

to fly past the control tower orother observation point for thepurpose of visual inspection bypersons on the ground

Sc.* REQUEST LOW PASS (re-asons)

Sd. CLEARED LOW PASS [RUN-WAY (number)] [(altitude re-striction)] [(go around instruc-tions)]

11. Missed Approachto discontinue an approach a. GO AROUND [additional in-

formation]b.* GOING AROUND

multiple runway operations c.* GOING AROUND RUNWAY(number)

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5.15 ATS Surveillance Service Phraseologies

5.15.1 General PhrasesNote: On first contact with approach advise wake turbulencecategory if “Super” or “Heavy”.


1. Identification of Aircraft a. REPORT HEADING [ANDFLIGHT LEVEL (or ALTI-TUDE)]

b. FOR IDENTIFICATION TURNLEFT(or RIGHT) HEADING(three digits)

c. IDENTIFIED [position]d. NOT IDENTIFIED [reason],

[RESUME (or CONTINUE)OWN NAVIGATION]

2. Termination of ATS Surveil-lance Service

a. IDENTIFICATION TERMI-NATED [DUE (reason)][(in-structions)][FREQUENCY CHANGE AP-PROVED]

Db. WILL SHORTLY LOSE IDEN-

TIFICATION (appropriate in-structions or information)

c. IDENTIFICATION LOST [re-asons] (instructions)

3. ATS Surveillance SystemPosition Informationto request traffic, position, and/or navigation information

to request an ongoing SIS

Sa.* REQUEST(i) ATS SURVEILLANCEASSISTANCE (reason)

(ii) POSITION [WITHREFERENCE TO (aid orlocation)]

(iii) TRAFFIC (or POSITIONor NAVIGATION)ADVISORY [BYSURVEILLANCE]

(iv) FLIGHT FOLLOWING(v) (specific ATCsurveillance service)

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to terminate an ongoing SIS b.* CANCEL FLIGHT FOLLOW-ING

c. POSITION (distance) (direc-tion) OF (significant point) (orOVER or ABEAM (significantpoint))

4. To request continuation of anSISWhere ongoing service is notavailable

a.* REQUEST HAND-OFF FORFLIGHT FOLLOWING

b. ATS SURVEILLANCE NOTAVAILABLE

5. ATS surveillance systemground equipment unservice-ability

a. SURVEILLANCE SYSTEMOUT OF SERVICE/-DEGRADED (appropriate in-formation as necessary)

D

6. To request the aircraft’s SSRor ADS--B capability

a. ADVISE TRANSPONDERCAPABILITY

b. ADVISE ADS--B CAPABILITY

7. To advise the aircraft’s SSR orADS--B capability

a.* TRANSPONDER (ALPHA,CHARLIE or SIERRA asshown in the Flight Plan)

b.* ADS--B TRANSMITTER (TENNINETY DATALINK)

c.* ADS--B RECEIVER (TENNINETY DATALINK)

d.* NEGATIVE TRANSPONDER

5.15.2 ATS Surveillance Service Communication and Navigation


1. Communications a. [IF] RADIO CONTACT LOST(instructions)

b. IF NO TRANSMISSIONS RE-CEIVED FOR (number) MIN-UTES (or SECONDS) (instruc-tions)

c. REPLY NOT RECEIVED (in-structions)

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if loss of communication issuspected

d. IF YOU READ [manoeuvre in-structions or SQUAWK (codeor IDENT)]

e. (manoeuvre or SQUAWK)OBSERVED, POSITION(position of aircraft), WILLCONTINUE TO PASS IN-STRUCTIONS

2. Aircraft Directional IndicatorFailurewhen notified by pilot Sa. COMPASS FAILURE AC-

KNOWLEDGED, ATS SUR-VEILLANCE SERVICE WILLCONTINUE USING NO-COM-PASS PROCEDURES, CON-FIRM FAMILIAR

when suspected by ATC Sb. CONFIRM HEADING

if heading response appearsat variance with the track ofthe ATS Surveillance symbol

Sc. SUSPECT YOUR COMPASSHAS FAILED, ATS SURVEIL-LANCE SERVICE WILL CON-TINUE USING NO-COMPASSPROCEDURES, CONFIRMFAMILIAR

In case of unreliable direc-tional instruments on boardaircraft

d. MAKE ALL TURNS RATEONE (or RATE HALF or(number) DEGREES PER SE-COND) EXECUTE INSTRUC-TIONS IMMEDIATELY UPONRECEIPT

e. TURN LEFT (or RIGHT) NOWf. STOP TURN NOW

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5.15.3 ATS Surveillance System Manoeuvres


1. General Manoeuvres a. LEAVE (significant point)HEADING (three digits) [IN-BOUND] [AT (time)]

b. CONTINUE HEADING (threedigits)

c. CONTINUE PRESENT HEAD-ING

d. FLY HEADING (three digits)e. TURN LEFT (or RIGHT)

(number) DEGREES (orHEADING (three digits)) [re-ason]

f. ORBIT LEFT (or RIGHT) [re-ason]

when an ACFT is assigned alevel below the MVA or MSA/LSALT

g. CLIMB (or DESCEND) TO(level) VISUAL

when an ACFT is issued aheading instruction below theMVA or MSA/LSALT(Note: Where both headingand altitude instructions are is-sued, VISUAL need only beappended to the second partof the instruction.)

h. TURN LEFT (or RIGHT)(number) DEGREES (orHEADING (three digits))[CLIMB (or DESCEND) TO(level)] VISUAL

D Di. STOP TURN HEADING (three

digits)when instructing an aircraft toturn 180 or more and in orderto emphasize the direction ofturn

j. TURN LEFT (or RIGHT) -- ISAY AGAIN -- LEFT (orRIGHT) HEADING (three di-gits) [reason]

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when necessary to specify areason for a manoeuvre, thefollowing phraseologies shouldbe used:

(i) DUE TRAFFIC(ii) FOR SPACING(iii) FOR DELAY(iv) FOR DOWNWIND (or

BASE, or FINAL)

2. :Aircraft Vectoring by ATS Sur-veillance Service

a.* REQUEST VECTORS [TO (orFROM) (aid, location or re-ason)]

b. DO YOU WANT VECTORS?

3. To transfer responsibility to thepilot for navigation and terrainclearance (as applicable) ontermination of vectoring

a. RESUME OWN NAVIGATION(position of aircraft) (specificinstructions)

5.15.4 Speed Control


1. SpeedNote: All speed communica-tions shall relate to INDI-CATED AIRSPEED unlessotherwise stipulated. Whereapplicable, Mach Number maybe nominated as the basis of aspeed statement.

a.* SPEED (number) KNOTS (orMach Number)

b. REPORT SPEED or ([CLIMBor CRUISE] MACH NUMBER)

c. MAINTAIN (number) KNOTS(or MACH (number)) [ORGREATER (or LESS)] [UNTIL(location)]

d. MAINTAIN PRESENT SPEEDe. INCREASE (or REDUCE)

SPEED TO (or BY) (number)KNOTS [OR GREATER (orLESS)]

f. REDUCE TO MINIMUM AP-PROACH SPEED

g. CROSS (significant point) [AT(time)] [AT (number) KNOTS]

when an aircraft is required toreduce speed to the minimumpossible in a clean configura-tion

Sh. REDUCE TO MINIMUMCLEAN SPEED

when aircraft speed is pilot’sdiscretion

i. NO [ATC] SPEED RESTRIC-TIONS

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when ATC speed restrictionsno longer apply and the air-craft is required to resumeprofile speeds in accordancewith procedural requirements

j. RESUME NORMAL SPEED

5.15.5 Traffic Information


1. Traffic Information a. TRAFFIC (number) O’CLOCK(distance) (direction of flight)[any other pertinent informa-tion](i) UNKNOWN(ii) SLOW MOVING(iii) FAST MOVING

(iv) CLOSING(v) OPPOSITE (or SAME)

DIRECTION(vi) OVERTAKING(vii) CROSSING LEFT TO

RIGHT (or RIGHT TOLEFT)

aircraft type to be passed ifknown

(viii) (type)(ix) (level)(x) CLIMBING (or

DESCENDING)b. CLEAR OF TRAFFIC [ap-

propriate instructions]5.15.6 Secondary Surveillance Radar (SSR) and ADS--B


1. To Instruct Setting of Trans-ponder(The word “code” is not usedin transmissions.)

a. SQUAWK (code) [AND IDENTif required]

b.* [SQUAWK] (code) [ANDIDENT if instructed by ATS]

c SQUAWK NORMAL

to request:reselection of the assignedmode and code

d. RECYCLE [(mode)] (code)e.* RECYCLING [(mode)] (code)

reselection of aircraftidentification

f. RE--ENTER MODE S (orADS--B) AIRCRAFT IDENTI-FICATION

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confirmation of Mode ACode selection

g. CONFIRM SQUAWK (code)h.* SQUAWKING (code)

operation of the IDENTfeature

i. SQUAWK IDENTj. TRANSMIT ADS--B IDENT

temporary suspension oftransponder operation

Note: ADS--B and SSR are linked inmany aircraft and terminatingone will terminate the other.

k. SQUAWK STANDBY [TRANS-MIT ADS--B ONLY]

emergency code selection l. SQUAWK MAYDAY

termination of SSRtransponder or ADS--Btransmitter operation


m. STOP SQUAWK [TRANSMITADS--B ONLY]

n. STOP ADS--B TRANSMIS-SION [SQUAWK (code)ONLY]

transmission of pressurealtitude

o. SQUAWK CHARLIEp. TRANSMIT ADS-B ALTITUDE

pressure setting check andconfirmation of level

q. CHECK ALTIMETER SET-TING AND CONFIRM LEVEL

termination of pressurealtitude transmissionbecause of faulty operation


r. STOP SQUAWK CHARLIE,WRONG INDICATION

s. STOP ADS-B ALTITUDETRANSMISSION [(WRONGINDICATION, or reason)]

altitude check t. VERIFY [LEVEL] (level)

confirmation of ADS--Boperation

Su. ADS--B TRANSMISSIONSNOT RECEIVED, CONFIRMADS--B OPERATIONAL

change to secondarytransponder

Sv. SELECT SECONDARYTRANSPONDER

2. Advice on Traffic Level Wherethe Pressure Altitude DerivedLevel Information Has NotBeen Verified

Sa. UNVERIFIED LEVEL (level)

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5.15.7 General ADS--C Phraseologies


ADS--C DEGRADATION ADS--C (or ADS--CONTRACT)OUT OF SERVICE (appropri-ate information as necessary).

5.15.8 Approach Radar Services


1. Vectoring for ApproachNote: The chart title for theprocedure must be used.Except for circling approaches,the procedure suffix may beomitted when no possibility ofconfusion exists. The words(GNSS) or (RNP) do not needto be included in the RNAV ap-proach request or clearance.

a. VECTORING FOR (chart title)APPROACH

b. VECTORING FOR VISUALAPPROACH RUNWAY(number) REPORT FIELD (orRUNWAY) IN SIGHT

c. VECTORING FOR (position-ing in the circuit)

d. (chart title) APPROACH NOTAVAILABLE DUE (reason) (al-ternative instructions)

2. Vectoring for ILS, pilot--inter-preted NAVAIDs and RNAV(GNSS) (or RNP APCH) ap-proaches via the IF

when a pilot wishes to be posi-tioned a specific distance fromtouchdown

a. POSITION (number) MILESFROM (fix), TURN LEFT (orRIGHT) HEADING (three di-gits)

b. YOU WILL INTERCEPT (radioaid or track) (distance) FROM(significant point or TOUCH-DOWN)

c.* REQUEST (distance) FINAL

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instructions and information d. CLEARED FOR (chart title)APPROACH

e. REPORT ESTABLISHED [ONILS (LOCALISER) or (GLIDEPATH) or RNAV (GNSS) (charttitle) APPROACH]

f. CLOSING FROM LEFT (orRIGHT) [REPORT ESTAB-LISHED]

g. TURN LEFT (or RIGHT)HEADING (three digits) [TOINTERCEPT] or [REPORTESTABLISHED]

h. EXPECT VECTOR ACROSS(intermediate segment[GNSS], localiser course oraid)(reason)

instructions and information(Cont)

i. THIS TURN WILL TAKE YOUTHROUGH (aid) [reason]

j. TAKING YOU THROUGH(aid) [reason]

k. MAINTAIN (level) UNTILGLIDE PATH INTERCEPTION

l. REPORT ESTABLISHED ONGLIDE PATH

m. INTERCEPT (radio aid) [RE-PORT ESTABLISHED]

3. Independent and DependentParallel Runway Approaches

a. CLEARED FOR (chart title)APPROACH

b. YOU HAVE CROSSED THELOCALISER, TURN LEFT (orRIGHT) IMMEDIATELY ANDRETURN TO THELOCALISER

Independent Parallel RunwayApproaches in IMC when anaircraft is observed to be de-viating towards the NTZ

c. RADAR INDICATES YOUARE DEVIATING LEFT (orRIGHT) OF THE LOCALISERCOURSE

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When issuing break-out in-structions to aircraft when anaircraft is observed penetrat-ing, or in the PRM controller’sjudgement will penetrate, theNTZ

d. BREAK-OUT ALERT, (call-sign) TURN LEFT (or RIGHT)IMMEDIATELY HEADING(three digits) CLIMB (or DE-SCEND) TO (level)

4. Position a. (distance) FROM TOUCH-DOWN

5.15.9 Pilot Actions for Speechless Radar Approach


1. Pilot Request for SpeechlessRadar Approach When Micro-phone/s Unserviceable

Ya.* Pilot transmits four (4) sepa-rate and distinct unmodulatedtransmissions of one secondduration

2. Pilot Response to SubsequentControl Questions:

(i) affirmative oracknowledgment

Yb.* (i) one distinct transmission

(ii) negative Yc.* (ii)two separate and distincttransmissions

(iii) say again Yd.* (iii) three separate anddistinct transmissions

3. Pilot Indication of a Furtherand Pertinent Unserviceabilityor an Emergency

Ye.* Five (5) separate continuoustransmissions

4. Pilot Indication of Abandoningthe Aircraft

Yf.* A single continuous transmis-sion as long as practicable

5. Controller Requires Pilot to In-dicate When an InstructionHas Been Completed

Yg. WHEN (condition or instructionis completed) MAKE A TWOSECOND TRANSMISSION

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6. ATS DATA LINK SERVICES

6.1 General

6.1.1 FANS-1/A data link applications are operational within airspacecontrolled by Australian ATC within the Melbourne (YMMM),Brisbane (YBBB) and Honiara (AGGG) and Nauru (ANAU) FIRs.

6.2 Pilot Responsibilities

6.2.1 Participating pilots must be trained in the use of data linkequipment to a level approved by the State of Registry of theoperator, and the aircraft must meet all State of Registry ATC datalink requirements.

6.2.2 A logon must be received from the aircraft before any data linkconnections can be initiated by the ground system. The initiallogon must be initiated by the pilot in accordance with companyand ATS procedures.

6.2.3 To facilitate reliable Automatic Dependant Surveillance--Contract(ADS--C) monitoring, pilots must ensure that the ADS--Capplication remains ARMED. Pilots must also ensure that theADS--C emergency mode has not been selected inadvertently.

6.3 Controller Pilot Data Link Communication (CPDLC)Application

6.3.1 In controlled airspace, CPDLC is the primary means ofcommunications between ATC and FANS-1/A equipped aircraftbeyond the range of VHF voice. HF voice will be used as thebackup communications medium. In Class G airspace HF is theprimary means of communication, although controllers mayinitiate the use of CPDLC. The controller communicating byCPDLCholds responsibility forSARandcommunicationsalerting.

6.3.2 In Australian continental airspace, CPDLC is normally used as abackup communications medium to VHF voice. Depending ontraffic loadings, controllers may initiate the use of CPDLC in somedomestic airspace sectors. Other than the transmission ofposition reports as described in paragraph 6.5.1, pilots should notinitiate CPDLC messaging within domestic VHF voice airspaceunless authorised to do so by the controller, or an emergencysituation exists.

6.3.3 Where CPDLC is to be used as the primary means ofcommunications, pilots will be instructed on voice when a transfer

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to CPDLC is required by use of the phraseology:“TRANSFERTO(MELBOURNE/BRISBANE)CENTREONDATALINK. MONITOR [frequency].”

6.3.4 To transfer an aircraft from CPDLC to voice as the primary meansof communication, the aircraft will be instructed to CONTACT theappropriate frequency.

6.3.5 When crossing an FIR boundary, the transferring unit will instructpilots to either CONTACT or MONITOR the next unit on theappropriate frequency. When instructed to MONITOR the nextunit, CPDLC will remain the primary means of communication.

6.3.6 Standard pre-formatted message elements must be usedwhenever possible. Free text message elements should be usedonly when an appropriate pre-formatted message element doesnot exist, or to supplement an existing pre-formatted messageelement. The use of free text should be kept to a minimum.

6.3.7 To ensure the correct synchronisation of messages,controller/pilot dialogues opened by voice must, whereverpossible, be closed by voice. Controller/pilot dialogues opened byCPDLC must be closed by CPDLC.

6.3.8 To avoid ambiguity, a CPDLC downlink message should notcontain more than one clearance request.

6.3.9 If multiple clearance requests are contained in a single downlinkmessage and the controller cannot comply with all requests, theuplinkmessageelementUNABLEwill be sent asa response to theentire message. A separate message containing a response tothose requests that can be met will then be sent by the controller.

6.3.10 If any ambiguity exists as to the intent of a particular message,clarification must be sought by voice.

6.3.11 A clearance issued by CPDLC requires only the appropriateCPDLC response, not a read-back as would be required if theclearance had been delivered by voice.

6.3.12 The downlink responseWILCO indicates that the pilot accepts thefull terms of the entire uplink message including any clearance orinstruction.

6.3.13 The use of the STANDBY message element provides advice thatthe downlink request is being assessed and a short--term delay of

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less than10minutes can beexpected until a responsewill be sent.The original message remains open.

6.3.14 The use of the REQUEST DEFERRED message elementprovides advice that the downlink request is being assessed andalonger-termdelayof greater than 10minutes canbeexpecteduntila response will be sent. The original message remains open.

6.4 Logon Procedures

6.4.1 The logon address for the appropriate FIR is:Brisbane YBBBHoniara YBBBNauru YBBBMelbourne YMMM.

6.4.2 To avoid automatic rejection of the logon:

a. the aircraft identification and the aircraft registration containedin the logon must be identical to the aircraft details filed in theflight plan, and

b. aircraft departing from airports either within Australia (YBBBorYMMM FIR) or the AGGG and ANAU FIRs should not log onearlier than 45 minutes prior to the flight planned EOBT, and

c. aircraft inbound to the YBBB, YMMM, AGGG or ANAU FIRsshould not logon earlier than 45 minutes prior to the FIRboundary estimate.

6.4.3 Aircraft departing from airports either within Australia (YBBB orYMMM FIR) or the AGGG and ANAU FIRs, requesting data linkservices, should logon as described below:

a. On the ground using the logon address for the FIR that thedeparture airport is located within; or

b. Airborne at any time after passing 10,000FT, using the logonaddress for the FIR in which the aircraft is currently operating,with the following exceptions:(1) Aircraft approaching an FIR boundary should logon to

the next unit, rather than the current unit; and(2) Airborne aircraft departing Sydney/Bankstown should

logon in accordance with the following table:

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Airborne aircraft departing Sydney/Bankstown

Departure track Logon address

Airborne aircraft departing on tracks south of SY---OPTIC through west to SY--RI--MDG.

YMMM

Airborne aircraft departing on tracks from SY--RI---MDG through east to SY--OPTIC (inclusive).

YBBB

Note. Theabove table applies to logons fromairborneaircraft only.Aircraft logging on whilst on the ground at Sydney/Bankstownmust logon to YMMM.

6.4.4 When instructed to logon by voice, the pilot must read back thelogon code.

6.4.5 Unless otherwise instructed, aircraft operating domestic legsbetween city pairs on routes that remain within ATS surveillancesystem coverage should not logon for data link services.

6.4.6 The provision of Pre-Departure Clearance (PDC) via CPDLC todeparting aircraft is not currently available. For aircraftparticipating in PDC at Australian airports, a logon must not beinitiated until after the PDC has been received.

6.4.7 Aircraft requesting data link services on entering the AGGG,ANAU, YBBB or YMMM FIRs from a non-data link FIR shouldlogon to the appropriate unit between 15 and 45 minutes prior tocrossing the FIR boundary. CPDLC and ADS--C connections willbe established automatically by the unit concerned.

6.4.8 For aircraft entering theAGGG,ANAU,YBBBorYMMMFIRs froma data link FIR, the data link connections will be either transferredautomatically by the Address Forwarding process, or thetransferring unit will instruct pilots to logon manually at anappropriate time/distance prior to the FIR boundary.

6.4.9 Aircraft transiting between the YBBB and YMMM FIRs will beautomatically Address Forwarded to the appropriate ATS unit.Aircraft departing Australian airspace (or the AGGG and ANAUFIRs) anddirectly entering anadjoining data link FIRcan expect tobe Address Forwarded to this unit prior to the FIR boundary.

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6.5 Position Reporting Requirements

6.5.1 A CPDLC downlink is required to enable the controlling unit toensure that it is CPDLC data authority for the aircraft. To facilitatethis, pilots must send a single CPDLC position report either:

a. whenever a new CPDLC Connection is established; orb. on entering the YMMM, YBBB, AGGG or ANAU FIR from

another unit; orc. crossing the YMMM/YBBB FIR boundary, except that aircraft

inbound to land at Sydney are not required to report byCPDLCat the FIR boundary 45NM from SY.

6.5.2 Following this initial CPDLC position report, additional CPDLC orvoice position reports are not required unless specificallyrequested by ATC.

6.5.3 For non--identified aircraft, ADS--C reporting fulfils positionreporting requirements. In the event of ADS--C failure, the pilot willbe instructed to resume position reporting by either voice orCPDLC as appropriate.

6.6 CPDLC Level Reporting Following Change of Level

6.6.1 For non--identified aircraft, ADS--C reports fulfil level reportingrequirements for a flight. Where ATC requires a CPDLC report,following or during a change of level, an appropriate instruction,will be uplinked; eg, “CLIMB TO AND MAINTAIN 370. REPORTLEVEL 370” or “REPORT LEAVING 350”

6.6.2 Upon receipt of this CPDLC uplink, flight crews must ensure thatthe correct pre-formatted downlink report is sent.

6.6.3 If no instruction to make a CPDLC report is received, the flightcrew has no requirement to report eithermaintaining the assignedlevel, or leaving the previously assigned level.

6.7 Revision of Estimates Using CPDLC

6.7.1 Under normal circumstances, an aircraft position reporting viaADS--C is not required to advise ATC of any revised way-pointestimates. Exceptions are:

a. revisions of greater than two (2) minutes to a previous pilotadvised estimate (i.e., by voice or CPDLC); or

b. following a pilot-initiated action (e.g., speed change) resultingin an amended estimate of greater than two (2) minutes.

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6.7.2 If required, a pilot may advise a revised estimate by one of thefollowing methods:

a. by voice report; orb. a CPDLC position report containing the revised estimate; orc. the CPDLC free text message, “REVISEDETA [position][time]

”

6.8 CPDLC Message Restrictions

6.8.1 ATS will not issue uplink instructions relating to cruise climbs, orthe uplink element “CRUISE (altitude)”. Additionally ATS will notissue uplink instructions containing the “AT PILOTDISCRETION”element.

6.9 CPDLC CONTACT and MONITOR messages

6.9.1 The format of the [frequency] variable in the CPDLC “CONTACT”and “MONITOR”messageelementspermits the inclusionof onlyasingle frequency. Due to this limitation, only the primary frequencywill be notified to the pilot. The secondary frequency -- uplinked asa free text -- will be available on request.

6.9.2 The format of the [unit name] variable in the CPDLC “CONTACT”and “MONITOR” message elements does not support ATS unittypes such as “RADIO”, or “HF”. Due to this limitation, “CENTRE”will be used instead (i.e. “CONTACTBRISBANECENTRE13261”will be used, rather than “CONTACT BRISBANE HF 13261”).

6.10 CPDLC route clearances

6.10.1 On occasions, amended route clearances may be issued byCPDLC. Operators must ensure that flight crews are familiar withthe functionality associatedwith thedisplay and loading ofCPDLCroute clearances.

6.11 Data Link Failure

6.11.1 Pilots recognising a failure of a CPDLC connection when CPDLCis being used as the primary means of communication mustimmediately re-establish primary communications on theappropriate voice frequency.

6.11.2 In the event of a programmed or unexpected CPDLC shutdown,ATC will advise all data link connected aircraft to re-establishprimary communications by voice. The return of the system to an

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operational state may require a new logon from affected aircraft.Voice will continue to be used as the primary means ofcommunication until CPDLC connections are re-established andATC has authorised a return to data link communications.

6.12 Notification Of Emergency

6.12.1 Dependingon thenatureof theemergencyconditionexperienced,pilots should notify ATC of the circumstances by the most efficientmeans (voice or CPDLC).

6.12.2 If a CPDLC MAYDAY or PAN message is received by the groundsystem, ATC will respond with the free text uplink messageROGER MAYDAY (or ROGER PAN). ATC will not expect aROGER response to the uplink until being notified that theemergency situation has been cancelled or stabilised to the extentthatmessages are able to continue being exchanged (if CPDLC isconsidered to be the best communications medium for thesituation).

6.12.3 ATC may respond via CPDLC to a report indicating unlawfulinterference with the uplink message ROGER 7500.

6.12.4 If the emergency situation no longer exists, the pilot should cancelthe ADS -- C emergency mode (if activated).

6.13 CPDLC Message Elements

6.13.1 The following tables contain each of the FANS-1/A CPDLCmessage elements.

Key to TablesMessage Element -- Displayed message textMessage Intent -- Definition of the intent of the messageResponses

TYPE CLOSURE RESPONSESW/U WILCO, UNABLE, will close the uplink message.A/N AFFIRM, NEGATIVE, will close the uplink message.R ROGER, will close the uplink message.NE Most messages with an NE attribute require an operational

response. Only the correct operational response is presented tothe pilot. The uplink message is considered to be closed onsending and does not require a response to close the dialogue.The WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, andSTANDBY responses are not enabled for pilot selection.

Y Response required.N Response not required.

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Uplinks -- Responses and Acknowledgements

MESSAGE ELEMENT MESSAGE INTENT RESPONSE

UNABLE Indicates that ATS cannot com-ply with the request.

NE

STANDBY Indicates that ATS has receivedthe message and will respond.The pilot is informed that the re-quest is being assessed andthere will be a short--term delay(within 10 minutes). The ex-change is not closed and the re-quest will be responded to whenconditions allow.

NE

REQUEST DEFERRED Indicates that ATS has receivedthe request but it has been def-erred until later.The pilot is informed that the re-quest is being assessed and along--term delay can be ex-pected. The exchange is notclosed and the request will be re-sponded to when conditionsallow.

NE

ROGER Indicates that ATS has receivedand understood the message.

NE

AFFIRM Yes NE

NEGATIVE No NE

Uplinks -- Vertical Clearances

EXPECT (altitude) Notification that a level changeinstruction should be expected.

R

EXPECT CLIMB AT (time) Notification that an instructionshould be expected for theaircraft to commence climb at thespecified time.

R

EXPECT CLIMB AT(position)

Notification that an instructionshould be expected for theaircraft to commence climb at thespecified position.

R

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EXPECT DESCENT AT(time)

Notification that an instructionshould be expected for theaircraft to commence descent atthe specified time.

R

EXPECT DESCENT AT(position)

Notification that an instructionshould be expected for theaircraft to commence descent atthe specified position.

R

EXPECT CRUISE CLIMBAT (time)

Notification that an instructionshould be expected for theaircraft to commence cruiseclimb at the specified time.Due to different interpretationsbetween the various ATS unitsthis element should be avoided.

R

EXPECT CRUISE CLIMBAT (position)

Notification that an instructionshould be expected for theaircraft to commence cruiseclimb at the specified position.Due to different interpretationsbetween the various ATS unitsthis element should be avoided

R

AT (time) EXPECT CLIMBTO (altitude)

Notification that an instructionshould be expected for theaircraft to commence climb at thespecified time to the specifiedlevel.

R

AT (position) EXPECTCLIMB TO (altitude)

Notification that an instructionshould be expected for theaircraft to commence climb at thespecified position to the specifiedlevel.

R

AT (time) EXPECTDESCENT TO (altitude)

Notification that an instructionshould be expected for theaircraft to commence descent atthe specified time to the specifiedlevel.

R

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AT (position) EXPECTDESCENT TO (altitude)

Notification that an instructionshould be expected for theaircraft to commence descent atthe specified position to thespecified level.

R

AT (time) EXPECT CRUISECLIMB TO (altitude)

Notification that an instructionshould be expected for theaircraft to commence cruiseclimb at the specified time to thespecified level.Due to different interpretationsbetween the various ATS units,this element should be avoided.

R

AT (position) EXPECTCRUISE CLIMB TO(altitude)

Notification that an instructionshould be expected for theaircraft to commence cruiseclimb at the specified position tothe specified level.Due to different interpretationsbetween the various ATS units,this element should be avoided.

R

MAINTAIN (altitude) Instruction to maintain thespecified level.

W/U

CLIMB TO AND MAINTAIN(altitude)

Instruction that a climb to thespecified level is to commenceand the level is to be maintainedwhen reached.

W/U

AT (time) CLIMB TO ANDMAINTAIN (altitude)

Instruction that at the specifiedtime, a climb to the specifiedlevel is to commence and oncereached the specified level is tobe maintained.

W/U

AT (position) CLIMB TOAND MAINTAIN (altitude)

Instruction that at the specifiedposition, a climb to the specifiedlevel is to commence and oncereached the specified level is tobe maintained.

W/U

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DESCEND TO ANDMAINTAIN (altitude)

Instruction that a descent to thespecified level is to commenceand the level is to be maintainedwhen reached.

W/U

AT (time) DESCEND TOAND MAINTAIN (altitude)

Instruction that at the specifiedtime a decent to the specifiedlevel is to commence and oncereached the specified level is tobe maintained.

W/U

AT (position) DESCEND TOAND MAINTAIN (altitude)

Instruction that at the specifiedposition a descent to thespecified level is to commenceand when the specified level isreached it is to be maintained.

W/U

CLIMB TO REACH(altitude) BY (time)

Instruction that a climb is tocommence at a rate such thatthe specified level is reached ator before the specified time.

W/U

CLIMB TO REACH(altitude) BY (position)

Instruction that a climb is tocommence at a rate such thatthe specified level is reached ator before the specified position.

W/U

DESCEND TO REACH(altitude) BY (time)

Instruction that a descent is tocommence at a rate such thatthe specified level is reached ator before the specified time.

W/U

DESCEND TO REACH(altitude) BY (position)

Instruction that a descent is tocommence at a rate such thatthe specified level is reached ator before the specified position.

W/U

MAINTAIN BLOCK (altitude)TO (altitude)

A level within the specifiedvertical range is to bemaintained.

W/U

CLIMB TO AND MAINTAINBLOCK (altitude) TO(altitude)

Instruction that a climb to a levelwithin the specified vertical rangeis to commence.

W/U

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DESCEND TO ANDMAINTAIN BLOCK (altitude)TO (altitude)

Instruction that a descent to alevel within the specified verticalrange is to commence.

W/U

CRUISE (altitude) Instruction that authorizes a pilotto conduct flight at any altitudefrom the minimum altitude up toand including the altitudespecified in the clearance.further, it is approval for the pilotto proceed to and make anapproach at the destinationairport.Due to differentinterpretations between thevarious ATS units, this elementshould be avoided.

W/U

CRUISE CLIMB TO(altitude)

A cruise climb is to commenceand continue until the specifiedlevel is reached.Due to differentinterpretations between thevarious ATS units, this elementshould be avoided.

W/U

CRUISE CLIMB ABOVE(altitude)

A cruise climb can commenceonce above the specifiedlevel.Due to differentinterpretations between thevarious ATS units, this elementshould be avoided.

W/U

EXPEDITE CLIMB TO(altitude)

The climb to the specified levelshould be made at the aircraft’sbest rate.

W/U

EXPEDITE DESCENT TO(altitude)

The descent to the specifiedlevel should be made at theaircraft’s best rate.

W/U

IMMEDIATELY CLIMB TO(altitude)

Urgent instruction to immediatelyclimb to the specified level.

W/U

IMMEDIATELY DESCENDTO (altitude)

Urgent instruction to immediatelydescend to the specified level.

W/U

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IMMEDIATELY STOPCLIMB AT (altitude)

Urgent instruction to immediatelystop a climb once the specifiedlevel is reached.

W/U

IMMEDIATELY STOPDESCENT AT (altitude)

Urgent instruction to immediatelystop a descent once thespecified level is reached.

W/U

CLIMB AT (vertical rate)MINIMUM

Instruction to climb at not lessthan the specified rate.

W/U

CLIMB AT (vertical rate)MAXIMUM

Instruction to climb at not abovethe specified rate.

W/U

DESCEND AT (vertical rate)MINIMUM

Instruction to descend at not lessthan the specified rate.

W/U

DESCEND AT (vertical rate)MAXIMUM

Instruction to descend at notabove the specified rate.

W/U

Uplinks -- Crossing Constraints


EXPECT TO CROSS(position) AT (altitude)

Notification that a level changeinstruction should be expectedwhich will require the specifiedposition to be crossed at thespecified level.

R

EXPECT TO CROSS(position) AT OR ABOVE(altitude)

Notification that a level changeinstruction should be expectedwhich will require the specifiedposition to be crossed at orabove the specified level.

R

EXPECT TO CROSS(position) AT OR BELOW(altitude)

Notification that a level changeinstruction should be expectedwhich will require the specifiedposition to be crossed at or belowthe specified level.

R

EXPECT TO CROSS(position) AT ANDMAINTAIN (altitude)

Notification that a level changeinstruction should be expectedwhich will require the specifiedposition to be crossed at thespecified level which is to bemaintained subsequently.

R

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CROSS (position) AT(altitude)

The specified position is to becrossed at the specified level.This may require the aircraft tomodify its climb or descentprofile.

W/U

CROSS (position) AT ORABOVE (altitude)

The specified position is to becrossed at or above the specifiedlevel.

W/U

CROSS (position) AT ORBELOW (altitude)

The specified position is to becrossed at or below the specifiedlevel.

W/U

CROSS (position) AT ANDMAINTAIN (altitude)

Instruction that the specifiedposition is to be crossed at thespecified level and that level is tobe maintained when reached.

W/U

CROSS (position)BETWEEN (altitude) AND(altitude)

The specified position is to becrossed at a level between thespecified levels.

W/U

CROSS (position) AT (time) The specified position is to becrossed at the specified time.

W/U

CROSS (position) AT ORBEFORE (time)

The specified position is to becrossed at or before the specifiedtime.

W/U

CROSS (position) AT ORAFTER (time)

The specified position is to becrossed at or after the specifiedtime.

W/U

CROSS (position)BETWEEN (time) AND(time)

The specified position is to becrossed at a time between thespecified times.

W/U

CROSS (position) AT(speed)

The specified position is to becrossed at the specified speedand the specified speed is to bemaintained until further advised.

W/U

CROSS (position) AT ORLESS THAN (speed)

The specified position is to becrossed at a speed equal to orless than the specified speed andthe specified speed or less is tobe maintained until furtheradvised.

W/U

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CROSS (position) AT ORGREATER THAN (speed)

The specified position is to becrossed at a speed equal to orgreater than the specified speedand the specified speed orgreater is to be maintained untilfurther advised.

W/U

CROSS (position) AT (time)AT (altitude)

The specified position is to becrossed at the specified time andthe specified level.

W/U

CROSS (position) AT ORBEFORE (time) AT (altitude)

The specified position is to becrossed at or before the specifiedtime and at the specified level.

W/U

CROSS (position) AT ORAFTER (time) AT (altitude)

The specified position is to becrossed at or after the specifiedtime and at the specified level.

W/U

CROSS (position) AT ANDMAINTAIN (altitude) AT(speed)

Instruction that the specifiedposition is to be crossed at thespecified level and speed and thelevel and speed are to bemaintained.

W/U

AT (time) CROSS (position)AT AND MAINTAIN(altitude)

Instruction that at the specifiedtime the specified position is tobe crossed at the specified leveland the level is to be maintained.

W/U

AT (time) CROSS (position)AT AND MAINTAIN(altitude) AT (speed)

Instruction that at the specifiedtime the specified position is tobe crossed at the specified leveland speed and the level andspeed are to be maintained.

W/U

Uplinks -- Lateral Offsets

OFFSET (direction)(distance offset) OF ROUTE

Instruction to fly a parallel trackto the cleared route at adisplacement of the specifieddistance in the specifieddirection.

W/U

AT (position) OFFSET(direction) (distance offset)OF ROUTE

Instruction to fly a parallel trackto the cleared route at adisplacement of the specifieddistance in the specified directionand commencing at the specifiedposition.

W/U

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AT (time) OFFSET(direction) (distance offset)OF ROUTE

Instruction to fly a parallel trackto the cleared route at adisplacement of the specifieddistance in the specified directionand commencing at the specifiedtime.

W/U

PROCEED BACK ONROUTE

The cleared flight route is to berejoined.

W/U

REJOIN ROUTE BY(position)

The cleared flight route is to berejoined at or before thespecified position.

W/U

REJOIN ROUTE BY (time) The cleared flight route is to berejoined at or before thespecified time.

W/U

EXPECT BACK ON ROUTEBY (position)

Notification that a clearance maybe issued to enable the aircraft torejoin the cleared route at orbefore the specified position.

R

EXPECT BACK ON ROUTEBY (time)

Notification that a clearance maybe issued to enable the aircraft torejoin the cleared route at orbefore the specified time.

R

RESUME OWNNAVIGATION

Instruction to resume ownnavigation following a period oftracking or heading clearances.May be used in conjunction withan instruction on how or where torejoin the cleared route.

W/U

Uplinks -- Route Modifications

(predeparture clearance) Notification to the aircraft of theinstructions to be followed fromdeparture until the specifiedclearance limit.

W/U

PROCEED DIRECT TO(position)

Instruction to proceed directlyfrom the present position to thespecified position.

W/U

WHEN ABLE PROCEEDDIRECT TO (position)

Instruction to proceed, whenable, directly to the specifiedposition.

W/U

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AT (time) PROCEEDDIRECT TO (position)

Instruction to proceed, at thespecified time, directly to thespecified position.

W/U

AT (position) PROCEEDDIRECT TO (position)

lnstruction to proceed, at thespecified position, directly to thenext specified position.

W/U

AT (altitude) PROCEEDDIRECT TO (position)

Instruction to proceed, uponreaching the specified level,directly to the specified position.

W/U

CLEARED TO (position)VIA (route clearance)

Instruction to proceed to thespecified position via thespecified route.

W/U

CLEARED (route clearance) Instruction to proceed via thespecified route.

W/U

CLEARED (procedurename)

Instruction to proceed inaccordance with the specifiedprocedure.

W/U

CLEARED TO DEVIATE UPTO (direction) (distanceoffset) OF ROUTE

Approval to deviate up to thespecified distance from thecleared route in the specifieddirection.

W/U

AT (position) CLEARED(route clearance)

Instruction to proceed from thespecified position via thespecified route.

W/U

AT (position) CLEARED(procedure name)

Instruction to proceed from thespecified position via thespecified procedure.

W/U

EXPECT (route clearance) Notification that a clearance to flyon the specified route may beissued.

R

AT (position) EXPECT(route clearance)

Notification that a clearance to flyon the specified route from thespecified position may be issued.

R

EXPECT DIRECT TO(position)

Notification that a clearance to flydirectly to the specified positionmay be issued.

R

AT (position) EXPECTDIRECT TO (position)

Notification that a clearance to flydirectly from the first specifiedposition to the next specifiedposition may be issued.

R

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AT (time) EXPECT DIRECTTO (position)

Notification that a clearance to flydirectly to the specified positioncommencing at the specifiedtime may be issued.

R

AT (altitude) EXPECTDIRECT TO (position)

Notification that a clearance to flydirectly to the specified positioncommencing when the specifiedlevel is reached may be issued.

R

HOLD AT (position)MAINTAIN (altitude)INBOUND TRACK(degrees)(direction) TURNLEG TIME (leg type)

Instruction to enter a holdingpattern with the specifiedcharacteristics at the specifiedposition and level.

W/U

HOLD AT (position) ASPUBLISHED MAINTAIN(altitude)

Instruction to enter a holdingpattern with the publishedcharacteristics at the specifiedposition and level.

W/U

EXPECT FURTHERCLEARANCE AT (time)

Notification that an onwardsclearance may be issued at thespecified time.

R

TURN (direction) HEADING(degrees)

Instruction to turn left or right asspecified onto the specifiedheading.

W/U

TURN (direction) GROUNDTRACK (degrees)

Instruction to turn left or right asspecified onto the specified track.

W/U

FLY PRESENT HEADING Instruction to continue to fly onthe current heading.

W/U

AT (position) FLY HEADING(degrees)

Instruction to fly on the specifiedheading from the specifiedposition.

W/U

IMMEDIATELY TURN(direction) HEADING(degrees)

Instruction to turn immediatelyleft or right as specified onto thespecified heading.

W/U

EXPECT (procedure name) Notification that a clearance maybe issued for the aircraft to fly thespecified procedure.

R

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Uplinks -- Speed Changes

AT (time) EXPECT (speed) Notification that a speedinstruction may be issued to beeffective at the specified time.

R

AT (position) EXPECT(speed)

Notification that a speedinstruction may be issued to beeffective at the specified position.

R

AT (altitude) EXPECT(speed)

Notification that a speedinstruction may be issued to beeffective at the specified level.

R

AT (time) EXPECT (speed)TO (speed)

Notification that a speed rangeinstruction may be issued to beeffective at the specified time.

R

AT (position) EXPECT(speed) TO (speed)

Notification that a speed rangeinstruction may be issued to beeffective at the specified position.

R

AT (altitude) EXPECT(speed) TO (speed)

Notification that a speed rangeinstruction may be issued to beeffective at the specified level.

R

MAINTAIN (speed) The specified speed is to bemaintained.

W/U

MAINTAIN PRESENTSPEED

The present speed is to bemaintained.

W/U

MAINTAIN (speed) ORGREATER

The specified speed or a greaterspeed is to be maintained.

W/U

MAINTAIN (speed) ORLESS

The specified speed or a lesserspeed is to be maintained.

W/U

MAINTAIN (speed) TO(speed)

A speed within the specifiedrange is to be maintained.

W/U

INCREASE SPEED TO(speed)

The present speed is to beincreased to the specified speedand maintained until furtheradvised.

W/U

INCREASE SPEED TO(speed) OR GREATER

The present speed is to beincreased to the specified speedor greater, and maintained at orabove the specified speed untilfurther advised.

W/U

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REDUCE SPEED TO(speed)

The present speed is to bereduced to the specified speedand maintained until furtheradvised.

W/U

REDUCE SPEED TO(speed) OR LESS

The present speed is to bereduced to the specified speed orless and maintained at or belowthe specified speed until furtheradvised.

W/U

DO NOT EXCEED (speed) The specified speed is not to beexceeded.

W/U

RESUME NORMAL SPEED Notification that the aircraft needno longer comply with thepreviously issued speedrestriction.

W/U

Uplinks -- Contact/Monitor/Surveillance Requests

CONTACT(icaounitname)(frequency)

The pilot is required to call theATS facility on the specifiedfrequency.

W/U

AT (position) CONTACT(icaounitname) (frequency)

At the specified position the ATSunit with the specified ATS unitname is to be contacted on thespecified frequency.

W/U

AT (time) CONTACT(icaounitname) (frequency)

At the specified time the ATS unitwith the specified ATS unit nameis to be contacted on thespecified frequency.

W/U

MONITOR(icaounitname)(frequency)

The pilot is required to monitorthe specified ATS facility on thespecified frequency. The Pilot isnot required to check in.

W/U

AT (position) MONITOR(icaounitname) (frequency)

At the specified position the ATSunit with the specified ATS unitname is to be monitored on thespecified frequency.

W/U

AT (time) MONITOR(icaounitname)(frequency)

At the specified time the ATS unitwith the specified ATS unit nameis to be monitored on thespecified frequency.

W/U

SQUAWK (beacon code) The specified code (SSR code)is to be selected.

W/U

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STOP SQUAWK The SSR transponder responsesare to be disabled.

W/U

SQUAWK ALTITUDE The SSR transponder responsesshould include level information.

W/U

STOP ALTITUDE SQUAWK The SSR transponder responsesshould no longer include levelinformation.

W/U

SQUAWK IDENT The ‘ident’ function on the SSRtransponder is to be actuated.

W/U

REPORT BACK ONROUTE

Instruction to report when theaircraft is back on the clearedroute.

R

REPORT LEAVING(altitude)

Instruction to report when theaircraft has left the specifiedlevel. Either a level that has beenmaintained, or a level passedthrough on climb or descent.

R

REPORT LEVEL (altitude) Instruction to report when theaircraft is in level flight at thespecified level.Some States do not to use thismessage in order to avoidconfusion because it does notcomply with existing voicephraseology

R

REPORT REACHING(altitude)

Instruction to report when theaircraft has reached the specifiedlevel.To be interpreted as “Reportreaching an assigned level.”

R

REPORT REACHINGBLOCK (altitude) TO(altitude)

Instruction to report when theaircraft is within the specifiedvertical range.

R

REPORT PASSING(position)

Instruction to report when theaircraft has passed the specifiedposition.

R

REPORT DISTANCE(to/from) (position)

Instruction to report the presentdistance to or from the specifiedposition.

NE

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REPORT REMAININGFUEL AND SOULS ONBOARD

Instruction to report the amountof fuel remaining and the numberof persons on board.

NE

CONFIRM POSITION Instruction to report the presentposition.

NE

CONFIRM ALTITUDE Instruction to report the presentlevel.

NE

CONFIRM SPEED Instruction to report the presentspeed.

NE

CONFIRM ASSIGNEDALTITUDE

Instruction to confirm andacknowledge the currentlyassigned level.

NE

CONFIRM ASSIGNEDSPEED

Instruction to confirm andacknowledge the currentlyassigned speed.

NE

CONFIRM ASSIGNEDROUTE

Instruction to confirm andacknowledge the currentlyassigned route.

NE

CONFIRM TIME OVERREPORTED WAYPOINT

Instruction to confirm thepreviously reported time over thelast reported waypoint.

NE

CONFIRM REPORTEDWAYPOINT

Instruction to confirm the identityof the previously reportedwaypoint.

NE

CONFIRM NEXTWAYPOINT

lnstruction to confirm the identityof the next waypoint.

NE

CONFIRM NEXTWAYPOINT ETA

Instruction to confirm thepreviously reported estimatedtime at the next waypoint.

NE

CONFIRM ENSUINGWAYPOINT

Instruction to confirm the identityof the next plus one waypoint.

NE

CONFIRM REQUEST The request was not understood.It should be clarified andresubmitted.

NE

CONFIRM SQUAWK Instruction to report the currentlyselected transponder code.

NE

CONFIRM HEADING Instruction to report the presentheading.

NE

CONFIRM GROUNDTRACK

Instruction to report the presentground track.

NE

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CONFIRM ATIS CODE Instruction to report theidentification code of the lastATIS received.

NE

REQUEST POSITIONREPORT

Instruction to make a positionreport.To be used if the controller doesnot receive a scheduled positionreport.

NE

Uplinks -- Negotiation Requests

WHEN CAN YOU ACCEPT(altitude)

Request for the earliest time atwhich the specified level can beaccepted.

NE

CAN YOU ACCEPT(altitude) AT (position)

Instruction to report whether ornot the specified level can beaccepted at the specifiedposition.

A/N

CAN YOU ACCEPT(altitude) AT (time)

Instruction to report whether ornot the specified level can beaccepted at the specified time.

A/N

WHEN CAN YOU ACCEPT(speed)

Instruction to report the earliesttime when the specified speedcan be accepted.

NE

WHEN CAN YOU ACCEPT(direction) (distance offset)OFFSET

Instruction to report the earliesttime when the specified offsettrack can be accepted.

NE

Uplinks -- Air Traffic Advisories

ALTIMETER (altimeter) ATS advisory that the altimetersetting should be the specifiedsetting.

R

RADAR SERVICESTERMINATED

ATS advisory that the radarservice is terminated.

R

RADAR CONTACT(position)

ATS advisory that radar contacthas been established at thespecified position.

R

RADAR CONTACT LOST ATS advisory that radar contacthas been lost.

R

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CHECK STUCKMICROPHONE (frequency)

A continuous transmission isdetected on the specifiedfrequency. Check themicrophone button.

R

ATIS (atis code) ATS advisory that the ATISinformation identified by thespecified code is the currentATIS information.

R

Uplinks -- System Management Messages

ERROR (error information) A system generated messagethat the ground system hasdetected an error.

NE

NEXT DATA AUTHORITY(facility designation)

Notification to the avionics thatthe next data authority is thespecified ATSU.

NE

END SERVICE Notification to the avionics thatthe data link connection with thecurrent data authority is beingterminated.

NE

SERVICE UNAVAILABLE Notification that the groundsystem does not support thismessage.

NE

(icao facility designation)(tp4Table)

Notification to the pilot of anATSU identifier.

NE

Uplinks -- Additional Messages

WHEN READY The associated instruction maybe complied with at any futuretime.

NE

THEN Used to link two messages,indicating the proper order ofexecution of clearances/instructions.

NE

DUE TO TRAFFIC The associated instruction isissued due to trafficconsiderations.

NE

DUE TO AIRSPACERESTRICTION

The associated instruction isissued due to airspacerestrictions.

NE

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2012



DISREGARD The indicated communicationshould be ignored.The previously sent uplinkCPDLC message shall beignored. DISREGARD should notrefer to a clearance orinstruction. If DISREGARD isused, another element shall beadded to clarify which messageis to be disregarded.

R

MAINTAIN OWNSEPARATION AND VMC

Notification that the pilot isresponsible for maintainingseparation from other traffic andis also responsible formaintaining VisualMeteorological Conditions.

W/U

AT PILOTS DISCRETION Used in conjunction with aclearance or instruction toindicate that the pilot mayexecute when prepared to do so.

N

(free text) Normal urgency attribute R

(free text) Distress urgency attribute R

Downlinks – Responses

WILCO The instruction is understood andwill be complied with.

N

UNABLE The instruction cannot becomplied with.

N

STANDBY Wait for a reply.The controller is informed thatthe request is being assessedand there will be a short termdelay (within 10 minutes). Theexchange is not closed and therequest will be responded towhen conditions allow.

N

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ROGER Message received andunderstood.ROGER is the only correctresponse to an uplink free textmessage. Under nocircumstances will ROGER beused instead of AFFIRM.

N

AFFIRM YesAFFIRM is an appropriateresponse to an uplinkednegotiation request message(e.g. CAN YOU ACCEPT (altitude) AT(time)).

N

NEGATIVE NoNEGATIVE is an appropriateresponse to an uplinkednegotiation request message(e.g. CAN YOU ACCEPT (altitude) AT(time)).

N

Downlinks -- Vertical Requests


REQUEST (altitude) Request to fly at the specifiedlevel.

Y

REQUEST BLOCK(altitude) TO (altitude)

Request to fly at a level withinthe specified vertical range.

Y

REQUEST CRUISE CLIMBTO (altitude)

Request to cruise climb to thespecified level.Due to different interpretationsbetween the various ATS units,this element should be avoided.

Y

REQUEST CLIMB TO(altitude)

Request to climb to the specifiedlevel.

Y

REQUEST DESCENT TO(altitude)

Request to descend to thespecified level.

Y

AT (position) REQUESTCLIMB TO (altitude)

Request that at the specifiedposition a climb to the specifiedlevel be approved.

Y

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2012


AT (position) REQUESTDESCENT TO (altitude)

Request that at the specifiedposition a descent to thespecified level be approved.

Y

AT (time) REQUEST CLIMBTO (altitude)

Request that at the specifiedtime a climb to the specified levelbe approved.

Y

AT (time) REQUESTDESCENT TO (altitude)

Request that at the specifiedtime a descent to the specifiedlevel be approved.

Y

Downlinks -- Lateral Off--Set Requests

REQUEST OFFSET(direction) (distance offset)OF ROUTE

Request that a parallel track,offset from the cleared track bythe specified distance in thespecified direction, be approved.

Y

AT (position) REQUESTOFFSET (direction)(distance offset) OF ROUTE

Request that a parallel track,offset from the cleared track bythe specified distance in thespecified direction, be approvedfrom the specified position.

Y

AT (time) REQUESTOFFSET (direction)(distance offset) OF ROUTE

Request that a parallel track,offset from the cleared track bythe specified distance in thespecified direction, be approvedfrom the specified time.

Y

Downlinks -- Speed Requests

REQUEST (speed) Request to fly at the specifiedspeed.

Y

REQUEST (speed) TO(speed)

Request to fly within thespecified speed range.

Y

Downlinks -- Voice Contact Requests

REQUEST VOICECONTACT

Request for voice contact. Y

REQUEST VOICECONTACT (frequency)

Request for voice contact on thespecified frequency.

Y

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2012


Downlinks -- Route Modification Requests

REQUEST DIRECT TO(position)

Request to track from thepresent position direct to thespecified position.

Y

REQUEST (procedurename)

Request for the specifiedprocedure clearance.

Y

REQUEST (routeclearance)

Request for a route clearance. Y

REQUEST CLEARANCE Request for either apre--departure or routeclearance.

Y

REQUEST WEATHERDEVIATION TO (position)VIA (route clearance)

Request for a weather deviationto the specified position via thespecified route.

Y

REQUEST WEATHERDEVIATION UP TO(direction) (distance offset)OF ROUTE

Request for a weather deviationup to the specified distance offtrack in the specified direction.

Y

REQUEST HEADING(degrees)

Request a clearance to adopt thespecified heading.

Y

REQUEST GROUNDTRACK (degrees)

Request a clearance to adopt thespecified ground track.

Y

Downlinks – Reports

LEAVING (altitude) Notification of leaving thespecified level.

N

CLIMBING TO (altitude) Notification of climbing to thespecified level.

N

DESCENDING TO (altitude) Notification of descending to thespecified level.

N

PASSING (position) Notification of passing thespecified position.

N

AT (time) (distance)(to/from) (position)

At the specified time, theaircraft’s position was asspecified.

N

PRESENT ALTITUDE(altitude)

Notification of the present level. N

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PRESENT POSITION(position)

Notification of the presentposition.

N

PRESENT SPEED (speed) Notification of the present speed. N

PRESENT HEADING(degrees)

Notification of the presentheading in degrees.

N

PRESENT GROUNDTRACK (degrees)

Notification of the present groundtrack in degrees.

N

LEVEL (altitude) Notification that the aircraft ismaintaining the specified level.

N

REACHING (altitude) Notification that the aircraft hasreached the specified level.

N

REACHING BLOCK(altitude) TO (altitude)

Notification that the aircraft hasreached a level within thespecified vertical range.

N

ASSIGNED ALTITUDE(altitude)

Read--back of the assigned level. N

ASSIGNED BLOCK(altitude) TO (altitude)

Read--back of the assignedvertical range.

N

ASSIGNED SPEED (speed) Read--back of the assignedspeed.

N

ASSIGNED ROUTE (routeclearance)

Read--back of the assignedroute.

N

BACK ON ROUTE The aircraft has regained thecleared route.

N

NEXT WAYPOINT (position) The next waypoint is thespecified position.

N

NEXT WAYPOINT ETA(time)

The ETA at the next waypoint isas specified.

N

ENSUING WAYPOINT(position)

The next plus one waypoint isthe specified position.

N

REPORTED WAYPOINT(position)

Clarification of previouslyreported waypoint passage.

N

REPORTED WAYPOINT(time)

Clarification of time overpreviously reported waypoint.

N

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2012


SQUAWKING (beaconcode)

The specified (SSR) code hasbeen selected.

N

POSITION REPORT(position report)

Reports the current position ofthe aircraft when the pilotpresses the button to send thismessage.ATC expects position reportsbased on this downlink message

N

ATIS (atis code) The code of the latest ATISreceived is as specified.

N

DEVIATING (direction)(distance offset) OF ROUTE

Notification that the aircraft isdeviating from the cleared routeby the specified distance in thespecified direction.

N

Downlinks -- Negotiation Requests

WHEN CAN WE EXPECT(speed)

Request for the earliest time atwhich a clearance to thespecified speed can beexpected.

Y

WHEN CAN WE EXPECT(speed) TO (speed)

Request for the earliest time atwhich a clearance to a speedwithin the specified range can beexpected.

Y

WHEN CAN WE EXPECTBACK ON ROUTE

Request for the earliest time atwhich a clearance to regain theplanned route can be expected.

Y

WHEN CAN WE EXPECTLOWER ALTITUDE

Request for the earliest time atwhich a clearance to descendcan be expected.

Y

WHEN CAN WE EXPECTHIGHER ALTITUDE

Request for the earliest time atwhich a clearance to climb canbe expected.

Y

WHEN CAN WE EXPECTCRUISE CLIMB TO(altitude)

Request for the earliest time atwhich a clearance to cruise climbto the specified level can beexpected.

Y

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Downlinks -- Emergency Messages

PAN PAN PAN Urgency prefix. N

MAYDAY MAYDAYMAYDAY

Distress prefix. N

(remaining fuel) OF FUELREMAINING AND (souls onboard) SOULS ON BOARD

Notification of fuel remaining andnumber of persons on board.

N

CANCEL EMERGENCY Notification that the pilot wishesto cancel the emergencycondition.

N

DIVERTING TO (position)orDIVERTING TO (position)VIA (x)

Notification that the aircraft isdiverting to the specified positionvia the specified route.

N

OFFSETTING (direction)(distance offset) OF ROUTE

Notification that the aircraft isdeviating the specified distancein the specified direction off thecleared route and maintaining aparallel track.

N

DESCENDING TO (altitude) Notification that the aircraft isdescending to the specified level.

N

Downlinks --System Management Messages

ERROR (error information) A system generated messagethat the avionics has detected anerror.

N

NOT CURRENT DATAAUTHORITY

A system generated denial toany CPDLC message sent froma ground facility that is not theCurrent Data Authority.

N

(icao facility designation) Notification to the ground systemthat the specified ATSU is thecurrent data authority.

N

(version number) A system generated messageindicating the software versionnumber.

N

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Downlinks --Additional Messages

DUE TO WEATHER Used to explain reasons foraircraft operator’s message.

N

DUE TO AIRCRAFTPERFORMANCE

Used to explain reasons foraircraft operator’s message.

N

MAINTAIN OWNSEPARATION AND VMC

States a desire by the pilot toprovide his/her own separationand remain in VMC.

N

AT PILOTS DISCRETION Used in conjunction with anothermessage to indicate that the pilotwishes to execute the requestwhen the pilot is prepared to doso.

N

(free text) Normal urgency attribute N

WE CAN ACCEPT (altitude)AT (time)

We can accept the specifiedlevel at the specified time.

N

WE CAN ACCEPT (speed)AT (time)

We can accept the specifiedspeed at the specified time.

N

WE CAN ACCEPT(direction) (distance offset)AT (time)

We can accept a parallel trackoffset the specified distance inthe specified direction at thespecified time.

N

WE CANNOT ACCEPT(altitude)

We cannot accept the specifiedlevel.

N

WE CANNOT ACCEPT(speed)

We cannot accept the specifiedspeed.

N

WE CANNOT ACCEPT(direction) (distance offset)

We cannot accept a parallel trackoffset the specified distance inthe specified direction.

N

WHEN CAN WE EXPECTCLIMB TO (altitude)

Request for the earliest time atwhich a clearance to climb to thespecified level can be expected.

N

WHEN CAN WE EXPECTDESCENT TO (altitude)

Request for the earliest time atwhich a clearance to descend tothe specified level can beexpected.

N

(free text) Distress urgency attribute Y

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2012


AP

PE

ND

IX1

AU

ST

RA

LIA

NA

FT

NC

IRC

UIT

RY

NA

TIO

NA

LC

OM

MU

NIC

AT

ION

SC

EN

TR

EB

RIS

BA

NE

--YBBBYFYX

AT

SU

NIT

SIN

AU

ST

RA

LIA

Adelaide

(YPA

D)

Albury

(YMAY

)AliceSprings

(YBAS)

Archerfield

(YBAF)

Avalon

(YMAV

)Bankstown

(YSBK)

Brisbane

ACC/COM/BO/

NOF/NAIPS

(YBBB)

Brisbane

(YBBN)

Cairns

(YBCS)

Cam

den

(YSCN)

Canberra*

(YSCB)

Christmas

Island

=(YPXM)

CoffsHarbour

(YCFS)

Darwin*

(YPDN)

Essendon

(YMEN)

GoldCoast

(YBCG)

Ham

ilton

Island

(YBHM)

HeadOffice

(YSHO)

Hobart

(YMHB)

Jandakot

(YPJT)

Launceston

(YMLT)

Mackay

(YBMK)

Melbourne

ACC

(YMMM)

Melbourne

(YMML)

Moorabbin

(YMMB)

Parafield

(YPPF)

Perth

(YPPH)

PortH

edland

(YPPD)

Rockham

pton

(YBRK)

SunshineCoast

(YBSU)

Sydney

(YSSY)

Tamworth

(YSTW

)Townsville

*(YBTL)

AIR

LIN

EC

OM

PAN

IES

JapanAirlines

(YBCSJALX

)QantasAirlines

(YSSYQFA

O)

UnitedAirlines

(YSSYUALO

)VirginBlue

(YBBBVOZX)

INT

ER

NA

TIO

NA

LC

EN

TR

ES

Fiji--Nadi

(NFFF)

Indonesia--Jakarta

(WIII)

Johannesburg

(FAJS)

NauruIs--Nauru

(ANAU)

New

Guinea--PortM

oresby

(AYPY)

New

Zealand

--Christchurch(NZCH)

SingaporeIs--Singapore

(WSSS)

Solom

onIslands--Honiara

(AGGH)

USA--SaltLakeCity

(KSLC

)Vanuatu--PortV

ila(NVVV)

EX

TE

RN

AL

OR

GA

NIS

AT

ION

S

AustralianMaritimeSafetyAuthority(AMSA)

(YSMO)

AusSAR

(YSARYCYX)

AustralianTransportS

afetyBureau(ATSB)=

(see

Note2)

CivilAviationSafetyAuthority(CASA)

(YSCA)

Customs

(YSCBCUST)

DarwinDistrictA

irportInspector

(YPDNYDYX)

BureauofMeteorology

(MET)

(YMMC)

AirlineCom

pany

Network(SITA)

(WSSSSITX) M

ILIT

AR

YU

NIT

SAmberley

(YAMB)

EastS

ale

(YMES)

Edinburgh

(YPED)

Now

ra(YSNW)

Oakey

(YBOK)

Pearce

(YPEA)

RAAFAIS

(YMMX)

Richm

ond

(YSRI)

Tindal*

(YPTN)

Williamtown*

(YWLM

)

LE

GE

ND

*Military/civiluse

=Fax

connection

Note1:

Therearemanysupplementaryinter-unitAFTNcircuitsavailable

which

arenotindicated.

Note2:

MessagesfortheAT

SBshouldbe

directed

byFA

Xto61-2-62746434.

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2012


AP

PE

ND

IX2

FU

LL

PO

SIT

ION

RE

PO

RT

--F

OR

MA

T

NR

Item

Transm

it--Voice

Notes

0Prefix

AIR

EP

SP

EC

IAL

Whengiving

METinformation,prefixthereport

AIR

EP

SP

EC

IAL.A

IREPSPECIALisused

whe-

neverSPECIALconditionsarereported

even

though

included

inaroutinereport.W

henSec-

tion3isnotincluded,theprefix

PO

SIT

IONmay

beused

SE

CT

ION

1:P

OSITION--AllReports

1Aircraft

Identification

[cal

l-si

gn

]Aircraftidentificationas

inflightplanoras

amendedby

ATC

2Position

PO

SIT

ION

[lat

itu

de,

lon

git

ud

e]or

OV

ER

[pla

ce]

orA

BE

AM

[pla

ce]

or[p

lace

,bea

rin

g,d

ista

nce

]

“PO

SIT

ION”onlywhenLATandLO

NGused.If

immediatelyovertheplacenamed,report“

OV

ER

[pla

ce]”.Fordomestic

flightsonly“O

VE

R”may

beom

itted.Incontrolledairspace

reportalso

the

distance

anddirectionabeam,eg.“N

INE

MIL

ES

AB

EA

M[p

lace

]TO

TH

EN

OR

TH”or“[

pla

ce]

TH

RE

ES

IXZ

ER

OZ

ER

OO

NE

FIV

E.”

3Time

AT

[min

ute

s]or

[ho

urs

and

min

ute

s]Whengiving

METinformationreportinhoursand

minutes

UTC.O

therwise,reportinminutes

past

thehourattheposition.

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2012

GEN 3.4 -- 107AIP Australia 18 NOV 10

4FlightLevelor

Altitude

FL

IGH

TL

EV

EL

[nu

mb

er]or

[alt

itu

de]

FE

ET(adding,

ifneces-

sary)

CL

IMB

ING

/D

ES

CE

ND

ING

TOF

LIG

HT

LE

VE

L[n

um

ber

]or

[alt

itu

de]

FE

ET

Whennotatassignedlevel,positionreportshallin-

cludepresentlevel,and

leveltowhich

climbing

ordescending.

Fordomestic

flights,“

FE

ET”may

beom

itted

from

altitudereports.

5NextP

osition

andTimeOver

NE

XT

PO

SIT

ION

[pla

ce]

AT

[min

-u

tes]or

[ho

urs

and

min

ute

s]For

domestic

flights,“N

EX

TP

OS

ITIO

N”may

beom

itted.

6Ensuing

SignificantP

oint

FO

LL

OW

ING

PO

INT

[po

siti

on

]To

beincluded

whenrequestedby

ATCand,

atothertim

es,w

henthepilotconsidersitnecessary

toconfirm

toATStheroutebeingfollowed.

SE

CT

ION

2:O

PERATIONAL--

Whenrequestedby

theoperatorordesignated

representative,or

whenconsidered

necessaryby

thepilotincommand.

7Estimated

Time

ofArrival

ES

TIM

AT

ING

AR

RIV

AL

[pla

ce]

AT

[ho

urs

and

min

ute

s]

8Endurance

EN

DU

RA

NC

E[n

um

ber

]H

OU

RS

[nu

mb

er]

MIN

UT

ES

SE

CT

ION

3:M

ETEOROLO

GICAL--

Whendesignated,onrequest,or

whenspecialconditions

encountered

Item

s9

and

10arerequiredineach

report.

Item

s11

and

12arerequiredonlyifthephenom

enaareencountered

within10

minutes

priortothetim

eatthepositioninItem2.

Supplem

entaryinformationexem

plified

underItem11

isrequiredif,intheopinionofthepilotincommand,itisofaeronauticalinterestorifaspecialrequestforany

particular

informationhasbeen

madeby

METorATC.

Copyright ©


2012


Air

Temperature

TE

MP

ER

AT

UR

EP

LU

S[n

um

ber

]or T

EM

PE

RA

TU

RE

MIN

US

[nu

mb

er]

Corrected

forinstrumenterrorandairspeed.

Reportonlystabilisedtemperaturesinwhole

degreesC.

10SpotW

indor

MeanWindand

Position

thereof

WIN

D[n

um

ber

]D

EG

RE

ES

[nu

mb

er]

KN

OT

S(M

EA

N,if

applicable)or

WIN

DL

IGH

TA

ND

VAR

IAB

LE(M

EA

N,ifapplicable)

and,(ifpositionotherthan

atItem2)

PO

SIT

ION

[nu

mb

ers](latitudeand

longitude).

Wheneverpracticablereportspotwind,otherwise

MEANwindbetweenfixes

andpositionof

mid---

pointof

sector

over

which

windwas

calculated.

Position

isgiveninLATandLO

NGtonearestwhole

degree,addingNorS,E

orW,asappropriate.

11Turbulence

TU

RB

UL

EN

CE

MO

DE

RA

TE

(IN

CL

OU

D) or

TU

RB

UL

EN

CE

SE

VE

RE

(IN

CL

OU

D)

Requiresprefix“A

IRE

PS

PE

CIA

L”and

immediate

reportwhenthedegree

ofturbulence

issevere.Include“I

NC

LO

UD”ifapplicable.M

oder-

ate/Severe--forspecifications

see*Notebelow.

12AircraftIcing

ICIN

GM

OD

ER

AT

Eor

ICIN

GS

EV

ER

E

Requiresprefix“A

IRE

PS

PE

CIA

L”and

immediate

reportwhenthedegree

oficingissevere.M

oderate

--headingorlevelchangedesirable.Severe--im-

mediateheadingorlevelchangeessential.

13Supplem

entary

Information

(a)Present

Weather

RA

INor

SN

OW

orF

RE

EZ

ING

RA

INor

FU

NN

EL

CL

OU

D(waterspouts

ortornado)

orT

HU

ND

ER

STO

RM

orF

RO

NT

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2012

GEN 3.4 -- 109AIP Australia 18 NOV 10

(b)Clouds

CL

OU

DS

CA

TT

ER

ED

orB

RO

KE

Nor

CO

NT

INU

OU

Sor

CU

MU

LO

NIM

BU

Sand

Reporttypeofcloudonlyifcumulonimbus.

BA

SE

FL

IGH

TL

EV

EL

/A

LTIT

UD

Eand/or

TOP

FL

IGH

TL

EV

EL

/ALT

ITU

DE

Includelevelsonlyifthey

canbe

determined

accurately.

(c)Moderate

turbulence

ormoderateicing

observed

prior

tothelast10

minutes

TU

RB

UL

EN

CE

MO

DE

RA

TE

and,(ifrequired)

INC

LO

UD

and/or

ICIN

GM

OD

ER

AT

Eand

AT

[po

siti

on

]

(d)Weather

radarechoes

[des

crip

tio

n]A

T[t

rue

bea

rin

gan

dd

ista

nce

,ch

ang

esan

d/o

rg

aps]

Operationally

significantecho

orecho

line,

location,intensifyingorweakening,gaps.

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2012

AIP AustraliaGEN 3.4 -- 110 18 NOV 10(e)Differences

between

observed

and

forecast

weather

OB

SE

RV

ED

[des

crip

tio

n]

FO

RE

CA

ST

[des

crip

tio

n]

AT

[po

siti

on

]

Operationally

significantdifferences

only.

Position

inwholedegreesonlyifdifferentfrom

that

atItem2.

*Note

Item

11--The

followingspecifications

apply:

Mo

der

ate

Turb

ule

nce

.Theremay

bemoderatechangesinaircraftattitudeand/oraltitude,butthe

aircraftremains

underpositivecontrolatalltim

es--usually,smallvariations

inairspeed--changesinaccelerometerreadings

of0.5g

to1.0g

attheaircraft’scentreofgravity

--difficultyinwalking

--occupantsfeelastrainagainstseatbelts--loose

objectsmoveabout.

Sev

ere

Turb

ule

nce

.Abruptchanges

inaircraftattitudeand/oraltitude--aircraftmay

beoutofcontrolforshortpe-

riods

--usually,large

variations

inairspeed

--changesinaccelerometerreadings

greaterthan1.0g

attheaircraft’s

centreofgravity

--occupantsareforced

violently

againstseatbelts--looseobjectsaretossed

about.

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2012


GEN 3.5 METEOROLOGICAL SERVICES

1. METEOROLOGICAL AUTHORITY

1.1 Meteorological services for civil aviation in Australia and itsterritories are provided by the Australian Bureau of Meteorology(BoM).Postal Address:

Director of MeteorologyGPO Box 1289MELBOURNEVICTORIA Australia 3001Telegraph Address: METAUST MELBOURNETelex Address: AA 30664Telephone: (03) 9669 4000Fax No: (03) 9669 4699

1.2 Area of Responsibility

The area of responsibility of the Australian BoM covers theAustralian FIRs and Australian external territories in other FIRs.Meteorological watch for an area or a route is carried out byofficers of the BoM by surveillance of all reports for an area orroute, with the object of amendment of forecasts and/or the issueof SIGMETandAIRMETadvices. Meteorologicalwatch service isprovided to the pilot in command through ATS units.

2. METEOROLOGICAL SERVICES

2.1 Meteorological services are provided by officers of the BoMwithinthe types of meteorological offices listed below:a. Aviation Weather Centre (AWC). AWC is located within the

National Meteorological and Oceanographic Centre (NMOC)at Melbourne and originates forecasts and warnings foroperations above A100 on domestic air routes and forinternational operations within the Australian region.

b. Regional Forecasting Centre (RFC). RFCs are located atStateCapital cities. For aviation requirements, RFCs originateand obtain warnings, forecasts and other relevant informationfor flights with which they are concerned and maintain ameteorological watch over the aerodromes for which they areresponsible.

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c. Defence Weather Service Office (DWSO). DWSOs provideforecasts and warnings for at least the local aerodrome. Theyalso supply and display meteorological information andprovide briefing and documentation for military aircrew.

d. Meteorological Watch Office (MWO). MWOs are locatedwithin all RFCs. They maintain watch over meteorologicalconditions affecting flight operations in assigned areas andprepareanddisseminateSIGMET information relating to theseareas.

e. Meteorological Office (MO). MOs provide a range ofobserving and forecasting functions. In particular, localaviation forecasting services are offered at Cairns andCanberra. The primary role of other Meteorological offices isthe taking, recording and transmission of surface and upper airobservations. They do not provide meteorological briefingservices to pilots, but may assist, if required, in explaining themeaning of terms used in forecasts. With prior notice, some ofthese offices may be able to assist in arranging to havedocumentation available.

f. Airport Meteorological Unit (AMU). Currently, the only AMUin Australia is located at Sydney Airport. Its main function is toprovide meteorological services for Sydney Airport andsupport for air traffic services, and users of Sydney Airport. Itprovides a telephone briefing service only.

g. Meteorological Support for the National OperationsCentre (NOC). This unit is located within Airservices’ NOC toprovide meteorological support to the centre.

2.2 Meteorological information is available by telephone andelectronic briefing systems from the Brisbane Briefing Office.Documentation is also available by facsimile (see ERSA GEN fordetails).

2.3 METAR, SPECI, TTF and TAFwill generally be encoded using theinternational weather code listed at Section 13. When thesemessages are passed to pilots verbally, limited plain languagewillbe used. See Section 12. for other details relating to the decodingof aerodrome weather forecasts.

2.4 ATS Meteorological Information Service. The ATSmeteorological information service is contained within the FlightInformation Service (FIS) described in GEN 3.3 Section 2.

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3. AVIATION FORECASTS

3.1 Area Forecasts for Operations at or below FL200

3.1.1 These domestic forecasts are issued in narrative form for aircraftoperations at or below FL200. They comprise a statement of thegeneral synoptic situation and the meteorological conditionsexpected to prevail in thedesignated area. Theyare preparedandissued for the area as detailed on AUS PCA, at times coveringperiods set out in para 18.2, using abbreviations detailed in para18.3. A Flight Forecast (which is the same as an Area Forecastexcept it is for a route rather than an area) may be issued for anypart of a flight for which a routine Area Forecast is not prepared.

3.1.2 These forecasts are available from the ATS automated briefingsystems and briefing offices listed in ERSA GEN.

3.2 Forecasts for Operations Above A100

3.2.1 These forecasts are issued in chart form for aircraft operationsabove A100. They are issued for the area and at times coveringthe periods set out in Section 19., and utilise symbols andabbreviations to depict significant meteorological conditions, andgrid-point winds and temperatures as detailed in para 21.

3.2.2 They are available from the ATS automated briefing systemsAVFAX, DECTALK, ATS briefing offices by telephone or facsimile,and MET offices.

3.2.3 The following upper--air charts and data are issued:

a. significant weather (SIGWX) charts (refer section 20.)b. grid point forecasts (refer section 21.)c. route sector winds and temperatures (refer section 22.)d. wind and temperature charts (refer section 24.2)

3.3 Aerodrome Forecasts

3.3.1 Aerodrome forecasts (TAF) are a statement of meteorologicalconditions expected for a specified period in the airspace within aradius of five (5) nautical miles of the aerodrome reference point.

3.3.2 The TAF service provided is in accordance with the airfieldcategory, the category of airfield being determined by the type andthe amount of traffic.

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3.3.3 Category description and service are as follows:

Category Aerodrome Type Routine TAF Service

A International.Major InternationalRestricted Use Interna-tionalInternational AlternatesInternational Non--Sche-duledExternal Territory Interna-tional Airport

Issued 6 hourly, valid for 18, 24or 30 hours.Commencement times 00, 06,12, 18 ZContinuous MET watch andamendment service

B Major Domestic:Passengers above40,000 paControl tower

Issued 6 hourly, valid for 12, 18or 24 hoursCommencement times 00, 06,12, 18 ZContinuous MET watch andamendment service

C Minor Domestic:Passengers below40,000 pa

As determined by consultationwith clientsMeteorological watch & amend-ment service during validity

D Strategic Domestic:Alternate for RPTOther Aerodromes

As determined by consultationwith clientsMeteorological watch & amend-ment service during validity

E Observations only:Critical LocationsAerodromes with AWS

No TAF service except for SAR,mercy flights etc on request

NOTE: The contents of a TAF, and locations for which TAFs areissued and their categorisation, are shown at Sections 15. and 16.respectively.

3.4 Trend Forecast (TTF)

3.4.1 TTFs are prepared for the following locations:

Adelaide, Amberley, Brisbane, Darwin, Cairns, Canberra, EastSale, Melbourne, Nowra, Oakey, Pearce, Perth, Rockhampton,Sydney, Townsville and Williamtown.Note: The provision of TTF at some aerodromes is limited toroutine flights only. METAR/SPECI is normally available outsidethese hours.

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3.4.2 TTF is defined as an aerodrome weather report (METAR/SPECI)to which a statement of trend is appended. The TTF relates toweather conditions expected to affect the aerodrome of origin forthe validity period of the forecast. The validity period is normallythree hours, commencing at the time of observation. However,where the TTF service is not a 24 hour service, the validity periodwill be less than three hours during the last three hours of service.The end time of this shortened validity period will be indicated inthe remarks section, eg. USE TAF FORARRIVAL AFTER 0800Z.

3.4.3 The TTF supersedes the TAF for its validity period and is thecurrent forecast for pilots of aircraft whose arrival time falls withinthe validity period. For aerodromeswhere the TTF service is not a24 hour service, the TAF will become the valid forecast from thetime indicated in the remarks sectionof theTTF, eg.USETAFFORARRIVAL AFTER 0800Z.Note: For pilots whose arrival time falls outside the three-hourperiod, the TAF is the current forecast.

3.4.4 Where applicable, TTF replaces TAF and present weather inVOLMET broadcasts.

3.5 Provisional Forecasts

3.5.1 Forecasts may be prefixed PROV (to denote provisional) whenconsidered likely to be deficient in accuracy because originationwas by a forecasting office issuing information for a location orarea not under its authority.Note: The Director of Meteorology may, however, authorise theissue of provisional TAF in additional circumstances.

3.5.2 Provisional aerodrome forecasts will be confirmed or amended assoon as possible.

3.6 Forecast Abbreviations and Terms

3.6.1 In reports, forecasts and low level area forecasts, the amount ofcloud will be indicated by the following abbreviations:SKC = SKY CLEARFEW = 1 TO 2 OKTASSCT = 3 TO 4 OKTASBKN = 5 TO 7 OKTASOVC = 8 OKTASNSC and CAVOK = NIL SIGNIFICANT CLOUD

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3.6.2 The only cloud types that are included in aeronautical code formatare towering cumulus (TCU) and cumulonimbus (CB). Forecastsin narrative form, such as low level area forecasts, will continue toinclude cloud types other than CB and TCU when appropriate.

3.6.3 In the case of CB cloud, the amount will be indicated in“non-aerodrome” type forecasts as follows:ISOL -- ISOLATED -- for individual CBsOCNL -- OCCASIONAL -- for well-separated CBsFRQ -- FREQUENT -- for CBs with little or no

separation

3.6.4 GOOD is used in the visibility section of low level area forecasts toindicate a visibility greater than 10KM over the entire area. Whenweather elementsare forecast to reduce the visibility below10KM,GOOD is replaced by those elements and their associatedvisibilities. Note that the visibility remains greater than 10KM inparts of the area unaffected by those elements.

3.6.5 TEMPO and INTER indicate significant variations, from thepreviously given mean conditions, of a temporary or intermittentnature, expectedduring theperiodwhich isgiven in theTAF formatddhh/ddhh, e.g. 0108/0114 (from 08 until 14 UTC on the 1st), orthe TTF format hhmm/hhmm, e.g. 0630/0900 (from 0630 until0900 hours UTC).

a. TEMPO is used to indicate change in prevailing conditionsexpected to last for periods of between 30 and 60 minutes ineach instance;

b. INTER is used to indicate changes expected to occurfrequently for periods of less than 30 minutes duration, theconditions fluctuating almost constantly, between the timesspecified in the forecast.

3.6.6 The change groups FM (from) and BECMG (becoming) are usedto specify significant changes (both deteriorations andimprovements) from the preceding information that are morelasting in nature. FM is used when rapid changes are expected atthe specified time, and is given in the TAF format FMddhhmm, e.g.FM301000 (from 1000 UTC on the 30th), or the TTF formatFMhhmm, e.g. FM1815 (from1815UTC). BECMG is given only inTAF and is used when the changes are expected to develop at aregular or irregular rate during the specified time period, and is

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2012


given in the format BECMG ddhh/ddhh, e.g. BECMG 3010/3011(between 10 and 11 UTC on the 30th) . In both cases, the newconditions will continue until the end of the validity period of theTAF/TTF, or until replaced by another FM or BECMG.

3.6.7 PROB% is used to indicate an expected 30 or 40% probability ofoccurrence, e.g. PROB30

3.7 Cloud Height Datum

3.7.1 In aerodrome and trend forecasts, cloud heights are given aboveaerodrome elevations. In other forecasts, heights are expressed:a. as a flight level; orb. with reference to mean sea level.

3.8 Forecast Amendments

3.8.1 Amendments to forecasts are issued as necessarywhen changesare expected during the period of validity of a given forecast.

3.9 Wind Shear Warning Service

3.9.1 Aircraft reports of wind shear encountered during climb anddescent are the primarymeans of detecting wind shear. TheMETforecasting office provides advice, when possible, on the likelyduration of the event and forecast low level winds.

3.9.2 Where wind shear has been observed and reported, or when froma consideration of the meteorological situation it is assessed as arisk, then a WIND SHEAR WARNING is issued. Wind ShearWarnings for an event will specify a validity period, and sequencenumbers will be assigned to each warning associated with anevent. AWindShearWarningwill be cancelledwhenwind shear isno longer expected. This service is provided at Cairns, Brisbane,Sydney, Melbourne, Adelaide, Darwin, Perth and some Defencelocations.

3.9.3 When wind shear is forecast or reported by pilots at an intensitygreater than “light”, this information, together with a forecast lowlevel wind, will be included on the ATIS at any of the aboveaerodromes.

4. METEOROLOGICAL REPORTS4.1 Aerodrome Weather Reports are reports of observations of

meteorological conditions at an aerodrome. The reports aregenerated by electronic recording devices called automaticweather stations (AWS) and may have manual input by approvedobservers. Manual input of visibility, weather and cloud is for an

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area within a radius of approximately 5NM of the aerodromereference point.

4.1.1 Owing to the variability of meteorological elements in space andtime, to limitations of observing techniques and to limitationscaused by the definitions of some of the elements, the specificvalue of any of the elements given in a report shall be understoodby the recipient to be the best approximation to the actualconditions at the time of observation.

4.2 Routine Reports (METAR) are issued at fixed times, hourly orhalf hourly, and are made available at preflight briefing or onrequest to aircraft in flight (METAR/SPECI composition is detailedin para 12.).

4.3 Special Reports (SPECI) are aerodrome weather reports issuedwhenever weather conditions fluctuate about or are belowspecified criteria.

4.3.1 At staffed stations, SPECI reports are issued when either of thefollowing conditions are present:a. when there is BKN or OVC cloud covering the celestial dome

below an aerodrome’s highest alternate minimum cloud baseor 1,500FT, whichever is higher; or

b. when the visibility is below an aerodrome’s highest alternateminimum visibility or 5,000M, whichever is greater.

At non--staffed stationswith cloudand visibility sensors, SPECI forcloud and visibility based on output from these sensors may alsobe issued.

4.3.2 SPECI will also be issued under the following conditions:a. wind:

(1) whenmean direction changes by 30 o ormore, themeanspeed before or after the change being 20KT or more; or

(2) when the mean speed changes by 10KT or more, themean speed before or after the change being 30KT ormore; or

(3) when gusts vary by 10KT or more from a mean speed of15KT or more; or

(4) when a gust exceeds the last reported gust by 10KT ormore.

b. other conditions:(1) when any of the following begins, ends or changes in

intensity -- thunderstorm, hailstorm, mixed snow and

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rain, freezing precipitation, drifting snow, dust storm,sandstorm, squall, fog;

(2) when wind shear at the aerodrome is observed orreported by pilots;

(3) at the incidence of any other phenomena likely to besignificant to the operation of an aircraft;

(4) when the QNH altimeter setting changes by 2HPA ormore;

(5) when the temperature changes by 5°C or more.

4.4 Take-off and Landing Reports are provided at aerodromeswhere a control tower is established. This service may also beprovided by a CA/GRS or UNICOM, details of which can beobtained in ERSA.

4.4.1 Take-off and landing reports are included on ATIS, whereavailable, or passed to aircraft reporting taxiing or inbound.Take-off and landing reports contain, as available, the following:a. wind velocity, with direction in degrees magnetic;b. altimeter setting;c. air temperature (if appropriate to the type of aircraft);d. low cloud, if significant;e. visibility, if significant -- in metres up to and including 5,000M,

above this value in KM. A visibility greater than 10KM is givenas “VISIBILITY GREATER THAN 10KM”;

f. additional items, ie, extent of cloud below the main ceiling,disposition and intensity of rain, reported turbulence area, etc;

g. CAVOK -- when the following conditions are observed to occursimultaneously:(1) visibility of 10KM or more;(2) Nil significant cloud, i.e. no cloud below 5,000 FT or

below the highest 25NM minimum sector altitude,whichever is greater, and no cumulonimbus or toweringcumulus at any height; and

(3) Nil significant weather, i.e. none of the weathers listed atsection 13.When the termCAVOK is used, the elements d. , e. andf. will not be advised.

4.4.2 Themeteorological information provided by Air Traffic Controllersmay be obtained by observation of the whole horizon or only thearea that will contain the probable flight path of an aircraft.Reports based on AWS data will be limited to wind direction and

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velocity, QNH and temperature, except when a qualified observerat the aerodrome provides visually observed information.

4.5 Approved Observers

4.5.1 “Approved Observers” are officers of the BoM, Air TrafficControllers, and other persons on the ground approved for thepurpose by the BoM and/or the CASA.

4.5.2 For the purpose of observing visibility for take-off and landing at anaerodrome, the pilot in command shall be deemed an approvedobserver for that flight.

4.6 Observing Point

4.6.1 The location of the observing point for the aerodrome weatherreports is such that themeteorological conditions observed withinvisual range, or interpreted from instruments at that point, arerepresentative of conditions at the aerodrome.

4.7 Aircraft Weather Reports

4.7.1 The pilot in command of an aircraft is required to observe andreport en routemeteorological conditions as prescribed in Section6.2 and, for aircraft equippedwith AMDAR, Section 11.3. For thispurpose, he/she is deemed an approved observer.

4.7.2 In addition to requirements for special AIREP reports concerningMET conditions likely to affect the safety of other aircraft, pilots incommand of flights, in areaswhere groundmeteorological reportsare scanty, are encouraged to report observations of METconditions which they consider will assist in the provision ofmeteorological services.

5. METEOROLOGICAL ADVICES

5.1 SIGMET

5.1.1 SIGMET information concerns the occurrence or expectedoccurrence, in an area over which area meteorological watch isbeing maintained, of one or more of the following:

a. thunderstorms; 1b. tropical cyclone;c. hail;d. severe turbulence;e. severe icing;f. severe mountain waves; 2g. widespread sandstorms or duststorms;

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h. volcanic ash cloud;1 SIGMET for thunderstorms is only issued when they are:

(1) obscured (OBSC) by haze or smoke and cannot bereadily seen;

(2) embedded (EMBD) within cloud layers and cannot bereadily recognised;

(3) frequent (FRQ) with little or no separation betweenadjacent storms and coveringmore than 75%of the areaaffected; or

(4) squall line (SQL) thunderstorms, i.e. thunderstormsalong a line with little or no space between individualclouds.

2 Mountain Waves are considered severe when accompanyingdowndrafts of 600FT/min or more and/or severe turbulence isobserved or forecast.

5.1.2 Pilots in command of aircraft encountering any of the abovephenomena, not notified by SIGMET advices, must report detailsof the phenomena in an AIREP SPECIAL.

5.1.3 SIGMET information is issued by MET forecasters anddisseminated byATSasanelement ofATC InitiatedFIS, to aircraftoperating on routes or in areas likely to be affected. Thisinformation will normally relate the phenomena reported todesignated reporting points, and where possible, will indicate thearea in which the phenomena exist.

5.1.4 Responsibility for SIGMETHigh level -- above FL185:SIGMET for high level turbulence and high level icing are theresponsibility of the Aviation Weather Centre Melbourne. TheseSIGMET are not issued for the area south of 50 o S.SIGMET for Volcanic Ash Cloud is the responsibility of the BoM’sVolcanic Ash Advisory Centre (VAAC) Darwin.Low level -- below FL185:Low level SIGMET issue generally corresponds to the Areas ofResponsibility shown in the diagram on the following page. Notethat SIGMET for low--level turbulence, icing, mountain waves,thunderstorms, hail, sandstorms and duststorms are only issuedfor the area covered by Area Forecasts.

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5.2 SIGMET Format

5.2.1 The format for SIGMET is as follows:

WMO header for Australia:WCAU01 for SIGMET on tropical cyclones,WVAU01 for SIGMET on volcanic ash cloud,WSAU21 for SIGMET for other phenomena.

WMO indicator of the MWO originating office:

Adelaide RFC APRM Melbourne RFC AMRF

Brisbane RFC ABRF Melbourne AWC AMMC

Darwin RFC ADRM Perth FRC APRF

Hobart RFC AMHF Sydney RFC ASRF

Note: This differs from ICAO Australian location indicators usedelsewhere in the message which begin with “Y”.Date/Time The issuing date and time UTC.YXXX Indicates the Flight Information Centre (FIC) serving

the FIR.YMMM indicates Melbourne, YBBB Brisbane.

SIGMET Standard identifier.Daily Sequence Number:

contains two letters to indicate the location of theevent, followed by two--digit number, which indicatesthe number of SIGMET issued within the FIRs

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(Brisbane or Melbourne) since 0001 UTC. The twoletters location designators corresponding to theirArea of responsibility are as follows:

Adelaide RFC AD Melbourne RFC ML

Brisbane RFC BN Melbourne AWC High Level*

Darwin RFC DN** Perth FRC PH

Hobart RFC HB Sydney RFC SY

* SIGMET for high level turbulence, high level icing (aboveFL185) over the Australian FIRs are issued by the AviationWeather Centre (AWC) Melbourne.** SIGMET for Volcanic Ash over the Australian FIRs is the

responsibility of the BoM’s Volcanic Ash Advisory Centre(VAAC) Darwin .

To help recipients identify the air routes affected, the SIGMETnumber contains two letters to indicate the location of the event.The letters indicate the following:BT the event is in the Brisbane FIR north of 30° south.BS the event is in the Brisbane FIR south of 30° south.BB the event is in the Brisbane FIR and extends across 30°

south.MW the event is in the Melbourne FIR west of 130° east.ME the event is in the Melbourne FIR east of 130° east.MM the event is in the Melbourne FIR and extends across 130°

east.The areas covered by the above location indicators are shown inthe following diagram:

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VALID The word VALID is followed by the period ofvalidity -- date and time UTC.

Location ICAO location indicator of theMWOoffice originatingthe message.

FIR FIR indicator -- either YMMM MELBOURNE FIR orYBBB BRISBANE FIR.

Message The SIGMET details -- description of thephenomenon.

Message The SIGMET details -- description about thephenomenon.

Status ‘STS:’ meaning Status of SIGMET, followed by:NEW meaning a New SIGMET,REV meaning a Reviewed SIGMET, orCNL meaning Cancellation of SIGMET.

5.2.2 Example of high level turbulence SIGMET:

WSAU21 AMMC 100700YMMM SIGMET MM03 VALID 100800/101200 YMMC--YMMM MELBOURNE FIR SEV TURB FCST WI 100NM OFS3000 E11800 -- S3330 E13430 -- S3600 E16000 FL300/420STNR NCSTS: REV MM02 100400/100800

5.2.3 Example of a cancelling SIGMET:

WSAU21 AMMC 101225YBBB SIGMET MM04 VALID 101230/101400 YMMC–

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YBBB BRISBANE FIR CNL SIGMET MM03 101000/101400STS: CNL SIGMET MM03 101000/101400

5.2.4 Example of dust storm SIGMET:

WSAU21 YPRM 052100YMMM SIGMET AD01 VALID 052200/060200 YPRM--YMMM MELBOURNE FIR HVY DS OBS AND FCST WI YBHI --YOOM -- YLEC BLW A050 MOV SE 20KT NCSTS: NEWNote: BLW A050 = Below 5000FT AMSL

5.3 AIRMET

5.3.1 AIRMET information concerns the occurrence or expectedoccurrence, in an area over which meteorological watch is beingmaintained, of one or more of the following phenomena when thephenomena have not been included in a current Area Forecast:a. Isolated and occasional thunderstorms;b. Moderate icing;c. Moderate turbulence,when this is expected tooccur in anarea,

or at a time, where or when it is not a normal seasonal feature;d. Extensive areas of visibility of less than 8KM,e. Extensive areas of cloud coverage of BKN or OVC below

1,500FT above ground level;f. Winds of 40KT or more within 2,000FT above ground level.

5.3.2 AIRMET information, which concerns phenomena of a lesserdegree of severity than SIGMET information, is given to aircraftoperating below FL185.

5.3.3 AIRMET information is issued by MET forecasters anddisseminated byATSasanelement of ATC initiatedFIS, to aircraftoperating on routes or in areas likely to be affected. It will indicatethe locality or area in which the phenomena exist or are expectedto exist.

5.3.4 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.

5.4 Volcanic Activity

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5.4.1 General. Many volcanoes to the North and East of Australia areactive. This activity is monitored by local authorities, pilots and bythe BoM’s Volcanic Ash Advisory Centre (VAAC) in Darwin usingdata from meteorological satellites. During reported activity, thefollowingprocedureswill beadopted (pilots should beaware that avolcano can erupt without notice):

a. Notification of Airborne Volcanic Ash Clouds. During flightplanning, pilots of aircraft proceeding towards known areas ofvolcanic activity will be issued current NOTAM and SIGMETinformation. The Darwin VAAC will issue a “Volcanic AshAdvisory” message containing the following information:(1) VA ADVISORY

(2) DTG (UTC year/month/day/time of issue)

(3) VAAC (name of issuing centre)

(4) VOLCANO (volcano name and IAVCEI referencenumber)

(5) PSN (coordinates of volcano in degrees and minutes)

(6) AREA (State or region of ash)

(7) SUMMIT ELEVATION (AMSL in metres or feet)

(8) ADVISORY NR (year and incrementing number forvolcano)

(9) INFO SOURCE (free text, e.g. AIREP)

(10) AVIATION COLOUR CODE (red, orange, yellow, green,unknown or nil)

(11) ERUPTION DETAILS (summary of the eruption)

(12) OBS VA DGT (UTC day & time of observation of ash)

(13) OBS VACLD (horizontal & vertical extent of observed orestimated ash cloud; and direction and speed ofmovement of ash cloud)

(14) FCST VA CLD +6HR (Day/Time UTC of forecast;horizontal & vertical extent of forecast ash cloud )

(15) FCST VA CLD +12HR (Day/Time UTC of forecast;horizontal & vertical extent of forecast ash cloud )

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(16) FCST VA CLD +18HR(Day/Time UTC of forecast;horizontal & vertical extent of forecast ash cloud )

(17) RMK (NIL or free text)(18) NXT ADVISORY (Date and Time UTC)An example of this message is shown at Section 24.

b. Whenareas of volcanic ash are described in SIGMETaffectingair routes within Australian FIRs, airways clearances will beissued to avoid the stated areas.

c. Prolonged Volcanic Activity. In conjunction withneighbouring States, temporary airspace and airways will beestablished to avoid hazardous areas, and notified byNOTAM.

5.4.2 Pilot Reports. Pilots of aircraft crossing or intending to crosscountries in SE Asia and the SW Pacific which promulgate activevolcano NOTAM, SIGMET or ADVICES should refer toAPPENDIX 1 to this Section.

6. HAZARDOUS WEATHER

6.1 Responsibility

6.1.1 Cooperative and concerted action is required by pilots,meteorologists and ATS to ensure the most accurate informationis promulgated to assist pilots in the avoidance of hazardousweather, particularly volcanic ash cloud and phenomenaassociated with thunderstorms -- icing, hail and turbulence.

6.1.2 Meteorologists are responsible for the observation of weatherphenomena and forecasting their occurrence, development andmovement, in terms applicable to aircraft operations. Theseforecasts need to be produced in sufficient time for avoiding actionto be taken.

6.1.3 ATS is responsible for distributing reports of hazardousmeteorological conditions to pilots as a part of the FlightInformation Service. ATS also makes visual and limited radarweather observations for the information of meteorologists andpilots, and is responsible for relaying pilot weather reports to theBoM. At some locations, ATS is providedwithMETRADorRAPICwhich may supplement weather advice by ATS. Details are givenat GEN 3.3 Section 2.12.

6.1.4 Whilst manoeuvring in hazardous weather situations, pilots areresponsible for the safety of their own aircraft using advices and

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clearances passed by ATS and information obtained from theirown visual or airborne radar observations. They are alsoresponsible for passing visual and airborne radar observations ofhazardous weather to ATS.

6.2 Pilot Action

6.2.1 Outside controlled airspace all hazardous weather avoidanceaction 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 intendedactions.

6.2.2 Thepilot in command, both inside andoutside controlled airspace,must advise ATS promptly of any hazardous weatherencountered, or observed either visually or by radar. Wheneverpracticable, those observations should include as much detail aspossible, including location and severity. Hazardous weatherincludes, in particular, thunderstorms, severe turbulence, hail,icing, line squalls, and volcanic ash cloud.

6.3 Wind Shear -- Pilot Reporting

6.3.1 Wind shear encountered by aircraft must be reported by pilots toATS.

6.3.1.1 Due to cockpit workload, reportsmaybe initially reported asWINDSHEAR and a full report provided when workload allows.

6.3.1.2 The full report must include:

a. an assessment of the intensity as follows:(1) light -- shear causing minor excursions from flight path

and/or airspeed;(2) moderate -- shear causing significant effect on control of

the aircraft;(3) strong -- shear causing difficulty in keeping the aircraft to

desired flight path and/or airspeed; or(4) severe -- shear causing hazardous effects to aircraft

controllability; andb. a factual plain language report regarding airspeed/ground

speed changes (gain or loss) or undershoot/overshoot effects;and

c. the altitude or altitude band at which the adverse effect wasexperienced; and

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d. where practicable, other relevant information such assignificant changes in wind direction and/or speed may beincluded.

6.3.2 At non--towered aerodromes, the report should also be broadcastto all aircraft on the CTAF and should include the name of theaerodrome.

6.3.3 The responsibility to continue an approach to land, or to take off,following notification of low level wind shear rests with the pilot incommand.

7. AUTOMATIC METEOROLOGICAL BROADCASTS

7.1 Routine broadcasts of selected operational meteorologicalinformation for use by aircraft in flight are made from suitablelocations using discrete ground-to-air frequencies.

7.2 Automatic En Route Information Service (AERIS)

7.2.1 The AERIS continuously broadcasts METAR from a network ofVHF transmitters installed around Australia. Details of transmittersites, frequencies and locations for which METAR are providedare at ERSA GEN.

7.3 VOLMET

7.3.1 VOLMET broadcasts are prefixed by the designator “VOLMET”and may contain:

a. METAR/SPECI or Trend Forecast (TTF) when available, andb. advice regarding the availability of SIGMET.

7.3.2 Individual VOLMET broadcasts will not exceed five (5) minutesduration.

7.3.3 Cloud types, excepting cumulonimbus, will not be included inVOLMET broadcasts.

7.3.4 Reference to the need to amend the current aerodrome forecastsis not included inVOLMETbroadcasts of trend forecasts. Specificinformation regarding VOLMET broadcasts is detailed in thefollowing table:

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LocationHours(UTC)

Call-sign FREQ(KHZ)

Sequence Form Contents(Note)

Remarks

(1) (2) (3) (4) (5) (6) (7)

BrisbaneH24

Australian 667611387

00 -- 05and30 -- 35

TTFTTFTTFTTFTTFTTFTTFTTF

SydneyBrisbaneCairnsTownsvilleMelbourneAdelaideDarwinPerth

Plainlanguage

Note: If time permits, additional information will include theavailability of SIGMET. Should time not permit transmission of allcontent, deletions will be in reverse order of transmission.

7.4 Aerodrome Weather Information Service (AWIS) and Weatherand Terminal Information Reciter (WATIR)

7.4.1 AWISandWATIRprovide actualweather conditions via telephoneand, at specified locations, broadcast. Most broadcasts arecontinuous (updated every minute) but some (as indicated inERSA) must be activated by a press--to--talk (PTT) pulse. AWISprovides information from the AWS. WATIR combines the AWSinformation with additional terminal information from the airportoperator.

7.4.2 Basic AWSs provide wind direction and speed, temperature,humidity, pressure setting and rainfall. Advanced AWSs provideautomated cloud and visibility.

7.4.3 AWIS will provide some of the following information:

a. station identifier as a plain language station name,b. identifier “AWS AERODROME WEATHER”,c. wind direction in degrees Magnetic and speed in Knots,d. altimeter setting (QNH),e. temperature in whole degrees Celsius,f. cloud below 12,500FT*,g. visibility*,h. dew point in whole degrees Celsius,i. percentage relative humidity, andj. rainfall over the previous ten minutes.

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* See sub-sections 12.8 and 12.14 for information on automatedvisibility and cloud output.

7.4.4 AWIS andWATIR information is considered to be “real time” data.When information is not available about a particular item, eitherbecause of invalid data or an inoperative sensor, the relevantelement of the broadcast will be identified as “CURRENTLY NOTAVAILABLE”; eg, “TEMPERATURE CURRENTLY NOTAVAILABLE”. When the information from the AWIS is determinedas being corrupt, incomplete, or not available, a NOTAM will beissued.

7.4.5 The integrity of the barometric system in BoM-accepted AWSs issuch that they are an approved source of QNH. Therefore, QNHfrom these AWSs may be used in accordance with ENR 1.5sub-section 5.3.

7.4.6 When AWIS information is available after hours (AH), and theaerodrome isuncontrolled, referencewill bemade to itsavailabilityin ATIS ZULU.

7.4.7 Theavailability ofAWISandWATIR is contained inERSAFACandERSA MET.

8. METEOROLOGICAL BRIEFING

8.1 A limited elaborative briefing service is available from RegionalForecastingCentres (RFCs) andMeteorologicalOffices (MOs) onthe following telephone numbers (briefing may not be available24/7):

Adelaide 08 8366 2617Canberra 02 6247 0411Cairns 07 4034 9437Brisbane 07 3229 1854Darwin 08 8920 3833Hobart 036221 2026Melbourne 03 9669 4850Perth 08 9263 2255

DSydney 02 9296 1527Note: Conversations on these briefing services are recorded.

9. AVAILABILITY OF METEOROLOGICAL DOCUMENTATION

Available documents include the following:

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a. surface synoptic charts,b. forecast upper level charts,c. satellite imagery,d. grid point winds and temperatures,e. route sector winds and temperatures,f. significant weather charts, andg. area forecasts, andh. TAFs and TTFs.

10. NOTIFICATION REQUIRED FROM OPERATORS

10.1 For International Operations

Forecast Required Availability NoticeRequired

(a) Preliminary operationalplanning (to assist inthe general planningof the followingday’s operations)

3 -- 24 hoursbefore EOBT

8 hours

(b) Preflight At least 3hours beforeEOBT

8 hours

(c) En route As arranged

10.2 For Domestic Operations

10.2.1 All meteorological information issued on a routine basis and heldby the briefing office concerned is available without prior notice.Eight (8) hours notice is required for non-routine forecasts.

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10.3 Forecasts for Flights -- Valid Area Forecasts not Available

10.3.1 Flight Forecasts required for flights for which valid Area Forecastsare not available will be supplied subject to the prior notificationspecified in the following table:

Forecast Required Availability NoticeRequired

(a) Preflight 1 hour beforeEOBT

3 hours

(b) Preflight for multi stageflights having a durationof more than 6 hours

1 hour beforeEOBT

8 hours

(c) En route As arranged 3 hours

Note: Every effort will be made to expedite MET documentationfor Mercy and SAR flights.

10.3.2 Notification should includepart or all of the following informationasapplicable:

a. departure aerodrome and EOBT;b. destination and ETA;c. route;d. ETAs and EOBTs for intermediate stopping places;e. alternate aerodrome and probable ETAs;f. heights for upper winds and temperatures;g. aerodrome(s) at which flight documentation is required; andh. time briefing required.

11. AIREP

11.1 AIREP Special

11.1.1 A pilot in command should make a special AIREP report whenrequested, or as soon as practicable after encountering anySIGMET phenomenon (refer para 5.1.1), or any other METcondition which is likely to affect the safety or markedly affect theefficiency of other aircraft.

11.1.2 The estimate of next position may be omitted from an AIREPSPECIAL report except where the report is made at a plannedposition reporting point.

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11.1.3 In the climb-out and approach phases, a pilot in command mustreport meteorological conditions, not previously advised, whichare likely to affect the safety of aircraft operations.

11.2 Short AIREP

11.2.1 Short AIREP should be provided by pilots when requested.

ATS should be advised when a pilot encounters:a. Cloud -- unexpected significant variations to amount, base or

tops (by reference to QNH);b. Visibility -- reduced due fog, mist, hail, rain, snow or dust, or

improvement observed;c. Wind -- significant variation to forecast;d. Other Phenomena -- incidence of severe or moderate

turbulence, thunderstorms, moderate or severe icing, hail, linesqualls, standing waves or winds of 40KT or more within2,000FT of ground level.

11.2.2 The report comprises:

a. callsign of the ground station;b. callsign of the aircraft;c. Short AIREP;d. position and time; ore. EN ROUTE (departure point) TO (destination);f. weather report.

11.3 AIREP Section 3 Required from Operators

11.3.1 AIREP meteorological information reporting points are indicated

by the symbols and on en route charts (ERC-L and ERC -H).Meteorological information, if required, is provided by AMDARequipped aircraft at these reporting points by the inclusion ofAIREP Section 3 (see GEN 3.4 APPENDIX 2). Additionally,whenever conditions experiencedare significantly aboveor belowthose forecast, AIREP including Section 3 should be submitted byAMDAR equipped aircraft. (See also Section 4.7 and ENR 1.1para 11.3.1).

11.3.2 All AMDAR equipped flights are required to transmitmeteorological information from MET reporting points shown onchartswhich are used in lieu of AustralianAIP aeronautical charts.

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12. AERODROME WEATHER AND FORECAST DECODE

12.1 Identifier

12.1.1 METAR is used to identify routine observations (hourly or halfhourly) when conditions are at or above specified levels. SPECI isused to identify special observations; ie, observations whenconditions are below specified criteria, or when there have beensignificant changes since the previous report. SPECI is also usedto identify observations reported 10 minutes following animprovement to above SPECI conditions.

12.1.2 TTFMETAR or TTF SPECI is used to identify METARor SPECI towhich a trend forecast is appended (see also para 3.4.2). The useof this identifier is restricted to those locations that issue TrendForecasts.

12.1.3 TAF, TAFAMD, TAFCOR, TAF... CNL, TAF ... NIL and PROVTAFare used to identify Aerodrome Forecast, Amended AerodromeForecast, Corrected Aerodrome Forecast, Cancelled AerodromeForecast, Nil Aerodrome Forecast and Provisional AerodromeForecast respectively.

Note: Message formats can be found at Section 14. forMETAR/SPECI, Section 15. for TAF, and Section 17. for TTF.

12.2 Location

12.2.1 The location is indicated by the ICAO location indicator, the placename, or the approved abbreviation.

12.3 Origination Time

12.3.1 The origination date/time of TAF and METAR/SPECI is given inUTC using a six figure group followed by the abbreviation Z.

12.4 Validity Period

12.4.1 The validity period of a TAF is given in UTC in the formatddhh/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 0600UTC on the 2nd.

12.5 AUTO

12.5.1 This groupwill be includedwhen theMETAR/SPECI contains onlyautomated observations, which may include visibility, presentweather, and cloud.

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12.5.2 When the Automatic Weather Station (AWS) includes sensors forhorizontal visibility, present weather and cloud, the AUTO reportwill include the parameters from these sensors in the “body of themessage” (where previously only manually observed visibility,present weather and cloud data were included).

Note: Pilots should exercise cautionwhen interpreting automatedvisibility, present weather and cloud information as data fromthese instruments may not be equivalent to human observations.

12.6 Wind

12.6.1 Winddirection is rounded to the nearest 10 degrees and is given inthree (3) figures relating to True North.

12.6.2 Wind speeds are given in two (2) figures.

12.6.3 When the wind is calm, the group is encoded as 00000KT.

12.6.4 A variable wind direction is given as VRB and is used when thereporting or forecasting of a mean wind direction is not possible,such as in the following conditions:

a. Light winds (3KT or less).b. When forecasting a single direction is not possible; eg, with a

tropical cyclone, or with the passage of a thunderstorm, inwhich case the forecastwindmight be, for example, VRB60KT.

12.6.5 Maximumwind speed is givenonlywhen it is 10KTormoregreaterthan the mean wind speed. It is indicated by the letter G which isfollowed by the maximum wind speed; eg, 280˚, mean speed20KT, maximum speed 35KT, is given as 28020G35KT

12.7 Visibility

12.7.1 In TAF, the prevailing visibility (the greatest visibility coveringmorethan half the aerodrome) is always given.

12.7.2 In METAR/SPECI, if the visibility is not the same in differentdirections and:

a. the minimum visibility is the prevailing visibility, orb. if the visibility is fluctuating rapidly, then

the minimum visibility is the only information provided.

12.7.3 When the minimum visibility is not the prevailing visibility and theminimum visibility is less than 5000M, both the prevailing visibilityand theminimum visibility will be given. In this case the prevailingvisibility is reported first followed by the minimum visibility

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includingan indicator to show thegeneral directionof theminimumvisibility in relation to the observing point (the meteorologicalstation), e.g. the visibility groups 9000 0600N indicate a prevailingvisibility of 9000M and a minimum visibility of 600M to the north.

12.7.4 A visibility of 10KM or more is given by 9999.

12.8 Automatic Visibility Information

12.8.1 A report from an AWSwith a visibility sensor will include data fromthis sensor in the body of the report if the report is fully automated(in which case the abbreviation AUTO is also included in themessage).

DNote: Pilots should exercise caution when interpreting automatedvisibility information as it may not be equivalent to a humanobservation. The information is reported as a ten minute average;and, as it is sourced from a single instrument sampling only a verysmall parcel of the atmosphere, it may not be representative of theentire airport.

12.8.2 AWS may issue special reports (SPECI) for visibility using datafrom visibility sensors (where previously only manualobservations of visibility could initiate a visibility SPECI).

12.9 Runway Visual Range (RVR)

12.9.1 RVRmay be reported in SPECI messages from aerodromes withRVR instrumentation.

12.9.2 RVR will be reported in the format RDD/VVVVi orRDD/VVVVVVVVVi where:a. R and V are fixedb. DD gives the runway indicator, e.g. 36c. VVVV gives the RVR valued. i gives any distinct upward or downward tendency of the RVR

over the averaging period, where i will be either U (upward), D(downward) or N (nil), , e.g. R36/0900U

12.9.3 When RDD/VVVVi is reported, VVVV is the average RVR. Theaveraging period is normally the preceding 10 minutes.

12.9.4 RDD/VVVVVVVVVi is reported when the RVR has variedsignificantly during the averaging period. VVVVVVVVV gives theone--minute mean minimum RVR followed by V followed by theone--minute mean maximum RVR during the averaging period,e.g. R16/0500V1100.

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12.9.5 Parallel runways will be distinguished by appending to DD theletter L, C or R indicating the left, centre or right runway,respectively, e.g. R32L/0900.

12.9.6 When the RVR is greater than the maximum value which can beassessed by the system in use, the group VVVV will be precededby the indicator P, and VVVV will give the highest value which canbe assessed, e.g. R32L/P1900.

12.9.7 When theRVR value is assessed to be greater than 2 000metres,the group VVVV will be reported as P2000, e.g. R32L/P2000.

12.9.8 When the RVR is less than the minimum value which can beassessed by the system in use, the group VVVV will be precededby the indicator M, and VVVV will give the lowest value which canbe assessed, e.g. R32L/M0100.

12.9.9 When the RVR value is assessed to be less than 50 metres, thegroup VVVV will be reported as M0050 e.g. R32L/M0050.

12.10 Present Weather

12.10.1 Present Weather is reported using the codes listed at Section 13.

12.10.2 Appropriate intensity indicators and letter abbreviations will becombined in groups of two (2) to nine (9) characters to indicatepresent weather at, or in the vicinity of, the aerodrome. If morethan one form of precipitation is observed, the appropriate letterabbreviations shall be combined in a single group with the firstreported being the dominant type of precipitation. In such a group,the intensity shall refer to the total precipitation.

12.10.3 Up to three (3) groups may be used to report present weather.

12.10.4 The intensity of precipitation, blowing dust, sand or snow, duststormand sand stormwill be indicated by the prefix (--) for light, (+)for heavy, and no prefix for moderate.

12.10.5 The qualifier VC will be used to report certain significant weatherphenomena in the vicinity (between approximately 8 and 16 KMofthe aerodrome reference point) of the aerodrome.

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12.11 Automatic Present Weather Information

12.11.1 A report from an AWS with a present weather sensor will includedata from this sensor in the “body of the report” if the report is fullyautomated, in which case the abbreviation AUTO is also includedin the message. Pilots should exercise caution when interpretingautomated present weather information, as it may not beequivalent to a human observation.Note: Pilots should exercise caution when interpreting automatedpresent weather information, as it may not be equivalent to ahuman observation.

12.12 Cloud

12.12.1 Cloudheight is reported in hundredsof feet using three figures; eg,700FT is reported as 007.

12.12.2 Cloud amount is reported using the following abbreviations:

FEW = few = 1 to 2 OKTASSCT = scattered = 3 to 4 OKTASBKN = broken = 5 to 7 OKTASOVC = overcast = 8 OKTAS

12.12.3 Nil cloud is reported as SKC (sky clear). Cloud information is notincluded in a forecast if the sky is clear.

12.12.4 Cloud information is reported from the lowest to the highest layeror mass in accordance with the following:

a. The lowest layer or mass, regardless of amount.b. The next layer or mass, covering more than 2 OKTAS.c. The next higher layer or mass, covering more than 4 OKTAS.d. Cumulonimbus and/or towering cumulus clouds, whenever

observed and not reported in a., b. or c. above.

12.12.5 Type of cloud is identified only for cumulonimbus and toweringcumulus observed at or near the aerodrome. These will be givenas CB and TCU respectively. When an individual layer or mass ofcloud is composed of cumulonimbus and towering cumulus with acommon cloud base, the type of cloud is reported ascumulonimbus only, and the amount shall be reported as the sumof the CB and TCU amounts.

12.12.6 Whenever cumulonimbus cloud is forecast, the degree ofassociated thunderstorm activity or probability of occurrence isincluded.

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12.12.7 A clear sky will be indicated in a report by SKC.

12.12.8 When the sky is obscured, the cloud group is omitted and verticalvisibility may be given in the format VVhhh, where hhh is thevertical visibility in hundreds of feet. When information on verticalvisibility is not available, hhhmaybe givenas ///, indicating that thesky is obscured but information on the vertical visibility is notavailable.

12.13 CAVOK

12.13.1 CAVOK is included in the report (from staffed stations only) orforecastwhen the following conditionsareobserved, or forecast tooccur, simultaneously:

a. visibility of 10KM or more;b. Nil significant cloud, i.e. no cloud below 5,000 FT or below the

highest 25NM minimum sector altitude, whichever is greater,and no cumulonimbus or towering cumulus at any height; and

c. Nil significant weather, i.e. none of the weathers listed atsection 13.

When the term CAVOK is given, the elements visibility, weatherand cloud will not be given.

12.13.2 In METAR/SPECI, whenever a total of BKN or more low ormiddle--level cloud is at or above 5000FT, and CAVOK has beenreported, the cloud amount and base will be given after the RMKindicator.

12.14 Automatic Weather Stations with Cloud Information

12.14.1 A report from an AWS with a cloud sensor will include data fromthis sensor in the body of the report if the report is fully automated(in which case the abbreviation AUTO is also included in themessage). The data will be in the same form as manual reportsexcept that:

a. NCD will be reported if no cloud is detected, andb. there will be no indication of cumulonimbus or towering

cumulus.Note: Pilots should exercise caution when interpreting automatedcloud information as it may not be equivalent to a humanobservation. The information is reported as a thirty minuteaverage (with doubleweighting given to the last tenminutes); and,as it is sourced from a single ceilometer sampling only the skydirectly overhead, it may not be representative of the skyline.

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12.14.2 AWSmay issue special reports (SPECI) for cloud using data fromcloud sensors (where previously only manual observations ofcloud could initiate a cloud SPECI).

12.15 Significant Variation

12.15.1 Aerodrome forecasts will include significant changes or variations(indicated by FM, BECMG, INTER and TEMPO) to the previouslygiven conditions when the relevant criteria are met. These relateto improvements as well as deteriorations

12.15.2 The variation groups TEMPO and INTER are used to indicatesignificant variations of a temporary or intermittent nature. Thechange groups FM and BECMG are used to specify changes thatare more lasting in nature. The indicators are the beginning of aself--contained forecast.

12.15.3 When reduced visibility due to fog, mist, dust, smoke or sand isforecast, but the probability is assessedat between30%and40%,the terms PROB30 or PROB40 are used. The term may also beaddedbefore aTEMPOor INTERstatement to expressprobabilityassessments of thunderstorms. If greater than, or equal to, 50%probability is forecast, reference is made to the phenomena in theforecast itself andnot by theaddition of the statementsPROB30orPROB40.

12.15.4 The terms NSW (nil significant weather), SKC and NSC may beincluded following FM or BECMG to indicate significantimprovements expected.

12.15.5 If a TAF or TTF includes a forecast of turbulence, itscommencement will be indicated by the abbreviation FM, and itscessation within the forecast coverage will be indicated by theabbreviation TILL. Start and finish times are given in the formatddhhmm(dayofmonth,hour,minute).Turbulenceassociatedwithcumulonimbus (CB) and towering cumulus (TCU) clouds is notincluded in forecast.

12.16 Temperature

12.16.1 Aerodrome weather reports contain both air temperature anddewpoint.

12.16.2 Up to four forecast values of air temperature are given, for thetimesHH,HH+3hours,HH+6hoursand HH+9hours,whereHH is

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the time of commencement of the TAF validity period. Usersshould use linear interpolation to determine the forecast valuebetween these points. The temperature forecasts are prefixed bythe letter “T”.

12.16.3 Negative values are indicated by the letter M before the numeral.

12.17 QNH

12.17.1 QNH is given in whole hectopascals using four (4) figures.

12.17.2 Observed intermediate values are rounded down. QNH is alwaysgiven, prefixed by the letter Q; eg, Q0997.

12.17.3 Up to four forecast values of QNH are given, for the times HH,HH+3 hours, HH+6 hours and HH+9 hours, where HH is the timeof commencement of the TAF validity period. Users should uselinear interpolation to determine the forecast value between thesepoints. The QNH forecasts are prefixed by the letter “Q”.

12.18 Supplementary Information

12.18.1 InMETAR/SPECI, supplementary information is used to report thefollowing:

a. recent weather (RE) of operational significance, andb. wind shear (WS) information on a take-off or landing runway.

12.19 Remarks Section

12.19.1 Rainfall. The remarks section of the report will include rainfallrecorded by an automatic rain gauge. The information is in theform RF##.#/###.# where the first three (3) digits after theindicator RFwill report the rainfall recorded in the 10minutes priorto the observation time, and the next four (4) digits report the totalrainfall recorded since 0900 local time. Both amounts areexpressed in millimetres to the nearest 0.2MM.

Note: In situations of fine droplet precipitation, such as very lightdrizzle or fine mist situations, there may not be sufficientprecipitation recorded to indicateany rainfall in the last 10minutes.Therefore, pilots should regard automated reports of rainfall asguidance material.

12.19.2 Plain Language. Any other significant weather conditions (eg, anapproaching front or visible bushfires) are appended as plainlanguage.

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12.20 Elements Not Available

12.20.1 A report from a fully automated AWS that does not includeinformation from sensors for visibility, weather, or cloud will report////, // or ////// respectively in lieu of these parameters.

12.21 Trend Forecast (TTF)

12.21.1 Atmajor aerodromes, a statementof trend, valid for three (3) hoursfrom the time of the observation, is appended to the observation.See sub-section 3.4 and Section 17. for further details of TTF.

12.22 Examples

12.22.1 Aerodrome Weather Reports

a. SPECI YMML 092000Z 22012KT 6000 SHRA SCT035TCU31/20 Q1020 RETS RMK RF02.0/004.0

b. SPECI YBCS 221745Z 23014G29KT 6000 1200NE TSRAFEW040CB BKN100 26/22 Q1003 RMK RF04.0/004.0

c. SPECI YSSY 271915Z VRB01KT 3000 VCFG FEW030 18/17Q1018 RMK RF00.0/000.0

d. METAR YMOR 100400Z 06013KT 9000 VV/// 31/08 Q1010RMK RF00.0/000.0 SKY OBS DUE BUSH FIRE SMOKE

e. SPECI YSCB141400ZAUTO20008KT 9000 // BKN016 14/11Q1001 RMK RF00.0/000.0

f. SPECI YMAV 240215Z AUTO 36018G28KT 9999 // NCD31/10 Q1014 RMK RF00.0/000.0

g. METAR YSBK 241700Z AUTO 15002KT 0900 // ////// 04/04Q1020 RMK RF00.0/000.0 CLD: SKY MAY BE OBSC

12.22.2 Trend Forecasts

a. TTFSPECI YPAD012200Z 00000KT 5000DZOVC005 14/14Q1025 RMK RF00.4/000.4FM2200 00000KT 9999 NSW BKN008FM2300 03005KT 9999 NSW SCT020

b. TTF SPECI YMML 100200Z 05008KT 4000 DZ BKN005OVC100 16/15 Q1017 RMK RF00.2/000.2 NOSIG

c. TTF METAR YPPH 120500Z 36015KT CAVOK 32/08 Q1014RMK RF00.0/000.0FM0630 28025KT 9999 NSW BKN030INTER 0530/0730 5000 SHRA BKN008

d. TTF METAR YBTL 220730Z 35006KT 9999 FEW050TCU31/21 Q1005RMK RF00.0/000.0 DISTANT THUNDER NOSIG

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e. TTF SPECI YBTL 240800Z 03010KT 4000 TSRA BKN030CBSCT120 27/24 Q1008 RMK RF00.0/000.0FM0830 03005KT 9999 SHRA BKN035INTER 0830/1100 4000 TSRA SCT010 SCT030CB

f. TTF METAR YSCB 140600Z 20008KT CAVOK 14/11 Q1001RMK RF00.0/000.0 NOSIGUSE TAF FOR ARRIVALS AFTER 0800Z

12.22.3 Aerodrome Forecastsa. TAF YCOM 070635Z 0708/0720 18015KT 9999 FEW005

BKN020TEMPO 0710/0714 2000 --SHSN BKN005 SCT020RMK T 03 00 M02 M04 Q 1008 1007 1006 1006

b. TAF YSSY 020435Z 0206/0312 31005KT CAVOKFM021400 16015KT 8000 SHRA BKN008 SCT030FM022300 23010KT 9999 NSW SCT030RMK T 25 21 18 15 Q 1012 1013 1014 1014

c. TAF YSCB 270448Z 2706/2806 33015G28KT 3000 +RABKN010 OVC100FM271400 16015KT 8000 SHRA FEW010 SCT040 SCT100INTER 2710/2714 1000 +TSRA BKN005 SCT040CBRMK FM270800 MOD TURB BLW 5000FT TILL271300T 14 13 13 11 Q 1016 1015 1013 1016

d. TAF YMHB 100445Z 1006/1024 14004KT 3500 DZ OVC012FM101700 VRB02KT 0300 FGRMK T 12 11 10 10 Q 1018 1019 1020 1019

e. TAF YMML 291645Z 2918/3024 36007KT CAVOKBECMG 3001/3002 18015KT 9999 --SHRA FEW015 SCT025FM300900 15005KT CAVOKPROB30 3016/3022 0500 FGRMK T 11 12 14 16 Q 1020 1021 1019 1018

13. WEATHER CODE AND TRANSLATIONCODE TRANSLATION

WEATHER DESCRIPTORS

BC PATCHES (or PATCHES OF)

BL BLOWING

DR DRIFTING

FZ FREEZING

MI SHALLOW

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SH SHOWERS (or SHOWERS OF)

TS THUNDERSTORMS (or THUNDERSTORMS WITH)

PR AERODROME PARTIALLY COVERED (USED ONLY TODESCRIBE FG)

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 TYPE (FROM WEATHER SENSOR)

VA VOLCANIC ASH

Note 1: Intensity is indicated with precipitation, duststorms and sandstorms. In these cases, the

weather code is prefixed by the qualifier -- for light and + for heavy. Moderate intensity is indicated

by the absence of a prefix.Note 2: METAR/SPECImay provide an indication ofweather in the vicinity (within approximately 8

and 16 KM of the aerodrome reference point). The proximity qualifier VC will be used only in

combination with the abbreviations TS, DS, SS, FG, FC, SH, PO, BLDU, BLSA and BLSN.

14. METAR/SPECI (AERODROME WEATHER REPORT)FORMAT

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15. TAF -- AERODROME FORECAST

Note: Flight planning requirements for TAF can be found atENR 1.10 para 1.2.5.

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16. AERODROMES AND CATEGORIES FOR WHICH TAF WILLBE AVAILABLE

Note: Airfield categories and associated services are contained at para 3.3.3.

Adelaide AAlbany BAlbury BAlice Springs AAmberley (RAAF) BArcherfield BArgyle DArmidale BAvalon AAyers Rock (Yulara) BBairnsdale DBalgo Hill DBallarat DBallera Gas Field DBallina/Byron Gateway BBankstown BBarcaldine DBarrow Island DBatchelor EBathurst CBathurst Island(Nguiu) DBayu Undan DBendigo DBirdsville DBlackall DBorroloola DBoulia DBourke DBrisbane ABroken Hill B

Broome A

Browse Island D

Bundaberg B

Burketown D

Busselton D

Cairns A

Camden B

Canberra A

Carnarvon C

Casino E

Ceduna C

Century Mine D

Cessnock D

Charleville C

Charlton E

Charters Towers D

Christmas Island A

Clermont D

Cleve D

Cloncurry D

Cobar D

Cocos Island A

Coen D

Coffs Harbour A

Coldstream E

Condobolin D

Coober Pedy C

Cooktown C

Cooma C

Coonabarabran D

Coonamble D

Cootamundra D

Corowa D

Cowra D

Cunderdin D

Cunnamulla D

Curtin/Derby South B

Darwin A

Delamere WeaponsRange E

Deniliquin D

Derby D

Devonport B

Dubbo B

East Sale (RAAF) B

Edenhope E

Edinburgh (RAAF) B

Elcho Island(Ngayawili) C

Emerald B

Ernabella (Pukatja) D

Esperance C

Essendon B

Falls Creek E

Fitzroy Crossing D

Flinders Island C

Forbes D

Forrest D

Garden Island E

Gayndah D

Georgetown D

Geraldton B

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Giles DGin Gin (RAAF) EGladstone BGlen Innes DGold Coast(Coolangatta) AGoondiwindi DGoulburn DGove BGrafton DGriffith BGroote Eylandt CGunnedah DHalls Creek DHamilton DHamilton Island BHay DHervey Bay BHobart AHooker Creek(Lajamanu) DHopetoun EHorn Island AHorsham DHughenden DInnisfail DInverell DIvanhoe DJabiru DJabiru Venture DJandakot BJervois EJulia Creek DKadina EKalgoorlie A

Kalumburu EKarratha BKempsey DKilmore Gap (KMG) EKing Island CKingaroy DKingscote BKintore (Wulungurru) DKowanyama DKununurra BLatrobe Valley DLaunceston ALaverton (WA) DLearmonth ALeigh Creek DLeinster DLeonora DLismore BLockhart River DLongreach CLord Howe Island AMackay BMaitland DMallacoota DMangalore DManingrida CMareeba DMarree EMaryborough (QLD) CMcArthur River Mine DMeekatharra DMelbourne AMerimbula BMildura BMilingimbi D

DModec Venture D

Moomba D

Moorabbin B

Moranbah C

Morawa E

Moree C

Mornington Is D

Moruya C

Moss Vale E

Mount Boyce E

Mount Buller E

Mount Gambier B

Mount Hotham D

Mount Isa B

Mount Keith D

Mount Magnet D

Mudgee D

Mungalalu--Truscott D

Murray Bridge D

Murrin Murrin D

Murrurundi E

Naracoorte D

Narrabri C

Narrandera C

Newman B

Ngukurr D

Nhill D

Norfolk Island A

Normanton D

Norseman D

North Rankin D

Northern Endeavour D

Nowra B

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Nyngan D

Oakey B

Olympic Dam C

Onslow D

Oodnadatta D

Orange B

Paraburdoo B

Parafield B

Parkes C

Pearce (RAAF) B

Perth A

Point Cook (RAAF) D

Port Augusta D

Port Hedland A

Port Keats D

Port Lincoln B

Port Macquarie B

Portland C

Proserpine /Whitsunday Coast B

Quilpie D

Renmark D

Richmond (QLD) D

Richmond (RAAF) A

Robe E

Rockhampton A

Roebourne E

Roma C

Rottnest Island D

Samuel Hill (RAAF) D

Scherger D

Scone D

Shark Bay D

Shepparton D

Smith Point D

Smithton D

Snake Bay D

South Goulburn Island(Warruwi) D

Southern Cross D

St George D

St Helens D

Stawell E

Strahan D

Sunshine Coast B

Swan Hill D

Sydney A

Tamworth BDTarcoola D

Taree C

Tasman Island E

Telfer D

Temora D

Tennant Creek D

Thangool C

Thargomindah D

The Granites D

The Monument D

Tibooburra D

Tindal A

Toowoomba D

Townsville A

Trepell D

Troughton Island D

Victoria River Downs D

Wagga Wagga B

Walgett D

Wangaratta D

Warburton D

Warrnambool D

Wave Hill D

Weipa B

West Sale D

West Wyalong D

White Cliffs E

Whyalla B

Wilcannia D

Williamson (MIL) D

Williamtown (RAAF) A

Wiluna D

Windorah D

Winton D

Wollongong C

Woomera B

Wudinna D

Wyndham D

Wynyard (Burnie) B

Yarrawonga E

Young D

Yuendumu D

Yunta E

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17. TTF -- TREND FORECASTS

Note 1: See Section 12. for decode of METAR/SPECI.Note 2. TREND (decode)

(1) NOSIG is used to indicate that no significant changes tothe elements wind, visibility, weather and cloud, asreported in the METAR/SPECI, are expected to occurduring the validity period of the TTF.

(2) FM (time) indicates that significant changes to a new setof mean conditions, from those previously given, areexpected to occur at the specified time and to persist untilthe end of the validity period of the TTF or until newmeanconditions are given.

(3) INTER (periods less than 30 minutes) and TEMPO(periods of between 30 and 60 minutes) are given eitheras INTER or TEMPO (time2/time3) -- in this case,intermittent or temporary variations are expected tocommence at (time 2) and to end at (time 3).

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(4) Turbulence associated with cumulonimbus (CB) andtowering cumulus (TCU) clouds is not included inforecast. TILL (time) is used if the turbulence is expectedto cease before the end validity period of the TREND.

18. AREA FORECASTS FOR OPERATIONS BELOW FL200

18.1 The domestic area forecast system provides for the routine issueof forecasts for designated areas and the prompt issue ofamendments to forecasts immediately that prescribed criteria issatisfied.

18.2 Preparation and Issue Times:a. No forecast is less than 9 hours or greater than 15 hours.b. The area forecast covering daylight hours is available as soon

as practicable in the morning.c. Area forecasts are available a minimum of one hour before

validity, exceptWesternAustralia,where theyareavailable twohours before validity.

18.3 Approved Abbreviations Used in Area Forecasts:a. Clouds: CU, TCU, SC, CB, ST, AS, AC, NSor combinations of

these.b. Weather: DZ, RA, SN, TS, SHGR, SHGS, FG, TSRA, TSGR,

TSGS, SHRA, SHSNc. Cloud Amounts: FEW, SCT, BKN, OVC and for CB, ISOL,

OCNL, FRQ, EMBD.d. Qualifiers: MOD, SEV.e. Units: KT, KM, M, FT.f. Time: Z.g. Variations: TEMPO, INTER,FM andBECMGareonly used for

Critical Locations.h. Directions: N, NE, E, SE, S, SW, W, NW.i. General: AMD.

19. FORECASTS FOR OPERATIONS ABOVE A100

19.1 The meteorological documentation for operations above FL200will consist of the following as appropriate:a. Forecasts.b. Significant Weather Prognostic Charts:

(1) Latitude Equator -- 50 o S, Longitude 100 -- 180 o E validat 0000, 0600, 1200, 1800 UTC ; or

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(2) WAFS charts as applicable for areas outside of theabove.

c. Wind and Temperature Charts:(1) Produced for the Australian region plus ICAOAreas E, F

and K.(2) Valid at 0000, 0600, 1200, 1800 UTC, and updated six

hourly.d. Grid Point Forecasts (wind and temperature):

(1) Latitude 10 -- 50 o S, Longitude 100 -- 160 o E for FL385,FL340, FL300, FL235, FL185 valid at 0000, 0600, 1200,1800 UTC;

(2) WAFS charts as applicable for areas outside of theabove.

NOTE: Charts are a mercator projection.e. For domestic operations, Route Sector Winds and

Temperatures together with standard flight plan numbers forfrequently used air routes.

20. SIGNIFICANT WEATHER CHARTS

20.1 Thesignificantweather expected in theairspace fromFL250 toFL630 (SIGWX High) and A100 to FL250 (SIGWX Medium) aredepicted on the relevant chart using approved symbols andabbreviations. Significant features of the surface synopticsituation are also usually shown.

20.2 For domestic operations the products of para 19.b.(1)will be used,and for international operations that of 19. b.(2).

20.3 The availability and validity times of the Australian area SIGWXHigh are as follows:

Available (UTC) Valid (UTC)

0800 0000

1400 0600

2000 1200

0200 1800Availability of the SIGWX Medium is about one hour later.

20.4 Significant variations during three hours each side of the validitytime are included on the chart.

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21. GRID POINT FORECASTS

21.1 Grid point wind and temperature forecast charts provide a displayof wind and temperature data derived from World Area ForecastSystem (WAFS) models. The data is presented in 5° latitude andlongitude squares overlaid on a geographic background. Thevalues given represent the wind and temperature at a specificflight level for the mid point of each square.

21.2 Grid point winds and temperatures are presented to aircrew on ageographic background to facilitate interpretation on specificroutes.

21.3 A block of Grid Point data contains the following information foreach level:

a. dd: two numbers indicating the wind direction in degreestrue to the nearest 10;

b. fff: three numbers indicating the wind speed to the nearest5KT;

c. tt: two numbers indicating the mean temperature indegrees Celsius (without the negative sign).

Example: 2503563 dd fff tt25 035 63

21.4 Grid point forecasts are issued two times daily according to thefollowing schedule, with data for three validity times at each issue:

Approximate Issue Time Validity Times

0800 1200, 1800, 0000

2000 0000, 0600, 1200Notes:1. Validity periods forGrid Point Forecasts are±3 hoursof the

above validity times.2. Issue time is approximate.

21.5 Receipt of a forecast for a particular validity time will automaticallyamendandsupersedeanyprior issue for that time. Both issueandvalidity times appear with each forecast.

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22. ROUTE SECTOR WINDS AND TEMPERATURES

22.1 Routesectorwindsand temperatures (RSWT) forecastmessagesare provided for various sectors of frequently used domestic airroutes.

22.2 RSWT forecasts are prepared for six levels:150HPA FL445200HPA FL385250HPA FL340300HPA FL300400HPA FL235500HPA FL185

22.3 A block of RSWT data contains the following information for eachlevel:

a. twonumbers indicating thewind direction in degrees true to thenearest 10˚;

b. three numbers indicating the wind speed to the nearest 5KT;c. two numbers indicating the mean temperature in degrees

Celsius (without the negative sign).

22.4 Mean winds are usually given for the whole sector, but on some ofthe longer routes, RSWT information is sub-divided into segmentswhich are indicated in the title of the data block.

22.5 RSWT forecasts are issued twice daily with data for three validitytimes at each issue.

Approximate Issue Time Validity Times

0800 1200, 1800, 0000

2000 0000, 0600, 1200Notes:1. Validity periods for RSWT are±3 hours of the abovevalidity

times.2 Issue time is approximate.

22.6 Receipt of a forecast for a particular validity automaticallysupersedes any prior issue for that time. Both issue and validitytimes appear with each forecast and amended information ishighlighted with a “+” symbol.

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22.7 RSWT forecasts are available from AVFAX, and from BoM andAirservices Australia web sites.

EXAMPLE OF RSWT MESSAGEFORECAST ROUTE SECTOR WINDS AND TEMPERATURESBUREAU OF METEOROLOGY -- BRISBANE 02:16 UTC27/4/1998

ISSUE 26173 VALID 270300 -- 270900

FL -- ISA YBBN/25S/YBMA445 --56 2703065 2502565385 --56 2603054 2503054340 --52 2603547 2503045300 --45 2703536 2602535235 --32 2803019 2801518185 --21 2702007 2701006Notes:1. Blanks indicate no data available.2. Some sectors are split into more than one RSWT segment

eg, YBBN/25S/YBMA

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1YMML-YSSY

16YBBN-25S

-YBMA

32YPPH-YCAR-YPLM

48YSSY-YGTH-YPAD

2YMML-YMHB

17YBMA-YPDN

33YCAR-YPPD

49YBBN-YWLG

3YMML-YPAD

18YBAS-ASB-YPDN

34RESERVED

50YPGV-YBCS

4YMML-CANDY

19YPAD-LGS

35YCMU-143E-YBMA

51YPPH-KAGUX-YPKA

5CANDY-CRICK

20YMMI-YCDU

36YSSY-149E-YCMU

52YBCS-YHID

6YCDU-YCAG

21YSSY-APOMA

37RESERVED

53YSSY-28S

7YCAG-YPPH

22APOMA-138E-YBAS

38RESERVED

5428S-YEML-YBTL

8CRICK-YPPH

23YBBN-YROM-NONET-

YBAS

39RESERVED

55YPPH-YMOG-YNWN

9YMML-YMMI-LG

S24

YBAS-YBMA

40YPDN-YPGV

56YNWN-CIN

10YPAD-YPWR-YBAS

25YBMA-YBTL

41YPAD-POD-YMHB

57YCAR-YNWN

11YPPH-ERE-YPPD

26YSDU-VENEL-YPAD

42YBAS-LANOP

58YPLM

-YPPD

12YPPD-CIN-TROUT-

YPDN

27YSSY-YMCO-YMHB

43LA

NOP-YPKG-YPPH

59YGEL-GAS-W

AL

13YPDN-GRY-YBTL

28YMML-YMDG-YBBN

44RESERVED

60YPAD-YOOM

14YBBN-YBMK-YBCS

29LG

S-YBAS

45YMML-YGTH-YWLG

61YBBN-YSDU

15YSSY-YBBN

30YBCS-YBMA

46YWLG

-ABR-YBPN

62YWLG

-141E-YCDU

31RESERVED

47YPAD-ISLAV-YCAG

63YSSY-TAM-YBMK

ROUTESECTORNUMBERS

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Note 1. Significant variations during three hours each side ofthe validity time are included on the chart..

Note 2. SIGWX High will be annotated ICAO AREAAUSTRAIA SIGWX FL250--630.

Note 3 For SIGWX Medium Level (SWM) the chart will beannotated “Significant weather (SIGWX) A100--FL250”. Weatherphenomena below A100 will not normally be shown.

Note 4. Heights are indicated on SWH and SWM charts inflight level (FL), top over base. When XXX is used, tops or basesare outside the layer of the atmosphere to which the chart applies.

Note 5. Cumulonimbus, altocumulus and altostratus cloudare indicatedby theabbreviationsCB,ACandAS respectively.CBis preceded by ISOL (isolated, i.e. individual), OCNL (occasional,i.e. well separated), FRQ (frequent, i.e. little or no separation) orEMBD(embedded in layers of other cloudsor concealed byhaze).ACandASamountsare indicatedby theabbreviationsFEW,SCT,BKN or OVC. The upper figure following the abbreviations is theapproximate flight level at the top of the cloud; the lower figureindicates the approximate flight level of the baseof the cloud;XXXwill indicate that the base or top is outside the layer of atmosphereto which the chart applies

eg, ISOL CBXXX

400

Note 6. The use of the abbreviation CB implies associatedthunderstorms and the occurrence of turbulence and icing.

Note 7. A similar convention is employed to indicate theheight indications of phenomena such as aircraft icing, turbulenceetc.

Note 8. When shown, centres of surface high or low pressureare represented by H or L respectively, the position at the surfaceof the point of highest or lowest pressure is indicated by a “+”followed by the value of theMSLpressure inHectopascals. Whenused, an arrow indicates the expected speed of movement (inknots). Movement of other significant features is shown in similarfashion.

Note 9. Colours, if used, are to improve clarity of presentationand have no other significance.

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24.2 Wind and Temperature Charts

24.2.1 Wind and temperature charts are provided for four regions:

a. AustralianRegion -- Latitude 0 to 50S, Longitude100E to 180Eb. ICAO Area E -- Latitude 45N to 47S, Longitude 25E to180Ec. ICAO Area F -- Latitude 42 30N to 47 30S, Longitude 100E to

110Wd. ICAO Area K -- Latitude 0 to 90S, Longitude 0 to 180WNote: Charts are a mercator projection except for ICAO Area Kwhich is polar stereographic.

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24.3 VOLCANIC ASH ADVISORYVA ADVISORYDTG: 20030908/0230ZVAAC: DARWINVOLCANO: COLO [UNA UNA ] 0606--01PSN: S0010 E12130AREA: SULAWESI INDONESIASUMMIT ELEV: 507M/1663FTADVISORY NR: 2003/2INFO SOURCE: GMS JMAAVIATION COLOUR CODE: NILERUPTION DETAILS: ERUPTED 20030908/0205ZOBS VA DTG: 08/0215ZOBS VA CLD: SFC/FL250 N0010 E12140 -- N0000

E12240 -- S0030 E12230 -- N0010E12140 MOV ESE 20KT FL250/FL550N0030 E12130 -- N0010 E 12200 --S0040 E12130 -- N0000 E12030 -- N0030E12130 MOV E 30KT

FCST VA CLD +6HR: 08/0815Z SFC/FL250 N0000 E12230 --S0000 E12410 -- S0040 E12340 -- S0010E12210 -- N0000 E12230 MOV ESE20KT FL250/FL550 N0100 E12100 --N0110 E11840 -- S0010 E12000 -- S0020E12100 -- N0100 E12100 MOV E 35KT

FCST VA CLD +12HR: 08/1415Z SFC/FL250 S0000 E12330 --S0030 E12510 -- S0120 E12450 -- S0030E12310 -- S0000 E12330 FL250/FL550NO ASH EXP

FCST VA CLD +18 HR:RMK:

08/2015Z SFC/FL550 NO VA EXPOBSERVATIONS SUGGEST AMAJOR CONTINUING ERUPTION.YESTERDAY INDONESIANAUTHORITIES UPGRADED THECIVIL ALERT TO LEVEL 4 (OUT OF4). ALL AIRCRAFT IN AREA AREREQUESTED TO SEND PIREPS.

NXT ADVISORY: 20030908/0830Z

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APPENDIX 1

SPECIAL AIR REPORT OF VOLCANIC ACTIVITY

1. Special Air Reports Containing Information on VolcanicActivity (ICAO Model VAR).

1.1 Section 1 and such parts of Section 2 as are appropriate arerequired from all aircraft as follows:

a. whenever pre-eruption volcanic activity or volcanic eruptionsare observed; and

b. whenever volcanic ash cloud is observed or encountered.

1.2 All elements of Section 1 and those elements of Section 2 whichare observed shall be recorded and indicated respectively in theappropriate places on the form which is produced overleaf.

1.3 Information recorded for items 9 to 16 is not for transmission byRTF, but, on arrival at an aerodrome, is to be delivered togetherwith the information recorded in Section 1 without delay by theoperator or a flight crewmember to the aerodromemeteorologicaloffice. If suchanoffice is not easily accessible, the completed formmust be delivered in accordance with local arrangements madebetween theMeteorological and ATSauthorities and the operator.

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APPENDIX 1 -- CONTINUED

AddresseeAIREP SPECIAL

2. Position3. Time4. Flight levelor altitude

5. VOLCANIC ACTIVITYOBSERVED AT

6. Air Temperature

7. Spot Wind8. SupplementaryInformation

(Brief description ofactivity including verticaland lateral extent of ashcloud, horizontalmovement, rate of growth,etc. as available)

MODEL VARAircraft Identification(as per Item 1 of flightplan ...........Operator .........

Pilot -- in --Command

Arr at ......Dep. from ......

...............

Date .......... Time.......... UTCDate .......... Time.......... UTC

........

1. AircraftIdentification

The following information is not for transmission by RTF

9. Density of ash cloud (a) wispy (b) moderatedense

(c) very dense

10. Colour of ash cloud (a) white(d) black

(b) light grey (c) dark grey

11. Eruption (a) continuous (b) intermittent(c) not visible

12. Position of activity (a) summit (b) side (c) single(d) multiple (e) not observed

13. Other observedfeatures of eruption

(a) lightning (b) glow (c)large rocks(d) ash fall out (e) mushrooming

cloud(f) nil

14. Effect on aircraft(a) communication (b) nav system (c) engines(d) pitot static (e) windscreen (f) windows(g) nil

15. Other effects (a) turbulence (b) St Elmos Fire (c) fumes(d) ash deposits

16. Other information

(position or bearing anddistance from aircraft)

Add and information considered useful

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GEN 3.6 SEARCH AND RESCUE

1. PURPOSE

1.1 The purpose of the Search and Rescue (SAR) organisation is toprovide assistance to aircraft in distress and to search for, provideaid to, and organise the rescue of survivors of aircraft accidentsand forced landings.

2. RESPONSIBLE AUTHORITY

2.1 Airservices Australia is responsible for the provision of a SARalerting and in-flight emergency response service. AusSAR isresponsible for the conduct of SAR for missing aircraft, aircraftreported crashedandELT searcheswithin theSearch andRescueRegion (SRR) under Australian jurisdiction.

3. ORGANISATION

3.1 AusSAR have established an aviation Rescue CoordinationCentre in Canberra which is responsible for the coordination ofSAR efforts within the Australian SRR. Refer to the chart at para11.

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4. RESCUE COORDINATION CENTRES

Search and RescueRegion

Location and Address

AUSTRALIA RCC AusSAR25 Constitution AvenueCANBERRA CITY ACT 2601

Postal Address: GPO Box 2181CANBERRA CITY ACT 2601

Telephone 1-800-815 257Fax 1-800-622 153AFTN YSARYCYX

5. PROCEDURES

5.1 Emergency Phases

All ATS Units have been designated as alerting posts and areresponsible for the declaration of the appropriate emergencyphase. Three phases of emergency have been established forclassifying emergency situations and are declared in accordancewith the following paragraphs.

5.1.1 Uncertainty Phase (INCERFA) when:

a. doubt exists as to the safety of the aircraft and its occupants: orb. an aircraft operating in accordance with SAR procedures fails

to report and communication checks fail to reveal any news ofthe aircraft; or

c. an aircraft is known or believed to be subject to irregularoperations; namely, when it is experiencing navigational,altitude or communications difficulties; or

d. an aircraft is about to make or has made a landing other than aforced landing, where the position is in doubt, on anunprepared surface or on an aerodrome that is operationallyunsuitable; or

e. information is received that an aircraft is missing.

5.1.2 Alert Phase (ALERFA) when:

a. apprehension exists as to the safety of the aircraft and itsoccupants; or

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b. an aircraft fails to landwithin five (5)minutes of having receiveda landing or approach clearance, and communications cannotbe re-established with the aircraft; or

c. following an uncertainty phase, subsequent communicationchecks or enquiries fail to reveal any news of the aircraft; or

d. information has been received that the operating efficiency oftheaircraft has been impaired to theextent that the safety of theaircraft may be affected; or

e. there is reason to believe that the safe conduct of a flight is injeopardy; or

f. an aircraft is operating in IMC or at night when it should not.

5.1.3 Distress Phase (DETRESFA) when:

a. there is reasonable certainty that an aircraft and its occupantsare threatened by grave and imminent danger and requireimmediate assistance; or

b. an aircraft is known or believed to be subject to unlawfulinterference; or

c. following the alert phase there is the probability that an aircraftis in distress; or

d. the fuel on board is considered to be exhausted or insufficientto reach safety unless a SARTIME has been notified; or

e. an aircraft is likely to or about to make, or has made, a forcedlanding or has ditched or crashed.

5.2 Pilot Notification

5.2.1 Theefficacy of theSARactionbyAirservices orAusSAR is directlyrelated to the amount and accuracy of details notified in the flightnotification or flight note, and to any position details reported inflight. When notifying of in-flight difficulties, early advice and thedegree of apprehension felt by the pilot will enhance theassistance which can be provided by the ground organisation.

5.2.2 When a pilot lands at a place other than an aerodrome included inthe flight notification, the pilot should report the fact to ATS,AusSAR or the police as soon as possible.

5.2.3 Flight Notes

Persons maintaining a SARWATCH by means of a Flight Notemust contact AusSAR in the event that the flight becomesoverdue.

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5.3 Advice to Pilot

5.3.1 If a phase declaration concerns a technical difficulty, the operatingcompany, if applicable, will normally be advised. Subsequentadvice relating to the difficulty will be restricted to that authorisedby the company and will be prefixed “YOUR COMPANYADVISES”.

5.4 In-Flight Emergency Response Action

5.4.1 Radio Failure or Failure to Report. On the basis that only theaircraft’s transmitter may have failed and that groundtransmissions can still be received, broadcasts will be made fromsuitable stations, including some radionavigation aids, that mayinclude as appropriate:

a. lowest safe altitudes;b. direction, bearings, DR position or headings to steer if

practicable;c. emergency aerodromes;d. weather conditions at destination and alternates;e. ditching weather report; andf. separation action being taken by ATC.

5.4.2 Navigational Assistance. All available navigation aids, whichmay be of use to the aircraft, will be switched on andnon-continuous aids may also be activated. Furthermore:

a. ATS surveillance system equipped units will keep a lookout forthe aircraft;

b. aerodrome lighting may be activated; andc. if the aircraft can advise its last known position, and headings,

speed and times flown since that position, an air plot can bemade, actual winds added, and a DR position and heading tosteer passed to the aircraft on an advisory basis.

5.4.3 Intercept and Escort. Arrangements may be made to escort anaircraft experiencing abnormal operations.

5.4.4 Ditching. When a ditching is likely, the RCC will obtain thepositions of ships along the aircraft’s route and advise the pilot,and:

a. attempts will be made to arrange a direct speech link or a rapidrelay system between the aircraft and a selected ship;

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b. weather reports, including sea conditions and a selectedditching heading will be passed to the aircraft; and

c. arrangements may be made for ships to provide navigationalassistance, lighting, and reduce the effects of the sea swell orwind.

5.5 Participation In Searches

5.5.1 General.When requestedby theAustraliaRCC tocarryout aSARoperation, the aircraft and crew are deemed to be hired byAusSAR.

5.5.2 Charges For Aircraft Use.Expenses incurred by the owner of anaircraft engaged in SARoperations at the direction of theAustraliaRCC may be recovered from AusSAR. The hourly payment ratefor SAR flying should be negotiated between AusSAR and theoperator concerned.

5.5.3 Briefing. Whenever possible the pilot of a search aircraft shouldcontact the RCC to confirm the briefing prior to the searchcommencing.

5.5.4 Debriefing. Pilots should present a post-flight report to the RCCas soon as possible after completion of the flight.

5.5.5 Safety. Civil aircraft engaged in SAR operations are required tocomply with the Civil Aviation Regulations. If a breach of theRegulations is required in order to relieve a person fromgrave andimminent danger, and failure to do so is likely to result in loss of lifeor serious permanent disability, aMercyFlightmust be declaredoran alternative course of action taken. ENR 1.1 Section 66.1contains details on Mercy Flights.

6. AERODROME EMERGENCIES

6.1 General. This section explains the terms that are used to classifyaerodrome emergencies and defines the degree of responserequired from agencies involved in the Aerodrome EmergencyPlan.

6.2 Local Standby

6.2.1 A Local Standby is declared when activation of only the airport-based agencies involved in the Aerodrome Emergency Plan(AEP) is warranted. A Local Standby will be the normal response

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whenanaircraft approachinganairport is knownor is suspected tohave developed some defect, but the trouble is not such as wouldnormally involve any serious difficulty in effecting a safe landing.

6.2.2 The normal response to a Local Standby will be from the(on-airport) Airservices/RAAF Rescue and Fire Fighting Service(RFFS) and the Aerodrome Safety Officer. No outside serviceswill respond. At an aerodrome without RFFS facilities, theresponse (if any) to a declaration of a Local Standbywill be set outin the AEP.

6.2.3 For the purposes of activating an AEP, a PAN call from an aircraftwill result in the declaration of not less than a Local Standby.

6.3 Full Emergency

6.3.1 A Full Emergency is declared when activation of more than justairport-based responding agencies is advisable. A FullEmergency will be declared when an aircraft approaching theairport is known or suspected to be in such trouble that there isdanger of an accident. In order to provide the appropriateresponse, one of the following levels must be used by ATS indeclaring the Full Emergency to outside services:

a. Level I -- up to 18 seats (ATC -- Light).b. Level II -- up to 215 seats (ATC -- Medium).c. Level III -- up to 560 seats (ATC -- Heavy).

6.3.2 When a Full Emergency has been declared, the response will befrom all services including on-airport services according to thelevel (I,II or III) notified.

6.3.3 If a pilot declares a MAYDAY, then this equates to a FullEmergency condition. TheAEPwill then beactivated bydeclaring“FULL EMERGENCY LEVEL (I, II or III)”.

6.4 Crash on Airport. The response to a crash on the airport will bethe same as for a Full Emergency.

6.5 Other Situations. For an aerodromewhere there is no on-airportfire service or when the airport fire service has been stood down,ATS will state, “THERE IS NO ON-AIRPORT FIRE SERVICE ATYOUR INTENDED AERODROME. WHAT SERVICES DO YOUREQUIRE?”. ATS will then activate the AEP at the appropriatelevel. The AEP will cover this situation to ensure that anover-response is not made.

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6.6 Phraseology. Standard phraseology exists for the declaration ofabnormal andemergencyoperations, iePANandMAYDAY. Pilotsare reminded that timely use of these phrases will get the level ofresponse required. Theuseof non-standard terminology can leadto misinterpretation of a pilot’s requirements. This does notpreclude ATS requesting confirmation of a pilot’s requirements;eg, “DO YOUWISH THE AIRPORT TO BE PLACED ON LOCALSTANDBY?” .

7. RESCUE AND FIRE FIGHTING SERVICES

7.1 General. RescueandFireFighting (RFF) servicesareprovidedatcertain aerodromesaccording to the typeof aircraft normally usingthat aerodrome and the frequency of aircraft operations.

7.2 Aerodrome Category. RFF facilities are allocated a categoryfrom 1 to 9 (see ERSA).

7.3 Hours of Service. Information regarding the hours of service ofRFF is available from all ATS units and is published in ERSA.

7.4 ARFF Emergency Frequency. To enhance the safemanagement of emergency situations, a national ARFFemergency frequency (131.0MHZ) is available for directcommunication between the Fire Commander and affected flightcrewduring anairport emergencyat selected airports (identified inERSA FAC under Ground Services). ATC must be advised of anintention to operate on the frequency.

7.4.1 All communication with ATC during an airport emergencymust beconducted on the normal ATC frequencies.

7.4.2 TheFireCommanderwill keepATC informedof the incident actionplan.

8. EMERGENCY LOCATOR TRANSMITTER (ELT)

8.1 Australian aircraft (except exempted aircraft) are required to befitted with or to carry an ELT in accordance with the requirementsof CAR 252A. Procedures detailing the use of ELTs in anemergency are found in ERSA EMERG.

Note: While the installationanduseof automaticELTs saves lives,improper use will lead to false alarms and a resultant strain onscarce SAR resources.

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8.2 Monitoring 121.5MHZ. Pilots should monitor 121.5MHZ beforeengine start and after shutdown. Reception of an ELTtransmission must be reported to ATS or the RCC immediately.

8.3 Inadvertent Activations. If an ELT has been inadvertentlyactivated, this must also be reported to ATS or the RCCimmediately.

8.4 Testing ELTs. Operational testsmust be limited to 5SEC, and thepreferred procedure is that they be conductedwithin the first 5MINof the hour. AusSAR must be notified in advance of the test and,where the beacon is operated on 406 MHz, its HexID must beprovided. Detailed ELT testing procedures can be found on theAMSA website.

9. COSPAS-SARSAT

9.1 COSPAS (from the Russian acronym for “Space System forSearch for Vessels in Distress”) and SARSAT (from “Search andRescue Satellite Aided Tracking”), together constitute aninternational project consisting of a network of satellites in lownear-polar orbits, with the capability of detecting and calculatingpositionsofELTs. TheAustralianMissionControlCentreoperatedby theAusSAR inCanberra, is linked to threeearth stations knownas Local User Terminals at Albany (WA), Bundaberg (QLD) andWellington (New Zealand).

9.2 COSPAS-SARSAT provides coverage for 121.5/243MHZ ELTsover all the Australian continent, New Zealand, and severalhundred miles to sea. Coverage for 406MHZ ELTs is world-wide.This coverage is not continuous as the time interval betweensuccessive satellite passes can be as much as two hours.

9.3 COSPAS-SARSAT can calculate the position of 121.5/243MHZELTs to within 20KM, and 406MHZ ELTs to within 3KM.

10. SEARCH AND RESCUE TRANSPONDER (SART)

10.1 The International Maritime Organisation has introduced arequirement for all vesselsover300 tonnesgrossweight, engagedin international trade, to be equipped with SARTs. These devicesare intended to enhance the probability of location and rescue ofsurvivors.

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10.2 SARTs work by responding to radar transmissions in the 9Gigahertz (GHZ) range, the frequencies used by most maritimeand aviation navigation and weather radars (aircraft radars wouldneed to be used in the mapping mode).

10.3 When aSART receives a radar pulse, it will transmit 10 -- 20 pulsesin reply. This will show on the radar screen as a series of ‘returns’leading the way from the SART’s position. SART transmissionswill not interfere with the primary role of aircraft radars, ie weatherdetection.

10.4 ICAO and Airservices do not intend to introduce SARTs to theaviation industry. However, pilots who detect SART transmissionsshould report them, with the position, to ATS, who will alert SARauthorities.

10.5

10

20

30

40

Example of SART -- 40° left at 19NM

5050

40

30

20

10

60°60°

0°Track

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25 NOV 04 AIP AustraliaGEN 3.6 -- 1011.

SARBOUNDARIES

SRR

SRR

COLOMBO

SRR

JAKARTA

SRR

BIAK

SRR

HONOLULU HONIARA

SRR

NANDI

SRR

WELLINGTO

N

06°S

12°S

14°S

30°S

SRR

MALE

SRR

PORTMORESBY

SRR

NAURU

LORD

HOWE

ISLAND

123°

20E

75°E

12°S

144°

E

141°

E155 °

E

170°

163°

E

00°00’(EQUATOR)

ELR

LEGEND

SRR

MELBOURNE

SYDNEY

BRISBANE

DARWIN

PERTH

LEARMONTH

ALICE

SPRINGS

NOTE1:

Land

RescueUnitsavailablethroughout.

NOTE2:O

nlythemajorfacilitiesofeach

type

are

indicatedateach

location.

NOTE3:RAAFaircraftmay

operatefromDiego

Garciaby

arrangem

ent.

AviationRCC

SRRBoundary

_

COCOS

ISLAND

NORFOLK

ISLAND

92°E

40°S

30°S

20°S

10°S

0°10°N

(Facilitiesthatmay

becalledupon

bytheRCC)

ELR

ExtraLong

Range

aircraft(RADofaction

1500

NMplus

2.5HRSearch).

02°S

78°E

SRR

UJU

NGPA

NDANG

SRR

SURABAYA

RV/RB

RescueVessel/Boat

70°E

80°E

90°E

100°E

110°E

120°E

130°E

140°E

150°E

160°E

170°E

DIEGOGARCIA

40°S

30°S

20°S

10°S

0°

10°N

TOWNSVILLE

CANBERRA

110°

E

LAUNCESTO

N

09°20S

126

CAIRNS

To90

°S

To90

°S

HEL--H

Heavy

Helicopter

RV

RV

RV RV

RB

RB

RB

HEL--H

RV

HEL--H HEL--H

HEL--H

ADELAIDE

HOBARTRB

HEL--H

HEL--H

PORTHEDLAND

SRR

AUSTRALIA

AUSTRALIA

SRR

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GEN 4. CHARGES FOR AERODROMES/HELIPORTS AND AIRNAVIGATION SERVICES

GEN 4.1 AERODROME/HELIPORT CHARGES

1. LANDING CHARGES

1.1 Each airport listed in GEN 1.2 para 2.1.1 will have airport specificconditions of use (including access agreements) and landingcharge regimes. Aircraft operators wishing to use these airportsshould use the contact details listed hereunder to gain copies ofappropriate documents from each airport as necessary.

Adelaide AirportGeneral ManagerAdelaide Airport Limited1 James Schofield DriveADELAIDE SA 5950Ph: 61-8-8308 9228Fax: 61-8-8308 9311

Brisbane AirportTerminal Operations ManagerBrisbane Airport Corporation LtdHAMILTON CENTRAL QLD 4007Ph: 61-7-3406 3169Fax: 61-7-3860 8634

Cairns AirportApron CoordinatorCairns Airport Pty LtdPO Box 57 Airport Administration CentreCAIRNS AIRPORT QLD 4870Ph: 61-7-4080 6744Fax: 61-7-4035 9115

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Canberra AirportManaging DirectorCanberra International Airport2 Brindabella CircuitBrindabella Business ParkCANBERRA INTERNATIONAL AIRPORT ACT 2609Ph: 61-2-6275 2222Fax: 61-2-6275 2244

Darwin AirportAirport Duty ManagerPO Box 40996CASUARINA NT 0811Ph: 61-8-8920 1886Fax: 61-8-8920 1855

Melbourne AirportTerminal Operations ManagerAustralia Pacific Airports (Melbourne) Pty LtdLocked Bag 16GLADSTONE PARK VIC 3043Ph: 61-3-9297 1842Fax: 61-3-9297 1995E-mail [email protected]

Perth AirportDuty ManagerWestralia Airport Corporation Pty. Ltd.CLOVERDALE WA 6105Tel: 61-8-9478 8501Fax: 61-8-9477 1063

Sydney AirportAeronautical Debtors ControllerSydney Airports Corporation LtdPO Box 63MASCOT NSW 1460Ph: 61-2-8338 4938Fax: 61-2-9667 1592

1.2 Limited information on landing charges is also contained inERSA.

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2. PASSENGER MOVEMENT CHARGE

2.1 Passenger Movement Charge (PMC), AUD$47, is levied onpassengersdepartingAustralia for another country,whetherornotthe passenger intends to return to Australia. Australian CustomsService (Customs), on behalf of the Commonwealth, hasadministrative responsibility for the PMC which is collected byscheduled airlines at the time of ticket sale and remitted toCustoms on a regular basis. Airlines are required to enter into an“Arrangement” to collect and remit the charge. To establish anArrangement, contact Customs by email:[email protected], in writing at the addressbelow, or telephone +61 2 6275 6436. In the case of itinerantaircraft, Customsofficerswill collect the chargeand issuea receiptat time of departure clearance.

2.2 Payment should bemade in Australian currency by direct credit orcheque. Direct credit or electronic funds transfer is the preferredmode of payment. Payment (in AUD) should be made to theAustralian Customs Service Passenger Movement ChargeWestpac Bank BSB 033340 Account Number 143279. If payingby cheque it should be made payable (in AUD) to the “AustralianCustoms Service” and given to Customs officers at time ofdeparture or mailed to PMC Unit, Australian Customs Service,GPOBox 2809, Melbourne VIC 3001. Payment by cheque is duewithin 28 days of departure from Australia.

2.3 A PMC Remittance Report is required at the time of paymentlisting the flight number (or date and time of flight departure), thetotal number of passengers, the number of exemptions aboard,and the total amount (inAUD)ofPMC remitted.AnExcelt versionof the PMC Remittance Report is available by email:[email protected]

2.4 Exemptions from the PMC include:

a. a person under 12 years of age at the date of departure;b. traditional inhabitants of Torres Strait Islands or Papua and

New Guinea travelling in connection with the performance oftraditional activities in the Torres Strait and adjacent territory;

c. a member of a foreign defence force departing on a militaryaircraft or a military ship as part of their military employment,including spouse and/or child of that defence force member;

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d. crew of aircraft and vessels (operational and positioning);e. transit (air only) passengerswhodonot undergoCustomsand

Immigration processing;f. emergency passengers who land in Australia for reasons

beyond the person’s control; eg, illness, mechanical failure orother emergency;

g. passengers on single journeys who depart Australia morethan once are only liable to pay PMC once;

h. diplomatic and consular representatives of a country otherthan Australia, their families, staff and their families;

i. passengers departing Australia to an installation in the JointPetroleum Development Area for the purpose of prospectingfor petroleum or undertaking petroleum operations;

j. Protective Service Officers (as defined in the AustralianFederal Police Act 1979) on an aircraft for the purpose ofenhancing the security of the aircraft;

k. travel toNorfolk Islandunless thepassenger intends todepartfrom there for an overseas destination within three months ofarrival;

l. travel to an Indian Ocean Territory (Christmas and Cocos[Keeling] Islands) unless the passenger intends to depart fromthere for an overseas destination;

m. when travel between the Australian mainland and/or anIndian Ocean Territory and/or Norfolk Island can only bereasonably accomplished by first departing for anothercountry, provided the stay in the other country does not exceedseven (7) days.

2.5 Passengers who have paid the PMC at the time of ticket sale arerequired to have a record of payment on the ticket.

2.6 The collection and remittance of PMCwill be a condition on whichcharters will be approved.

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GEN 4.2 AIR NAVIGATION SERVICES CHARGES

1. AIRCRAFT CHARGES

1.1 Airservices Australia is responsible for the provision of airwaysfacilities and services in Australia. The provision of airwaysfacilities and services is managed on a commercial basis andAirservices levies flight-based charges to recover the costassociated with these facilities and services from aircraftoperators.

1.2 The Department of Infrastructure and Transport (DIT) isresponsible for the recovery of the cost of noise ameliorationprograms through themechanism of the Noise Levy Charge. TheBureau of Meteorology (BoM) is responsible for the provision ofaviation weather services and recovers the cost of these servicesfrom aircraft operators. To avoid duplication of administration andto assist customers in making payments, a single monthly invoiceand/or statement coveringAirservices’ charges,BoMchargesandthe Commonwealth Noise Levy is issued.

1.3 This document sets out the basis on which charges are imposed.It also includes other related information which aims to assistcustomers in understanding the charging arrangements. Airwayscharges are administered in accordance with the legislation. Thisadvice should be used by customers as a guide only. Details onunit rates of charge and other information are contained in thebooklet entitled “Charges for Facilities and Services StandardContractTerms”whichcanbeobtainedbycontacting theFinancialServices Centre, Airservices Australia.

2. CHARGING SYSTEM

2.1 Aviation charges:

a. apply to all flights by an aircraft, both domestic (within anAustralian flight information region) and international (to andfrom an Australian flight information region) except:(1) flights that are notified asmaintenance or test flights; and(2) operational missed approaches; and

b. include a discount at specified aerodromes for circuit training.

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2.2 The charges are calculated on each tonne of the maximumtake-off weight as set out in the flight manual of the aircraft, withany part of a tonne charged on a pro-rata basis.

2.3 The following types of charge may be applicable:

(1) terminal navigation charges,(2) rescue and firefighting charges,(3) en route charges.

3. TERMINAL NAVIGATION CHARGE

3.1 Terminal Navigation Charge covers aerodrome control, approachcontrol and terminal navigation aids. Charges applicable tospecific locations may be obtained by contacting the AirservicesFinancial Services Centre at the address shown at para 10.1.3 orby phoning the number at para 10.1.5.

4. RESCUE AND FIRE FIGHTING CHARGES

4.1 The charge for rescue and fire fighting facilities and services foraircraft with a maximum take-off weight of 2.5 tonnes or greatermay be obtained by contacting the Airservices Financial ServicesCentre at the address shown at para 10.1.3 or by phoning thenumber at para 10.1.5.

5. EN ROUTE CHARGES

5.1 If all or any part of a flight operates under the IFR, there will be anen route charge for the whole flight in an Australian flightinformation region. En route charges may be obtained bycontacting the Airservices Financial Services Centre at theaddress shown at para 10.1.3 or by phoning the number at para10.1.5.

6. DIT AND BoM CHARGES

6.1 Details on how the Meteorological Service Charge and the NoiseLevy Charge are applied may be obtained from the FinancialServices Centre, Airservices Australia.

7. INTEREST

7.1 Interest is payable on the amount of the charge owning from thedate it becomes overdue until the date it is paid. The interest is

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calculated daily and compounded monthly at the rate of 2% paabove the Commonwealth Bank Overdraft Index Rate (monthlycharging cycle) current on the first day of each month.

7.2 If overdue amounts are not paid, Airservices may:

a. give the operator 14 days notice of their intention to withholdservices (with a copy to theCivil AviationSafety Authority); and

b. withhold those services after that time, having regard to airnavigation safety.

8. LIABILITY FOR CHARGES

8.1 The liability for charges lies with the Certificate of Registration(COR) holder of the aircraft which incurs the charges, butmechanisms exist to transfer this liability to a third party where thisis more appropriate.

9. ASSIGNMENT OF LIABILITY

9.1 Thebuyer and seller of an aircraft should complete anAssignmentof Liability of charges payable in respect of the aircraft from thedate of delivery of the aircraft to the buyer.

9.2 The charges payable in respect of an aircraft on hire or lease formore than 30 days may be assigned to the hirer or lessee.

9.3 A form of Assignment of Liability is available from the FinancialServices Centre, Airservices Australia.

9.4 Notwithstanding, the Financial Services Centre having acceptedand Assignment of Liability, the holder of the COR for the aircraftcontinues to be liable for the charges payable in respect of theaircraft.

10. ADMINISTRATION OF AIRCRAFT CHARGES

10.1 Financial Services Centre

10.1.1 The Financial Services Centre administers the chargingarrangements for Airservices Australia’s airways, rescue and firefightingcharges,BoMmeteorological chargesandDITNoiseLevycharges. The Centre is responsible for:

a. the edit and correction of flight data,b. maintenance of debtors’ accounts and other records,

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c. issue of invoices and statements,d. handling of account enquiries,e. receipt of payments, andf. debt recovery action.

10.1.2 The Financial Services Centre is located in the AirservicesAustralia Head Office at 25 Constitution Avenue, Canberra, ACT2600.

10.1.3 All correspondence should be directed to:

The ManagerFinancial Services CentreAirservices AustraliaPO Box 231CIVIC SQUARE ACT 2608

10.1.4 Urgent enquiries can also be made to the Financial ServicesCentre facsimile number 02-6268 5693 (Dial 61-2 in lieu of 02 ifcalling from outside Australia).

10.1.5 Telephone enquiries should be directed to the Financial ServicesCentre free-call (Australia wide, except for mobile phones)number 1800 026 147, or, in the Canberra area, to 6268 5714.

10.2 Invoices

10.2.1 Invoices are issued for each aircraft and show charges for flightsundertaken in the preceding calendarmonth aswell as flights fromearlier months which, for any reason, have not already beeninvoiced.

10.2.2 To reduce administrative costs, an invoice for an aircraft willnormally be issued only when the total value of flights to beinvoiced exceeds $55, or at least quarterly.

10.2.3 If requested by an aircraft operator, this administrativearrangement can be modified for aircraft where monthly invoicingis required irrespective of the value of the invoices.

10.3 Statements

10.3.1 Statements are issued when an invoice has been generated orthere are outstanding charges. The statement will contain anamount brought forward (if there are outstanding charges and/orinterest from previous periods) and the total charges accrued in

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the current billing period. Any receipts and/or interest since theprevious statement will also be shown alongwith any adjustmentsand a reference to the nature of that adjustment.

10.4 Disputed Accounts

10.4.1 Where a particular item on an invoice is disputed by the debtor, anote should accompany the remittance identifying the disputeditemsand reason for dispute. The full amount of the invoice shouldbe paid while the dispute is being resolved as this will preventinterest accruing on the unpaid amounts in the event that thedispute is resolved in favour of Airservices/BoM/DIT. In the eventthat the dispute is resolved in favour of the debtor, a creditadjustment will be made which will appear on the next statementand a credit note or refund issued.

10.5 Remittances

10.5.1 A tear-off remittance advice is provided with each statement, andpayment should be forwarded to the Financial Services Centrewith this remittance advice. Payment can also be made by directdeposit to the Centre’s bank account, provided advice of eachpayment is given to the Financial Services Centre by facsimile.Operators who wish to make payments by this method shouldcontact the Financial Services Centre, Airservices Australia, fordetails.

10.6 Receipts

10.6.1 Advice of receipts will be contained in each month’s statement.

10.7 Credit Notes

10.7.1 Credit notes will be despatched to customers on the next workingday following a credit being processed and give invoice details,amounts and an explanation of the adjustment.

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