AIP Australia 24 MAY 2018 Cover Page 1

AERONAUTICAL
INFORMATION
PUBLICATION
AUSTRALIA
CONSULT NOTAM AND AIP SUPPLEMENT
FOR LATEST INFORMATION
This publication is copyright. Unless specified otherwise, you may use
this publication only for information purposes. Except as permitted by
the Copyright Act 1968, no part of this publication maybe reproduced,
stored in a retrieval system, transmitted, redistributed, republished or
commercially exploited in any way without the prior written permission of
Airservices Australia.

If you wish to use any part of this publication in any way not permitted by
this notice, contact Airservices Australia about a licence.

Copyright © Airservices Australia 2018

All rights reserved worldwide

WARNING:
ANY AIP BINDER MAY CONTAIN FERROUS MATERIAL AND CAN
CAUSE ERRONEOUS READINGS IF STOWED OR USED ADJACENT
TO A MAGNETIC COMPASS.

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Cover Page 2 24 MAY 2018 AIP Australia

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95
 AIS: AUSTRALIA (AIRAC)
AIP BOOK
AFTN:YSHOYOYX
DISTRIBUTION: AERONAUTICAL Amendment No
INFORMATION SERVICE
95
Tel:1300 306 630
(Local call Aust. wide AIRSERVICES AUSTRALIA
except from mobile)
GPO BOX 367
24 MAY 18
CANBERRA ACT 2601 201805231600 UTC
AIRAC
(Next 16 AUG 18)

AMENDMENT INSTRUCTIONS
1. Insert the attached replacement pages for AIP Book (95)
effective 24 MAY 18 in accordance with the CHECKLIST OF AIP
PAGES (GEN 0.4).
2. Record the amendment GEN 0.2.
Note1: Recipients are encouraged to carry out a full page check
after amending the Book to check the integrity of the
document.
Note2: A complete or amendment text can be ordered through the
CanPrint Communications online AIP Shop:
Internet: www.aipshop.canprint.com.au
Personal purchase: the locations of reseller outlets in each
state and territory can be obtained from the website
identified above.
Enquires Only:
Phone: 1300 306 630 (within Australia) or + 61 2 6293 8381
(international customers only)
Email: [email protected]
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AIP Australia 25 MAY 2017 GEN 0.1 - 1

PART 1 – GENERAL (GEN)

GEN 0.
GEN 0.1 PREFACE

1. NAME OF PUBLISHING AUTHORITY

Pursuant to Air Services Regulation 4.12, the Aeronautical
Information Publication (AIP) Australia is published by the
Aeronautical Information Service (AIS), Airservices Australia.
2. APPLICABLE ICAO DOCUMENTS
2.1 AIP Australia is prepared in accordance with the Standards and
Recommended Practices (SARPS) of the following ICAO
documents:
Facilitation – Annex 9
Aerodromes – Annex 14
Aeronautical Information Services – Annex 15
Aeronautical Information Services Manual
(Doc 8126-AN/872)
Aeronautical Charts – Annex 4
Aeronautical Chart Manual (Doc 8697-AN/889/2)
3. INTEGRATED AIP AUSTRALIA – DOCUMENTS INVOLVED
3.1 The elements of the Integrated Aeronautical Information
Package include:
a. Integrated AIP Australia and related amendment service;
b. AIP Supplements;
c. AIC;
d. NOTAM and pre-flight information bulletins (PIB); and
e. checklists and lists of valid NOTAM.
3.2 Integrated AIP Australia is provided through the medium of the
following documents and charts:
– AIP Book
– En Route Supplement Australia (ERSA)
– Departures and Approach Procedures (East and West) -
(DAP EAST & DAP WEST)
– AIP Supplement (SUP)
– NOTAM

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GEN 0.1 - 2 25 MAY 2017 AIP Australia

– 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)
3.3 The primary document in the Integrated AIP Australia is the AIP
Book which is supplemented by the other documents and charts.
4. LAY OUT
4.1 The AIP follows the requirements and layout recommended by
the International Civil Aviation Organization (ICAO) and, in
general, is structured to accord with ICAO Annex 15, Appendix 1
and Doc 8126-AN/872. However, to facilitate usage, the
information has been 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 the
AIP Book and is addressed in three major parts - General (GEN),
En Route (ENR), and Aerodromes (AD). Where operational or
planning information is liable to change at short notice or is
designed specifically for use in the air, such information is
contained in the documents which are supplementary to the AIP
Book. Where required, the AIP Book will refer the reader to the
appropriate AIP documentation.
4.3 Short Term and Operational Reference Information
4.3.1 Short Term Reference Information, or information used
principally for airborne operations, is contained in the documents
which are supplementary to the AIP Book.
4.4 The AIP documents and charts identified at para 3.2 are
designed to stand alone to enable users to purchase material
and the amendment service relevant to their operation. Users are
responsible for ensuring that their respective publications are
kept up to date.

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AIP Australia 24 MAY 2018 GEN 0.1 - 3
4.5 The rules of the air and ATC procedures are, to the extent
practicable, incorporated into the main text of the AIP Book in
plain language. Where the subject matter of AIP is related to
regulations 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 are
encouraged to conform with the applicable procedure. The verbs
“must” and “shall” are synonymous and mean that the applicable
procedure is mandatory and supported by regulations or orders.
The word “must” is preferred over “shall” and is used almost
exclusively 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 and
other Australian aviation publications are available from CanPrint
Communications, AIP Shop and authorised distributors - details
of which can be obtained from the CanPrint Communications,
AIP Shop, Canberra.
7. ORDERING PUBLICATIONS AND AMENDMENT SERVICES
7.1 Publications and amendment services can be obtained through
the following methods:
a. Phone: +61 2 6268 5500 (international orders only)
b. Online: www.aipshop.canprint.com.au
c. Personal the location of reseller outlets in each state
Purchase: and territory can be obtained from the website
identified above.
d. Email: [email protected]
D
7.2 Credit Card Facilities
7.2.1 Visa, Mastercard and AMEX facilities are accepted by CanPrint
Communications, AIP Shop for all purchases.
7.3 Subscriber Change of Address
7.3.1 All subscribers to Airservices Australia aeronautical
documentation must advise any change of address for postal
purposes to CanPrint Communications, AIP Shop, by any of the
means identified at para 7.1.

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GEN 0.1 - 4 24 MAY 2018 AIP Australia

Note: Mail returned “Address Unknown” suspends the address

record of the subscriber, and no further mail will be forwarded
until advice is received of an address change.
7.3.2 Under CASR 11.070, all licence/authorisation holders are also
required to advise CASA in writing of any change of address for
the issue of notices. Details can be provided by email, online
(found on CASA’s change of details website page) or to written
address:
a. Mail: CLARC, CASA
GPO Box 2005
Canberra ACT 2601
b. Email: [email protected]
c. Online: https://www.casa.gov.au/licences-and-certification/
standard-page/changing-your-details?WCMS%
3ASTANDARD%3A%3Apc=PC_91496
d. Phone: 131 757
+61 2 6217 1111(international)
e. Fax: 1300 737 187
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,
are normally issued quarterly and always align with an ICAO
AIRAC effective date.
8.2 Amendments to:
– Designated Airspace Handbook (DAH); and
– Maps and Charts (other than WAC);
are normally issued twice a year around May and November.
8.3 If there are no amendments required at the established regular
interval, then no amendment document is issued.
8.4 Significant changes are identified by a vertical black line
(revision bar), and deletions have a “D” added to the vertical
line. Amendments to a Table of Contents or the Index are not
identified by a revision bar. New or revised information
published in DAP charts will be advised above the chart margin.

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AIP Australia 24 MAY 2018 GEN 0.1 - 5
8.5 Amendments to DAH and ERSA are issued as a separate
complete booklet.
8.6 The originating authority of material to be issued as part of the
AIP must ensure that it is thoroughly checked and coordinated
with other services or organisations before it is submitted to
AIS. This ensures that all necessary information has been
included and is correct in detail before distribution.
9. RELEVANT DOCUMENTS AND CHARTS
9.1 To ensure compliance with CAR 233.(1)(h), a pilot in command
must have access during flight to appropriate documents and
charts selected from the following:
a. VFR: ERC, WAC, VNC, VTC and ERSA for the route
being flown.
b. IFR: ERC, IAL charts and ERSA for the route being
flown, and also for the departure, destination and
alternate airfields to be used. In addition, where visual
navigation is required, the pilot in command must
have access to appropriate WAC, VNC or VTC.
10. QUERIES ABOUT DOCUMENTATION
10.1 Queries on the technical content of publications, and/or
operational matters, should be referred to CASA (Flying
Operations Branch). The CASA Office telephone number is
131 757 (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/ccard
Email: [email protected]
D
Mail:
Business Reply Post
PERMIT No 1986 – CIVIC SQUARE
Airservices Australia
Aeronautical Information Service
GPO Box 367
CANBERRA ACT 2601
AUSTRALIA
AFTN: YSHOYOYX

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GEN 0.1 - 6 24 MAY 2018 AIP Australia

10.3 Problems
Non-delivery of documents or problems with amendment
services should be referred direct to CanPrint Communications,
AIP Shop:
Phone: 1300 306 630
(local call – Australia wide, except from mobile
phone)
+61 2 6293 8381 (international customers only)
Email: [email protected]

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AIP Australia 10 NOV 2016 GEN 0.2 - 1

GEN 0.2 RECORD OF AMENDMENTS

No Date of Date Inserted by No Date of Date Inserted by

AMDT Inserted (Init.) AMDT Inserted (Init.)

89 112
90 113
91 114
92 115
93 116
94 117
95 118
96 119
97 120
98 121
99 122
100 123
101 124
102 125
103 126
104 127
105 128
106 129
107 130
108 131
109 132
110 133
111 134

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AIP Australia 02 MAR 2017 GEN 0.3 - 1

GEN 0.3 RECORD OF AIP SUPPLEMENTS

1. Australian AIP Supplements are promulgated under an

Airservices Head Office (H) identifier, and given a number
which is sequential for the year of distribution. For example, the
fifth AIP Supplement (SUP) issued in the year 2003 is identified
as H5/03. SUPs which are required to be issued with the 28
days Aeronautical Information Regulation and Control (AIRAC)
notice are identified further by “AIRAC” being printed above the
identifying number.
2. A Record of Supplements is published as a “Summary” of all
current SUP/AIC for each monthly AIRAC date and published
on the Airservices website.
D

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AIP Australia 24 MAY 2018 GEN 0.4 - 1

GEN 0.4 CHECKLIST OF AIP PAGES

AMENDMENT LIST 95 - EFFECTIVE 24 MAY 2018

Pages annotated with the change bars are new pages for this edition.
Sect - Page Date Sect - Page Date
COVER PAGE GEN
Page 1 & 2 24 MAY 2018 1.2 - 21 & 22 24 MAY 2018
GEN 1.2 - 23 & 24 24 MAY 2018
0.1 - 1 & 2 25 MAY 2017 1.2 - 25 & 26 24 MAY 2018
0.1 - 3 & 4 24 MAY 2018 1.2 - 27 & 28 24 MAY 2018
0.1 - 5 & 6 24 MAY 2018 1.2 - 29 & 30 24 MAY 2018
0.2 - 1 & 2 10 NOV 2016 1.3 - 1 & 2 24 MAY 2018
0.3 - 1 & 2 02 MAR 2017 1.3 - 3 & 4 24 MAY 2018
0.4 - 1 & 2 24 MAY 2018 1.3 - 5 & 6 24 MAY 2018
0.4 - 3 & 4 24 MAY 2018 1.3 - 7 & 8 24 MAY 2018
0.4 - 5 & 6 24 MAY 2018 1.3 - 9 & 10 24 MAY 2018
0.5 - 1 & 2 10 NOV 2016 1.3 - 11 & 12 24 MAY 2018
0.6 - 1 & 2 24 MAY 2018 1.3 - 13 & 14 24 MAY 2018
0.6 - 3 & 4 24 MAY 2018 1.3 - 15 & 16 24 MAY 2018
0.6 - 5 & 6 24 MAY 2018 1.3 - 17 & 18 24 MAY 2018
0.6 - 7 & 8 24 MAY 2018 1.3 - 19 & 20 24 MAY 2018
0.6 - 9 & 10 24 MAY 2018 1.3 - 21 & 22 24 MAY 2018
0.6 - 11 & 12 24 MAY 2018 1.3 - 23 & 24 24 MAY 2018
0.6 - 13 & 14 24 MAY 2018 1.3 - 25 & 26 24 MAY 2018
0.6 - 15 & 16 24 MAY 2018 1.3 - 27 & 28 24 MAY 2018
0.6 - 17 & 18 24 MAY 2018 1.3 - 29 & 30 24 MAY 2018
1.1 - 1 & 2 24 MAY 2018 1.3 - 31 & 32 24 MAY 2018
1.1 - 3 & 4 24 MAY 2018 1.3 - 33 & 34 24 MAY 2018
1.1 - 5 & 6 24 MAY 2018 1.3 - 35 & 36 24 MAY 2018
1.2 - 1 & 2 24 MAY 2018 1.3 - 37 & 38 24 MAY 2018
1.2 - 3 & 4 24 MAY 2018 1.3 - 39 & 40 24 MAY 2018
1.2 - 5 & 6 24 MAY 2018 1.3 - 41 & 42 24 MAY 2018
1.2 - 7 & 8 24 MAY 2018 1.4 - 1 & 2 24 MAY 2018
1.2 - 9 & 10 24 MAY 2018 1.4 - 3 & 4 24 MAY 2018
1.2 - 11 & 12 24 MAY 2018 1.5 - 1 & 2 01 MAR 2018
1.2 - 13 & 14 24 MAY 2018 1.5 - 3 & 4 17 AUG 2017
1.2 - 15 & 16 24 MAY 2018 1.5 - 5 & 6 10 NOV 2016
1.2 - 17 & 18 24 MAY 2018 1.5 - 7 & 8 17 AUG 2017
1.2 - 19 & 20 24 MAY 2018 1.5 - 9 & 10 24 MAY 2018
1.5 - 11 & 12 25 MAY 2017
1.5 - 13 & 14 17 AUG 2017
1.5 - 15 & 16 17 AUG 2017

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Sect - Page Date Sect - Page Date
GEN GEN
1.5 - 17 & 18 17 AUG 2017 2.7 - 7 & 8 10 NOV 2016
1.6 - 1 & 2 09 NOV 2017 3.1 - 1 & 2 09 NOV 2017
1.6 - 3 & 4 09 NOV 2017 3.1 - 3 & 4 17 AUG 2017
1.6 - 5 & 6 09 NOV 2017 3.1 - 5 & 6 01 MAR 2018
1.6 - 7 & 8 24 MAY 2018 3.1 - 7 & 8 09 NOV 2017
1.6 - 9 & 10 24 MAY 2018 3.2 - 1 & 2 09 NOV 2017
1.7 - 1 & 2 25 MAY 2017 3.2 - 3 & 4 09 NOV 2017
2.1 - 1 & 2 10 NOV 2016 3.2 - 5 & 6 09 NOV 2017
2.1 - 3 & 4 10 NOV 2016 3.2 - 7 & 8 10 NOV 2016
2.2 - 1 & 2 09 NOV 2017 3.2 - 9 & 10 10 NOV 2016
2.2 - 3 & 4 09 NOV 2017 3.3 - 1 & 2 10 NOV 2016
2.2 - 5 & 6 09 NOV 2017 3.3 - 3 & 4 10 NOV 2016
2.2 - 7 & 8 09 NOV 2017 3.3 - 5 & 6 09 NOV 2017
2.2 - 9 & 10 09 NOV 2017 3.3 - 7 & 8 02 MAR 2017
2.2 - 11 & 12 09 NOV 2017 3.3 - 9 & 10 24 MAY 2018
2.2 - 13 & 14 25 MAY 2017 3.3 - 11 & 12 25 MAY 2017
2.2 - 15 & 16 24 MAY 2018 3.3 - 13 & 14 25 MAY 2017
2.2 - 17 & 18 09 NOV 2017 3.3 - 15 & 16 25 MAY 2017
2.2 - 19 & 20 09 NOV 2017 3.3 - 17 & 18 10 NOV 2016
2.2 - 21 & 22 09 NOV 2017 3.3 - 19 & 20 17 AUG 2017
2.2 - 23 & 24 01 MAR 2018 3.3 - 21 & 22 17 AUG 2017
2.2 - 25 & 26 09 NOV 2017 3.3 - 23 & 24 17 AUG 2017
2.2 - 27 & 28 25 MAY 2017 3.3 - 25 & 26 17 AUG 2017
2.2 - 29 & 30 25 MAY 2017 3.3 - 27 & 28 01 MAR 2018
2.2 - 31 & 32 09 NOV 2017 3.4 - 1 & 2 10 NOV 2016
2.2 - 33 & 34 01 MAR 2018 3.4 - 3 & 4 25 MAY 2017
2.2 - 35 & 36 01 MAR 2018 3.4 - 5 & 6 25 MAY 2017
2.2 - 37 & 38 09 NOV 2017 3.4 - 7 & 8 01 MAR 2018
2.2 - 39 & 40 01 MAR 2018 3.4 - 9 & 10 24 MAY 2018
2.2 - 41 & 42 09 NOV 2017 3.4 - 11 & 12 24 MAY 2018
2.2 - 43 & 44 09 NOV 2017 3.4 - 13 & 14 24 MAY 2018
2.2 - 45 & 46 09 NOV 2017 3.4 - 15 & 16 24 MAY 2018
2.2 - 47 & 48 09 NOV 2017 3.4 - 17 & 18 24 MAY 2018
2.2 - 49 & 50 09 NOV 2017 3.4 - 19 & 20 01 MAR 2018
2.3 - 1 & 2 10 NOV 2016 3.4 - 21 & 22 01 MAR 2018
2.4 - 1 & 2 10 NOV 2016 3.4 - 23 & 24 01 MAR 2018
2.5 - 1 & 2 10 NOV 2016 3.4 - 25 & 26 01 MAR 2018
2.6 - 1 & 2 10 NOV 2016 3.4 - 27 & 28 01 MAR 2018
2.7 - 1 & 2 09 NOV 2017 3.4 - 29 & 30 24 MAY 2018
2.7 - 3 & 4 09 NOV 2017 3.4 - 31 & 32 24 MAY 2018
2.7 - 5 & 6 09 NOV 2017 3.4 - 33 & 34 24 MAY 2018
3.4 - 35 & 36 24 MAY 2018

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Sect - Page Date Sect - Page Date
GEN GEN
3.4 - 37 & 38 24 MAY 2018 3.5 - 15 & 16 24 MAY 2018
3.4 - 39 & 40 24 MAY 2018 3.5 - 17 & 18 24 MAY 2018
3.4 - 41 & 42 24 MAY 2018 3.5 - 19 & 20 24 MAY 2018
3.4 - 43 & 44 24 MAY 2018 3.5 - 21 & 22 24 MAY 2018
3.4 - 45 & 46 24 MAY 2018 3.5 - 23 & 24 01 MAR 2018
3.4 - 47 & 48 24 MAY 2018 3.5 - 25 & 26 24 MAY 2018
3.4 - 49 & 50 24 MAY 2018 3.5 - 27 & 28 24 MAY 2018
3.4 - 51 & 52 24 MAY 2018 3.5 - 29 & 30 24 MAY 2018
3.4 - 53 & 54 24 MAY 2018 3.5 - 31 & 32 24 MAY 2018
3.4 - 55 & 56 24 MAY 2018 3.5 - 33 & 34 24 MAY 2018
3.4 - 57 & 58 24 MAY 2018 3.5 - 35 & 36 24 MAY 2018
3.4 - 59 & 60 24 MAY 2018 3.5 - 37 & 38 24 MAY 2018
3.4 - 61 & 62 24 MAY 2018 3.5 - 39 & 40 24 MAY 2018
3.4 - 63 & 64 24 MAY 2018 3.5 - 41 & 42 24 MAY 2018
3.4 - 65 & 66 24 MAY 2018 3.5 - 43 & 44 24 MAY 2018
3.4 - 67 & 68 24 MAY 2018 3.5 - 45 & 46 24 MAY 2018
3.4 - 69 & 70 24 MAY 2018 3.5 - 47 & 48 24 MAY 2018
3.4 - 71 & 72 24 MAY 2018 3.5 - 49 & 50 25 MAY 2017
3.4 - 73 & 74 24 MAY 2018 3.5 - 51 & 52 01 MAR 2018
3.4 - 75 & 76 24 MAY 2018 3.5 - 53 & 54 01 MAR 2018
3.4 - 77 & 78 24 MAY 2018 3.5 - 55 & 56 01 MAR 2018
3.4 - 79 & 80 24 MAY 2018 3.5 - 57 & 58 01 MAR 2018
3.4 - 81 & 82 24 MAY 2018 3.5 - 59 & 60 09 NOV 2017
3.4 - 83 & 84 24 MAY 2018 3.5 - 61 & 62 01 MAR 2018
3.4 - 85 & 86 24 MAY 2018 3.5 - 63 & 64 09 NOV 2017
3.4 - 87 & 88 24 MAY 2018 3.5 - 65 & 66 09 NOV 2017
3.4 - 89 & 90 24 MAY 2018 3.5 - 67 & 68 09 NOV 2017
3.4 - 91 & 92 24 MAY 2018 3.6 - 1 & 2 01 MAR 2018
3.4 - 93 & 94 24 MAY 2018 3.6 - 3 & 4 01 MAR 2018
3.4 - 95 & 96 24 MAY 2018 3.6 - 5 & 6 01 MAR 2018
3.4 - 97 & 98 24 MAY 2018 3.6 - 7 & 8 01 MAR 2018
3.4 - 99 & 100 24 MAY 2018 3.6 - 9 & 10 01 MAR 2018
3.4 - 101 & 102 24 MAY 2018 4.1 - 1 & 2 24 MAY 2018
3.4 - 103 & 104 24 MAY 2018 4.1 - 3 & 4 24 MAY 2018
3.4 - 105 & 106 24 MAY 2018 4.1 - 5 & 6 17 AUG 2017
3.5 - 1 & 2 09 NOV 2017 4.2 - 1 & 2 02 MAR 2017
3.5 - 3 & 4 09 NOV 2017 4.2 - 3 & 4 25 MAY 2017
3.5 - 5 & 6 09 NOV 2017 4.2 - 5 & 6 02 MAR 2017
3.5 - 7 & 8 24 MAY 2018 ENR
3.5 - 9 & 10 09 NOV 2017 0.6 - 1 & 2 24 MAY 2018
3.5 - 11 & 12 09 NOV 2017 0.6 - 3 & 4 24 MAY 2018
3.5 - 13 & 14 24 MAY 2018 0.6 - 5 & 6 24 MAY 2018

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Sect - Page Date Sect - Page Date
ENR ENR
0.6 - 7 & 8 24 MAY 2018 1.1 - 79 & 80 24 MAY 2018
0.6 - 9 & 10 24 MAY 2018 1.1 - 81 & 82 24 MAY 2018
1.1 - 1 & 2 24 MAY 2018 1.1 - 83 & 84 24 MAY 2018
1.1 - 3 & 4 01 MAR 2018 1.1 - 85 & 86 24 MAY 2018
1.1 - 5 & 6 01 MAR 2018 1.1 - 87 & 88 24 MAY 2018
1.1 - 7 & 8 09 NOV 2017 1.1 - 89 & 90 24 MAY 2018
1.1 - 9 & 10 01 MAR 2018 1.1 - 91 & 92 24 MAY 2018
1.1 - 11 & 12 24 MAY 2018 1.1 - 93 & 94 24 MAY 2018
1.1 - 13 & 14 01 MAR 2018 1.1 - 95 & 96 24 MAY 2018
1.1 - 15 & 16 01 MAR 2018 1.1 - 97 & 98 24 MAY 2018
1.1 - 17 & 18 01 MAR 2018 1.1 - 99 & 100 24 MAY 2018
1.1 - 19 & 20 01 MAR 2018 1.1 - 101 & 102 24 MAY 2018
1.1 - 21 & 22 01 MAR 2018 1.1 - 103 & 104 24 MAY 2018
1.1 - 23 & 24 24 MAY 2018 1.1 - 105 & 106 24 MAY 2018
1.1 - 25 & 26 24 MAY 2018 1.1 - 107 & 108 24 MAY 2018
1.1 - 27 & 28 24 MAY 2018 1.1 - 109 & 110 24 MAY 2018
1.1 - 29 & 30 24 MAY 2018 1.1 - 111 & 112 24 MAY 2018
1.1 - 31 & 32 24 MAY 2018 1.1 - 113 & 114 24 MAY 2018
1.1 - 33 & 34 24 MAY 2018 1.1 - 115 & 116 24 MAY 2018
1.1 - 35 & 36 24 MAY 2018 1.1 - 117 & 118 24 MAY 2018
1.1 - 37 & 38 24 MAY 2018 1.1 - 119 & 120 24 MAY 2018
1.1 - 39 & 40 24 MAY 2018 1.2 - 1 & 2 09 NOV 2017
1.1 - 41 & 42 24 MAY 2018 1.2 - 3 & 4 10 NOV 2016
1.1 - 43 & 44 24 MAY 2018 1.2 - 5 & 6 10 NOV 2016
1.1 - 45 & 46 24 MAY 2018 1.2 - 7 & 8 10 NOV 2016
1.1 - 47 & 48 24 MAY 2018 1.2 - 9 & 10 10 NOV 2016
1.1 - 49 & 50 24 MAY 2018 1.3 - 1 & 2 09 NOV 2017
1.1 - 51 & 52 24 MAY 2018 1.4 - 1 & 2 10 NOV 2016
1.1 - 53 & 54 24 MAY 2018 1.4 - 3 & 4 25 MAY 2017
1.1 - 55 & 56 24 MAY 2018 1.4 - 5 & 6 24 MAY 2018
1.1 - 57 & 58 24 MAY 2018 1.4 - 7 & 8 09 NOV 2017
1.1 - 59 & 60 24 MAY 2018 1.4 - 9 & 10 09 NOV 2017
1.1 - 61 & 62 24 MAY 2018 1.4 - 11 & 12 10 NOV 2016
1.1 - 63 & 64 24 MAY 2018 1.4 - 13 & 14 10 NOV 2016
1.1 - 65 & 66 24 MAY 2018 1.4 - 15 & 16 24 MAY 2018
1.1 - 67 & 68 24 MAY 2018 1.4 - 17 & 18 24 MAY 2018
1.1 - 69 & 70 24 MAY 2018 1.4 - 19 & 20 25 MAY 2017
1.1 - 71 & 72 24 MAY 2018 1.5 - 1 & 2 10 NOV 2016
1.1 - 73 & 74 24 MAY 2018 1.5 - 3 & 4 25 MAY 2017
1.1 - 75 & 76 24 MAY 2018 1.5 - 5 & 6 24 MAY 2018
1.1 - 77 & 78 24 MAY 2018 1.5 - 7 & 8 24 MAY 2018
1.5 - 9 & 10 01 MAR 2018

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AIP Australia 24 MAY 2018 GEN 0.4 - 5
Sect - Page Date Sect - Page Date
ENR ENR
1.5 - 11 & 12 24 MAY 2018 1.10 - 17 & 18 09 NOV 2017
1.5 - 13 & 14 24 MAY 2018 1.10 - 19 & 20 09 NOV 2017
1.5 - 15 & 16 25 MAY 2017 1.10 - 21 & 22 09 NOV 2017
1.5 - 17 & 18 25 MAY 2017 1.10 - 23 & 24 09 NOV 2017
1.5 - 19 & 20 10 NOV 2016 1.10 - 25 & 26 09 NOV 2017
1.5 - 21 & 22 10 NOV 2016 1.10 - 27 & 28 24 MAY 2018
1.5 - 23 & 24 10 NOV 2016 1.10 - 29 & 30 09 NOV 2017
1.5 - 25 & 26 09 NOV 2017 1.10 - 31 & 32 09 NOV 2017
1.5 - 27 & 28 09 NOV 2017 1.10 - 33 & 34 09 NOV 2017
1.5 - 29 & 30 09 NOV 2017 1.10 - 35 & 36 01 MAR 2018
1.5 - 31 & 32 24 MAY 2018 1.11 - 1 & 2 25 MAY 2017
1.5 - 33 & 34 24 MAY 2018 1.12 - 1 & 2 09 NOV 2017
1.5 - 35 & 36 24 MAY 2018 1.12 - 3 & 4 09 NOV 2017
1.5 - 37 & 38 24 MAY 2018 1.12 - 5 & 6 09 NOV 2017
1.5 - 39 & 40 24 MAY 2018 1.12 - 7 & 8 09 NOV 2017
1.5 - 41 & 42 24 MAY 2018 1.12 - 9 & 10 09 NOV 2017
1.5 - 43 & 44 24 MAY 2018 1.13 - 1 & 2 10 NOV 2016
1.5 - 45 & 46 24 MAY 2018 1.14 - 1 & 2 10 NOV 2016
1.5 - 47 & 48 24 MAY 2018 1.14 - 3 & 4 25 MAY 2017
1.5 - 49 & 50 24 MAY 2018 1.14 - 5 & 6 25 MAY 2017
1.6 - 1 & 2 10 NOV 2016 1.14 - 7 & 8 25 MAY 2017
1.6 - 3 & 4 10 NOV 2016 1.14 - 9 & 10 25 MAY 2017
1.6 - 5 & 6 09 NOV 2017 1.14 - 11 & 12 25 MAY 2017
1.6 - 7 & 8 09 NOV 2017 2.1 - 1 & 2 10 NOV 2016
1.6 - 9 & 10 09 NOV 2017 2.2 - 1 & 2 10 NOV 2016
1.7 - 1 & 2 09 NOV 2017 2.2 - 3 & 4 09 NOV 2017
1.7 - 3 & 4 09 NOV 2017 2.2 - 5 & 6 24 MAY 2018
1.7 - 5 & 6 10 NOV 2016 2.2 - 7 & 8 25 MAY 2017
1.7 - 7 & 8 10 NOV 2016 3.1 - 1 & 2 09 NOV 2017
1.7 - 9 & 10 10 NOV 2016 3.2 - 1 & 2 10 NOV 2016
1.8 - 1 & 2 10 NOV 2016 3.3 - 1 & 2 24 MAY 2018
1.9 - 1 & 2 24 MAY 2018 3.4 - 1 & 2 10 NOV 2016
1.9 - 3 & 4 24 MAY 2018 3.5 - 1 & 2 10 NOV 2016
1.9 - 5 & 6 24 MAY 2018 3.6 - 1 & 2 10 NOV 2016
1.10 - 1 & 2 01 MAR 2018 4.1 - 1 & 2 10 NOV 2016
1.10 - 3 & 4 09 NOV 2017 4.2 - 1 & 2 10 NOV 2016
1.10 - 5 & 6 09 NOV 2017 4.3 - 1 & 2 10 NOV 2016
1.10 - 7 & 8 09 NOV 2017 4.4 - 1 & 2 10 NOV 2016
1.10 - 9 & 10 09 NOV 2017 5.1 - 1 & 2 10 NOV 2016
1.10 - 11 & 12 09 NOV 2017 5.2 - 1 & 2 10 NOV 2016
1.10 - 13 & 14 10 NOV 2016 5.3 - 1 & 2 10 NOV 2016
1.10 - 15 & 16 25 MAY 2017 5.4 - 1 & 2 01 MAR 2018

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Sect - Page Date Sect - Page Date
ENR AD
5.5 - 1 & 2 01 MAR 2018 2.1 - 1 & 2 10 NOV 2016
5.5 - 3 & 4 01 MAR 2018 3.1 - 1 & 2 10 NOV 2016
5.5 - 5 & 6 25 MAY 2017
5.5 - 7 & 8 17 AUG 2017
5.5 - 9 & 10 25 MAY 2017
5.6 - 1 & 2 10 NOV 2016
6.1 - 1 & 2 10 NOV 2016
AD
0.6 - 1 & 2 25 MAY 2017
1.1 - 1 & 2 01 MAR 2018
1.1 - 3 & 4 10 NOV 2016
1.1 - 5 & 6 10 NOV 2016
1.1 - 7 & 8 10 NOV 2016
1.1 - 9 & 10 10 NOV 2016
1.1 - 11 & 12 10 NOV 2016
1.1 - 13 & 14 10 NOV 2016
1.1 - 15 & 16 10 NOV 2016
1.1 - 17 & 18 10 NOV 2016
1.1 - 19 & 20 10 NOV 2016
1.1 - 21 & 22 10 NOV 2016
1.1 - 23 & 24 01 MAR 2018
1.1 - 25 & 26 10 NOV 2016
1.1 - 27 & 28 01 MAR 2018
1.1 - 29 & 30 10 NOV 2016
1.1 - 31 & 32 10 NOV 2016
1.1 - 33 & 34 10 NOV 2016
1.1 - 35 & 36 10 NOV 2016
1.1 - 37 & 38 10 NOV 2016
1.1 - 39 & 40 10 NOV 2016
1.1 - 41 & 42 10 NOV 2016
1.1 - 43 & 44 10 NOV 2016
1.1 - 45 & 46 10 NOV 2016
1.1 - 47 & 48 10 NOV 2016
1.1 - 49 & 50 24 MAY 2018
1.1 - 51 & 52 10 NOV 2016
1.1 - 53 & 54 10 NOV 2016
1.1 - 55 & 56 17 AUG 2017
1.1 - 57 & 58 10 NOV 2016
1.1 - 59 & 60 10 NOV 2016
1.2 - 1 & 2 25 MAY 2017
1.3 - 1 & 2 10 NOV 2016
1.4 - 1 & 2 10 NOV 2016

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AIP Australia 10 NOV 2016 GEN 0.5 - 1

GEN 0.5 LIST OF HAND AMENDMENTS

1. As a matter of principle, this document does not normally

require handwritten amendment. Nevertheless, to alleviate
printing costs, minor editorial changes are notified on this page,
but will not be actioned as formal amendments until they can be
accommodated with a significant change to the relevant
section(s). Inclusion of manuscript amendments is,
therefore, at the AIP holder’s discretion.
2. Current minor amendments are: NIL

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GEN 0.5 - 2 10 NOV 2016 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 24 MAY 2018 GEN 0.6 - 1
GEN 0.6 TABLE OF CONTENTS
PART 1 – GENERAL (GEN) ................................................... GEN 0.1 - 1
GEN 0. .................................................................................... 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. INTEGRATED AIP AUSTRALIA – DOCUMENTS
INVOLVED...................................................................... GEN 0.1 - 1
4. LAY OUT ....................................................................... GEN 0.1 - 2
4.2 Long Term Reference Information........................... GEN 0.1 - 2
4.3 Short Term and Operational Reference
Information................................................................. 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 - 3
8. AMENDMENTS ............................................................. GEN 0.1 - 4
9. RELEVANT DOCUMENTS AND CHARTS ................... GEN 0.1 - 5
10. QUERIES ABOUT DOCUMENTATION....................... GEN 0.1 - 5
10.3 Problems................................................................ 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 1. NATIONAL REGULATIONS AND
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 - 1
GEN 1.2 ENTRY, TRANSIT AND DEPARTURE OF
AIRCRAFT .............................................................................. GEN 1.2 - 1
1. ENTRY, TRANSIT AND DEPARTURE 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 to
the Chicago Convention ............................................ GEN 1.2 - 2

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GEN 0.6 - 2 24 MAY 2018 AIP Australia
1.3 Summary of Documents to be presented
by Pilot in Command or Authorised Agent ................. GEN 1.2 - 4
1.4 Non-Scheduled International Commercial
Services by Foreign Aircraft of Contracting
States to the Chicago Convention ............................. GEN 1.2 - 7
1.5 Non-Scheduled International Commercial
Services by Australian Aircraft ................................. GEN 1.2 - 10
1.6 Non-Scheduled International Commercial
Services by Australian Non-Contracting States and
Contracting States which do not Require Prior
Approval - Department of Infrastructure only ........... GEN 1.2 - 10
1.7 International Flights by Foreign Aircraft not
Possessing Nationality of Contracting State to
the Chicago Convention........................................... GEN 1.2 - 13
1.8 Flights by Foreign State Aircraft............................. GEN 1.2 - 13
1.9 International Private Flights ................................... GEN 1.2 - 15
1.10 Provision for Entry of Foreign Aircraft
Engaged in Search and Rescue (SAR) ................... GEN 1.2 - 18
1.11 Aviation Security .................................................. GEN 1.2 - 18
1.12 Foreign Clearances - Australian Aircraft .............. GEN 1.2 - 21
1.13 Aircraft on International Flights to Comply
with Laws ................................................................. GEN 1.2 - 21
1.14 Section 22 of the Civil Aviation Act
1988 ......................................................................... GEN 1.2 - 21
1.15 Aircraft Noise Operating Restrictions................... GEN 1.2 - 22
1.16 Australian Operational Documents Available
to Pilots Licensed by Another State Proposing
to Visit Australia ....................................................... GEN 1.2 - 23
2. DESIGNATED INTERNATIONAL AIRPORTS -
AUSTRALIA .................................................................. GEN 1.2 - 23
2.1 Major International Airports.................................... GEN 1.2 - 23
2.2 Restricted Use International Airports ..................... GEN 1.2 - 24
2.3 Alternate Airports to International Airports ............. GEN 1.2 - 26
2.4 International Non-Scheduled Flight Airports .......... GEN 1.2 - 28
2.5 External Territory International Airport ................... GEN 1.2 - 28

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AIP Australia 24 MAY 2018 GEN 0.6 - 3
GEN 1.3 ENTRY, TRANSIT AND DEPARTURE OF
PASSENGERS AND CREW................................................... GEN 1.3 - 1
1. INTRODUCTION ........................................................... GEN 1.3 - 1
1.3 Department of Agriculture and Water
Resources Biosecurity Requirements........................ GEN 1.3 - 1
2. IMMIGRATION/EMIGRATION
REQUIREMENTS........................................................... GEN 1.3 - 8
2.1 General .................................................................... GEN 1.3 - 8
2.2 Advance Passenger Processing (APP)
reporting of passengers and crew ............................. GEN 1.3 - 9
2.3 Advance Passenger Reporting for Passengers
and Crew Under the Customs Act 1901. ................... GEN 1.3 - 9
2.4 Inwards Clearance – Passports or Other
Travel Document ....................................................... GEN 1.3 - 9
2.5 Visa Requirements ................................................ GEN 1.3 - 11
2.6 Returning Non-citizen Permanent Residents of
Australia................................................................... GEN 1.3 - 16
2.7 Incoming Passenger Cards ................................... GEN 1.3 - 16
2.8 Examination of Crew and Passengers................... GEN 1.3 - 16
2.9 Outwards Clearance – Documentation.................. GEN 1.3 - 17
3. CUSTOMS AND BORDER PROTECTION
REQUIREMENTS......................................................... GEN 1.3 - 17
3.1 Inward Clearance – Documentation ...................... GEN 1.3 - 17
3.2 Examination of Crew and Passengers................... GEN 1.3 - 19
3.3 Outward Clearance – Documentation.................... GEN 1.3 - 20
3.4 Currency ................................................................ GEN 1.3 - 21
3.5 Passenger Examination......................................... GEN 1.3 - 21
3.6 Passenger Movement Charge (PMC).................... GEN 1.3 - 21
3.7 Department of Home Affairs Publications.............. GEN 1.3 - 21
4. TRANSIT PASSENGERS – CLEARANCE
REQUIREMENTS AND PROCEDURES WITHIN
AUSTRALIA.................................................................. GEN 1.3 - 21
4.1 Immigration Requirements..................................... GEN 1.3 - 21
4.2 Department of Home Affairs Requirements
– Transit Passengers Proceeding on the Same
Aircraft ..................................................................... GEN 1.3 - 22

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GEN 0.6 - 4 24 MAY 2018 AIP Australia
4.3 Department of Home Affairs Requirements
– Transit Passengers Proceeding on Another
Aircraft...................................................................... GEN 1.3 - 22
4.4 Department of Home Affairs Requirements
– Personal Hand Baggage....................................... GEN 1.3 - 23
4.5 Department of Home Affairs Requirements -
Cancelled or Aborted Flights
Departing Australia .................................................. GEN 1.3 - 23
4.6 Department of Home Affairs Requirements -
Coordinating Traveller/Crew Processing ................. GEN 1.3 - 23
4.7 Department of Home Affairs Requirements -
Passenger and Crew Manifests ............................... GEN 1.3 - 23
5. LANDINGS AT DESIGNATED ALTERNATE
AIRPORTS OR ELSEWHERE THAN AT
DESIGNATED INTERNATIONAL AIRPORTS WITHIN
AUSTRALIA .................................................................. GEN 1.3 - 24
5.1 General .................................................................. GEN 1.3 - 24
6. LANDINGS MADE AT DESIGNATED
ALTERNATE AIRPORTS TO INTERNATIONAL
AIRPORTS.................................................................... GEN 1.3 - 24
6.1 Designated Alternate Airports to International
Airports..................................................................... GEN 1.3 - 24
6.2 Alice Springs Airport .............................................. GEN 1.3 - 25
6.3 Avalon Airport ........................................................ GEN 1.3 - 25
6.4 Canberra Airport .................................................... GEN 1.3 - 26
6.5 Coffs Harbour Airport ............................................. GEN 1.3 - 26
6.6 Gold Coast Airport ................................................. GEN 1.3 - 27
6.7 Kalgoorlie Airport ................................................... GEN 1.3 - 27
6.8 Launceston Airport................................................. GEN 1.3 - 28
6.9 Learmonth Airport .................................................. GEN 1.3 - 29
6.10 Port Hedland Airport ............................................ GEN 1.3 - 30
6.11 Rockhampton Airport ........................................... GEN 1.3 - 30
6.12 Tindal Airport........................................................ GEN 1.3 - 31
6.13 Townsville Airport................................................. GEN 1.3 - 32
7. LANDING MADE OTHER THAN AT
DESIGNATED ALTERNATE AIRPORT ....................... GEN 1.3 - 32

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AIP Australia 24 MAY 2018 GEN 0.6 - 5
8. CHARTER FLIGHTS – GUIDELINES FOR
CLEARANCE................................................................ GEN 1.3 - 34
8.1 General .................................................................. GEN 1.3 - 34
8.2 Arrival/Departure at International Airports ............. GEN 1.3 - 34
8.3 Arrival/Departure at Non–International Airports,
and Restricted Use International Airports ................ GEN 1.3 - 34
8.4 Processing of the Application ................................ GEN 1.3 - 36
9. DESIGNATED INTERNATIONAL AIRPORTS –
AUSTRALIAN EXTERNAL TERRITORIES – ENTRY
AND DEPARTURE REQUIREMENTS AND
PROCEDURES ............................................................ GEN 1.3 - 36
9.3 Territory of Christmas Island.................................. GEN 1.3 - 37
9.4 Immigration Requirements –
Christmas Island ...................................................... GEN 1.3 - 38
9.5 Customs Requirements – Christmas Island .......... GEN 1.3 - 38
9.6 Passenger Movement Charge –
Christmas Island ...................................................... GEN 1.3 - 38
9.7 Territory of Cocos (Keeling) Island ........................ GEN 1.3 - 38
9.8 Immigration Requirements –
Cocos (Keeling) Island............................................. GEN 1.3 - 39
9.9 Customs Requirements –
Cocos (Keeling) Island............................................. GEN 1.3 - 39
9.10 Passenger Movement Charge –
Cocos (Keeling) Island............................................. GEN 1.3 - 39
9.11 Territory of Norfolk Island .................................... GEN 1.3 - 40
9.12 Summary of Documents to be Presented
by Pilot or Authorised Agent .................................... GEN 1.3 - 40
9.13 Immigration Requirements -
Norfolk Island........................................................... GEN 1.3 - 40
9.14 Customs Requirements - Norfolk Island .............. GEN 1.3 - 41
9.15 Passenger Movement Charge -
Norfolk Island........................................................... GEN 1.3 - 41
GEN 1.4 ENTRY, TRANSIT AND DEPARTURE OF
CARGO................................................................................... GEN 1.4 - 1
1. CUSTOMS REQUIREMENTS ....................................... GEN 1.4 - 1
1.8 Departure Report. .................................................... GEN 1.4 - 2
1.9 Outwards Manifest................................................... GEN 1.4 - 2

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2. DEPARTMENT OF AGRICULTURE AND WATER
RESOURCES BIOSECURITY
REQUIREMENTS ........................................................... GEN 1.4 - 3
3. DEPARTMENT OF HOME AFFAIRS, OFFICE
OF TRANSPORT - INTERNATIONAL AIR CARGO
SECURITY REQUIREMENTS........................................ GEN 1.4 - 4
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
2.3 Rated Coverages ..................................................... GEN 1.5 - 9
3. EMERGENCY LOCATOR
TRANSMITTER (ELT) .................................................. GEN 1.5 - 10
4. AIRBORNE WEATHER RADAR.................................. GEN 1.5 - 11
4.2 Serviceability of Airborne Weather Radar.............. GEN 1.5 - 11
5. GROUND PROXIMITY WARNING SYSTEM
(GPWS)......................................................................... GEN 1.5 - 11
6. ATS SURVEILLANCE.................................................. GEN 1.5 - 12
6.1 Aircraft Requirements ............................................ GEN 1.5 - 12
6.2 SSR Transponder Exemptions .............................. GEN 1.5 - 14
7. AIRBORNE COLLISION AVOIDANCE SYSTEM
(ACAS) / TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM (TCAS) .................................... GEN 1.5 - 15
7.1 Overview ................................................................ GEN 1.5 - 15
7.2 Use of ACAS/TCAS Indicators............................... GEN 1.5 - 15
7.3 Responsibility for Separation ................................. GEN 1.5 - 16
7.7 High Vertical Rate (HVR) Encounters.................... GEN 1.5 - 17
8. AREA NAVIGATION SYSTEMS APPROVAL AND
OPERATIONS .............................................................. GEN 1.5 - 17
8.3 Notification of failure or operations outside
of tolerance .............................................................. GEN 1.5 - 17
9. RVSM APPROVAL AND OPERATIONS ..................... GEN 1.5 - 18
10. AOC TO BE CARRIED ON-BOARD .......................... GEN 1.5 - 18
GEN 1.6 SUMMARY OF NATIONAL REGULATIONS
AND INTERNATIONAL
AGREEMENT/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 - 5

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AIP Australia 24 MAY 2018 GEN 0.6 - 7
4. SECURITY OF GENERAL AVIATION
OPERATIONS ................................................................ GEN 1.6 - 5
4.1 Introduction .............................................................. GEN 1.6 - 5
4.2 Activities Which May Arouse Suspicion................... GEN 1.6 - 5
4.3 Actions and Contacts............................................... GEN 1.6 - 6
5. AUSTRALIAN SANCTIONS .......................................... GEN 1.6 - 7
5.1 Introduction .............................................................. GEN 1.6 - 7
5.2 Sanctions Regimes under Australian sanction
laws............................................................................ GEN 1.6 - 7
5.3 Further information .................................................. GEN 1.6 - 8
6. AUSTRALIAN AIR CARGO PROHIBITIONS ................ GEN 1.6 - 8
6.1 Introduction .............................................................. GEN 1.6 - 8
6.2 Air Cargo Prohibitions under Australian Law ........... GEN 1.6 - 8
6.3 Further Information .................................................. GEN 1.6 - 9
GEN 1.7 DIFFERENCES FROM ICAO STANDARDS,
RECOMMENDED PRACTICES
AND PROCEDURES .............................................................. GEN 1.7 - 1
GEN 2. TABLES AND CODES ............................................... GEN 2.1 - 1
GEN 2.1 MEASURING SYSTEM, AIRCRAFT MARKINGS,
HOLIDAYS.............................................................................. GEN 2.1 - 1
1. UNITS OF MEASUREMENT ......................................... GEN 2.1 - 1
2. TIME SYSTEM .............................................................. GEN 2.1 - 1
2.1 Coordinated Universal Time (UTC) ......................... GEN 2.1 - 1
2.2 Date and time .......................................................... GEN 2.1 - 2
3. GEODETIC REFERENCE DATUM ............................... GEN 2.1 - 2
4. PUBLIC HOLIDAYS....................................................... GEN 2.1 - 2
4.1 National.................................................................... 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 - 30
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 FIRST LIGHT AND LAST LIGHT
COMPUTATIONS ................................................................... GEN 2.7 - 1
4. LOCAL TIME ............................................................. GEN 2.7 - 2

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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
2.2 Area of Responsibility. ............................................. GEN 3.1 - 2
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 - 5
4. AIRAC SYSTEM ............................................................ GEN 3.1 - 5
5. PREFLIGHT INFORMATION SERVICE ........................ GEN 3.1 - 7
6. OBSTACLE AND TERRAIN DATASETS....................... GEN 3.1 - 7
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, SPECIFICATIONS AND
CHART DEPICTIONS..................................................... GEN 3.2 - 3
2.1 Air Routes ................................................................ GEN 3.2 - 3
2.2 Lowest Safe Altitude ................................................ GEN 3.2 - 4
2.3 Track Bearing Specifications ................................... GEN 3.2 - 5
2.4 Reporting Points ...................................................... GEN 3.2 - 5
2.5 Intersection Waypoint .............................................. GEN 3.2 - 6
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
4.6 Broadcast Areas .................................................... 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

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AIP Australia 24 MAY 2018 GEN 0.6 - 9
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 Aerodrome Flight Information
Service (AFIS) ......................................................... GEN 3.3 - 10
2.9 AERIS .................................................................... GEN 3.3 - 12
2.10 Aerodrome Weather Information Service
(AWIS) and Weather and Terminal Information
Reciter (WATIR) ...................................................... GEN 3.3 - 12
2.11 VOLMET .............................................................. GEN 3.3 - 12
2.12 On-Request Service - ATC and
FLIGHTWATCH....................................................... GEN 3.3 - 12
2.13 Weather Radar .................................................... GEN 3.3 - 13
2.14 Traffic Information................................................ GEN 3.3 - 13
2.15 Traffic Information in Controlled Airspace............ GEN 3.3 - 14
2.16 Traffic Information in Class G Airspace ............... GEN 3.3 - 14
2.17 Surveillance Information Service (SIS) to
VFR Flights in Class E and Class G
Airspace................................................................... GEN 3.3 - 16
3. ALERTING SERVICE .................................................. GEN 3.3 - 18
4. CALCULATION OF LOWEST
SAFE ALTITUDE .......................................................... GEN 3.3 - 18
4.6 For Routes Defined by Radio Navigation
Aids or to be Navigated by DR ................................ GEN 3.3 - 19
4.7 For Routes Operated Under the RNP 2
Navigation Specification .......................................... GEN 3.3 - 20
4.8 For Other Area Navigation Operations .................. GEN 3.3 - 20
4.9 For Aircraft Flown at Night Under the
VFR.......................................................................... GEN 3.3 - 20
4.11 Night Vision Goggles and Obstacle
Lighting .................................................................... GEN 3.3 - 21
5. SAFETY ALERTS AND AVOIDING ACTION .............. GEN 3.3 - 21

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GEN 0.6 - 10 24 MAY 2018 AIP Australia
6. CONTINGENCY PROCEDURES - AIR TRAFFIC
SERVICES TEMPORARILY NOT AVAILABLE ............ GEN 3.3 - 22
6.1 Introduction ............................................................ GEN 3.3 - 22
6.2 Airspace Classification........................................... GEN 3.3 - 22
6.3 En route Service Not Available .............................. GEN 3.3 - 22
6.4 Approach Control Service Not Available................ GEN 3.3 - 22
6.5 Aerodrome Control Service Not Available ............. GEN 3.3 - 23
6.6 Airspace Management ........................................... GEN 3.3 - 23
6.7 Mandatory Broadcast Procedures ......................... GEN 3.3 - 23
7. TRAFFIC INFORMATION BROADCAST BY
AIRCRAFT (TIBA)......................................................... GEN 3.3 - 24
7.1 TIBA Procedures.................................................... GEN 3.3 - 24
7.2 Frequency .............................................................. GEN 3.3 - 24
7.3 Listening Watch ..................................................... GEN 3.3 - 25
7.4 Time of Broadcasts ................................................ GEN 3.3 - 25
7.5 Acknowledgement of Broadcasts........................... GEN 3.3 - 25
7.6 Changes of Cruising Level..................................... GEN 3.3 - 25
7.7 Collision Avoidance................................................ GEN 3.3 - 26
7.8 Position Reporting.................................................. GEN 3.3 - 26
8. CONTROL OF VEHICULAR AND PEDESTRIAN
MOVEMENT ON AERODROMES................................ GEN 3.3 - 26
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 - 2
2.4 VHF Omni-Directional Radio Range (VOR) ............. GEN 3.4 - 2
2.5 Distance Measuring Equipment (DME).................... GEN 3.4 - 2
2.6 Tactical Air Navigation (TACAN).............................. GEN 3.4 - 3
2.7 Public Broadcasting Stations ................................... GEN 3.4 - 3
2.8 Abnormal Operation of Radio Navigation
Aids ............................................................................ GEN 3.4 - 3
2.9 Remote facilities....................................................... GEN 3.4 - 4
2.10 Monitoring of Identifier ........................................... GEN 3.4 - 4
2.11 Global Navigation Satellite System (GNSS) .......... GEN 3.4 - 4
2.12 Global Positioning System (GPS) .......................... GEN 3.4 - 4

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AIP Australia 24 MAY 2018 GEN 0.6 - 11
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 - 7
3.4 Aerodrome Frequency Response Unit .................... GEN 3.4 - 8
3.5 High Frequency Harmful Radio Interference ........... GEN 3.4 - 9
3.6 Telephone Facilities................................................. GEN 3.4 - 9
3.7 Recording Of Operational Communications .......... GEN 3.4 - 10
3.8 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 - 11
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 - 14
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 - 17
4.13 Standard Words and Phrases.............................. GEN 3.4 - 17
4.14 Ground Station Callsigns ..................................... GEN 3.4 - 20
4.15 Aircraft Callsigns.................................................. GEN 3.4 - 21
4.16 Flight Number Callsigns -
Using Group Form ................................................... GEN 3.4 - 22
4.17 Selection of Aircraft Identification Numbers
and Suffixes ............................................................. GEN 3.4 - 22
4.18 Ground Vehicles .................................................. GEN 3.4 - 23
4.19 Interchange and Leased Aircraft.......................... GEN 3.4 - 23
4.20 Unmanned Aerial Vehicles .................................. GEN 3.4 - 23
4.21 Callsigns - Full and Abbreviated Formats............ GEN 3.4 - 23
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4.22 Registration of Radiotelephony
Designators.............................................................. GEN 3.4 - 25
4.23 Approvals Contact Information............................. GEN 3.4 - 26
4.24 Callsigns - Special Task Operations .................... GEN 3.4 - 26
5. PHRASEOLOGIES ...................................................... GEN 3.4 - 28
5.1 Traffic Alert and Collision Avoidance System
(TCAS), Safety Alerts and Avoiding Action and
Wind Shear Escape ................................................. GEN 3.4 - 28
5.2 Status of Restricted Areas ..................................... GEN 3.4 - 31
5.3 Emergency Descent............................................... GEN 3.4 - 32
5.4 SARWATCH .......................................................... GEN 3.4 - 32
5.5 General Phrases .................................................... GEN 3.4 - 33
5.6 Frequency Management ........................................ GEN 3.4 - 37
5.7 Traffic Information .................................................. GEN 3.4 - 39
5.8 Meteorological Information..................................... GEN 3.4 - 40
5.9 Reports and Information ........................................ GEN 3.4 - 41
5.10 Clearances........................................................... GEN 3.4 - 43
5.11 SID ....................................................................... GEN 3.4 - 48
5.12 STAR ................................................................... GEN 3.4 - 50
5.13 Approach and Area Control Services................... GEN 3.4 - 53
5.14 Phraseologies to be used related to
CPDLC..................................................................... GEN 3.4 - 56
5.15 Vicinity of the Aerodrome..................................... GEN 3.4 - 57
5.16 ATS Surveillance Service Phraseologies............. GEN 3.4 - 75
6. ATS DATA LINK SERVICES ....................................... GEN 3.4 - 87
6.1 General .................................................................. GEN 3.4 - 87
6.2 Pilot Responsibilities .............................................. GEN 3.4 - 88
6.3 Controller Pilot Data Link Communication
(CPDLC) .................................................................. GEN 3.4 - 88
6.4 Logon Procedures.................................................. GEN 3.4 - 90
6.5 Position Reporting Requirements .......................... GEN 3.4 - 92
6.6 CPDLC Level Reporting Following Change
of Level .................................................................... GEN 3.4 - 93
6.7 Reporting Back on Route by CPDLC..................... GEN 3.4 - 93
6.8 Block Level Clearances ......................................... GEN 3.4 - 93
6.9 Revision of Estimates Using CPDLC ..................... GEN 3.4 - 94
6.10 CPDLC Message Restrictions ............................. GEN 3.4 - 94

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AIP Australia 24 MAY 2018 GEN 0.6 - 13
6.11 CPDLC CONTACT and
MONITOR messages .............................................. GEN 3.4 - 94
6.12 CPDLC route clearances ..................................... GEN 3.4 - 95
6.13 CPDLC Failure..................................................... GEN 3.4 - 95
6.14 Notification Of Emergency ................................... GEN 3.4 - 95
6.15 CPDLC Message Set........................................... GEN 3.4 - 96
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
2.4 ATS Meteorological Information Service ................. GEN 3.5 - 3
3. AVIATION FORECASTS ............................................... GEN 3.5 - 3
3.1 Interpretation and Use of Forecasts ........................ GEN 3.5 - 3
3.2 Graphical Area Forecasts (GAF) for
Operations Surface to 10,000FT ............................... GEN 3.5 - 3
3.3 Forecasts for Operations Above 10,000FT.............. GEN 3.5 - 4
3.4 Aerodrome Forecasts .............................................. GEN 3.5 - 5
3.5 Airport Weather Briefings (AWB) ............................. GEN 3.5 - 6
3.6 Trend Forecast (TTF) .............................................. GEN 3.5 - 6
3.7 Forecast Abbreviations and Terms.......................... GEN 3.5 - 7
3.8 Cloud Height Datum ................................................ GEN 3.5 - 9
3.9 Forecast Amendments............................................. GEN 3.5 - 9
3.10 Wind Shear Warning Service................................. GEN 3.5 - 9
4. METEOROLOGICAL REPORTS................................. GEN 3.5 - 10
4.1 Aerodrome Weather Reports................................. GEN 3.5 - 10
4.2 Routine Reports (METAR)..................................... GEN 3.5 - 10
4.3 Special Reports (SPECI) ....................................... GEN 3.5 - 10
4.4 Takeoff and Landing Reports ................................ GEN 3.5 - 11
4.5 Approved Observers.............................................. GEN 3.5 - 12
4.6 Observing Point ..................................................... GEN 3.5 - 12
4.7 Aircraft Weather Reports ....................................... GEN 3.5 - 13
5. METEOROLOGICAL ADVICES .................................. GEN 3.5 - 13
5.1 SIGMET ................................................................. GEN 3.5 - 13
5.2 SIGMET Format..................................................... GEN 3.5 - 16
5.3 AIRMET ................................................................. GEN 3.5 - 21
5.4 Volcanic Activity..................................................... GEN 3.5 - 26

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GEN 0.6 - 14 24 MAY 2018 AIP Australia
6. HAZARDOUS WEATHER............................................ GEN 3.5 - 28
6.1 Responsibility......................................................... GEN 3.5 - 28
6.2 Pilot Action ............................................................. GEN 3.5 - 28
6.3 Wind Shear - Pilot Reporting ................................. GEN 3.5 - 29
7. AUTOMATIC METEOROLOGICAL
BROADCASTS ............................................................. GEN 3.5 - 30
7.2 Automatic En Route Information Service
(AERIS).................................................................... GEN 3.5 - 30
7.3 VOLMET ................................................................ GEN 3.5 - 30
7.4 Aerodrome Weather Information Service
(AWIS) and Weather and Terminal Information
Reciter (WATIR)....................................................... GEN 3.5 - 31
8. METEOROLOGICAL BRIEFING ................................. GEN 3.5 - 32
9. AVAILABILITY OF METEOROLOGICAL
DOCUMENTATION ...................................................... GEN 3.5 - 33
10. NOTIFICATION REQUIRED
FROM OPERATORS.................................................... GEN 3.5 - 33
10.1 For International Operations ................................ GEN 3.5 - 33
10.2 For Domestic Operations ..................................... GEN 3.5 - 33
10.3 Forecasts for Flights - Valid Graphical
Area Forecasts (GAFs) not Available ...................... GEN 3.5 - 33
11. AIREP ........................................................................ GEN 3.5 - 34
11.1 AIREP Special ..................................................... GEN 3.5 - 34
11.2 Short AIREP......................................................... GEN 3.5 - 34
11.3 AIREP Section 3 Required
from Operators......................................................... GEN 3.5 - 35
12. AERODROME WEATHER AND FORECAST
DECODE....................................................................... GEN 3.5 - 35
12.1 Identifier ............................................................... GEN 3.5 - 35
12.2 Location ............................................................... GEN 3.5 - 36
12.3 Origination Time................................................... GEN 3.5 - 36
12.4 Validity Period ...................................................... GEN 3.5 - 36
12.5 AUTO ................................................................... GEN 3.5 - 36
12.6 Wind..................................................................... GEN 3.5 - 36
12.7 Visibility ................................................................ GEN 3.5 - 37
12.8 Automatic Visibility Information ............................ GEN 3.5 - 37
12.9 Runway Visual Range (RVR)............................... GEN 3.5 - 38
12.10 Present Weather ................................................ GEN 3.5 - 39

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AIP Australia 24 MAY 2018 GEN 0.6 - 15
12.11 Automatic Present Weather Information............ GEN 3.5 - 39
12.12 Cloud ................................................................. GEN 3.5 - 39
12.13 CAVOK .............................................................. GEN 3.5 - 40
12.14 Automatic Weather Stations with Cloud
Information............................................................... GEN 3.5 - 41
12.15 Significant Variation ........................................... GEN 3.5 - 41
12.16 Temperature ...................................................... GEN 3.5 - 42
12.17 QNH................................................................... GEN 3.5 - 42
12.18 Supplementary Information................................ GEN 3.5 - 43
12.19 Remarks Section ............................................... GEN 3.5 - 43
12.20 Elements Not Available...................................... GEN 3.5 - 43
12.21 Trend Forecast (TTF) ........................................ GEN 3.5 - 43
12.22 Examples ........................................................... GEN 3.5 - 43
13. WEATHER CODE AND TRANSLATION................... GEN 3.5 - 45
14. METAR/SPECI (AERODROME WEATHER
REPORT) FORMAT ..................................................... GEN 3.5 - 46
15. TAF - AERODROME FORECAST............................. GEN 3.5 - 47
16. AERODROMES AND CATEGORIES FOR
WHICH TAF WILL BE AVAILABLE .............................. GEN 3.5 - 48
17. TTF - TREND FORECASTS...................................... GEN 3.5 - 51
18. GRAPHICAL AREA FORECASTS (GAF) FOR
OPERATIONS AT AND BELOW 10,000FT.................. GEN 3.5 - 52
18.2 Preparation and Issue Times............................... GEN 3.5 - 52
18.3 Approved Abbreviations Used in Graphical
Area Forecasts (GAF).............................................. GEN 3.5 - 52
18.4 Sections of the Graphical Area Forecast
(GAF) ....................................................................... GEN 3.5 - 53
18.5 Changes to GAFs and Corrected GAF ................ GEN 3.5 - 53
19. FORECASTS FOR OPERATIONS ABOVE
10,000FT ...................................................................... GEN 3.5 - 54
20. SIGNIFICANT WEATHER CHARTS ......................... GEN 3.5 - 55
21. GRID POINT WIND AND TEMPERATURE
(GPWT) FORECASTS.................................................. GEN 3.5 - 56
22. ROUTE SECTOR WINDS AND
TEMPERATURES ........................................................ GEN 3.5 - 58
23. SIGNIFICANT WEATHER CHARTS
-SYMBOLS .................................................................. GEN 3.5 - 60

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GEN 0.6 - 16 24 MAY 2018 AIP Australia
24. EXAMPLES................................................................ GEN 3.5 - 61
24.1 Significant Weather Prognosis............................. GEN 3.5 - 61
24.2 Wind and Temperature Charts............................. GEN 3.5 - 63
24.3 Volcanic Ash Advisory ......................................... GEN 3.5 - 65
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 - 1
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 - 3
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
6.1 General .................................................................... GEN 3.6 - 5
6.2 Local Standby .......................................................... GEN 3.6 - 5
6.3 Full Emergency ........................................................ GEN 3.6 - 6
6.4 Crash on Airport....................................................... GEN 3.6 - 6
6.5 Other Situations ....................................................... GEN 3.6 - 6
6.6 Phraseology ............................................................. GEN 3.6 - 7
7. RESCUE AND FIRE FIGHTING SERVICES ................. GEN 3.6 - 7
7.1 General .................................................................... GEN 3.6 - 7
7.2 Aerodrome Category................................................ GEN 3.6 - 7
7.3 Hours of Service ...................................................... GEN 3.6 - 7
7.4 RFFS Emergency Frequency .................................. GEN 3.6 - 7
8. EMERGENCY LOCATOR
TRANSMITTER (ELT) .................................................... GEN 3.6 - 7
8.2 Monitoring 121.5MHz............................................... GEN 3.6 - 8
8.3 Inadvertent Activations............................................. GEN 3.6 - 8
8.4 Testing ELTs............................................................ GEN 3.6 - 8
9. COSPAS-SARSAT......................................................... GEN 3.6 - 8
10. SEARCH AND RESCUE TRANSPONDER
(SART) ............................................................................ GEN 3.6 - 9
10.5 Example of SART - 40° left at 19NM ..................... GEN 3.6 - 9
11.SAR BOUNDARIES ..................................................... GEN 3.6 - 10
GEN 4. CHARGES FOR AERODROMES/HELIPORTS AND
AIR NAVIGATION SERVICES................................................ GEN 4.1 - 1

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AIP Australia 24 MAY 2018 GEN 0.6 - 17
GEN 4.1 AERODROME/HELIPORT CHARGES.................... GEN 4.1 - 1
1. LANDING CHARGES .................................................... GEN 4.1 - 1
2. PASSENGER MOVEMENT CHARGE .......................... GEN 4.1 - 2
2.2 Collect and Remit Passenger Movement
Charge (PMC)............................................................ GEN 4.1 - 3
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. DoIRD 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 0.6 - 18 24 MAY 2018 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 24 MAY 2018 GEN 1.1 - 1

GEN 1. NATIONAL REGULATIONS AND REQUIREMENTS

GEN 1.1 DESIGNATED AUTHORITIES

1. INTRODUCTION
1.1 The requirement for entry and departure of aircraft engaged in
international flights and the standard procedures for clearance of
these aircraft at all Designated International Airports in Australia
and its External Territories, are given for the information and
guidance of operators conducting international flights.
1.2 This information does not replace, amend or change in any
manner, the current regulation of the designated authorities
which are of concern to international air travel.
2. DESIGNATED AUTHORITIES
2.1 The Department of Infrastructure, Regional Development and
Cities (Department of Infrastructure) is the lead agency
responsible for Australia’s obligations under the provisions of
Annex 9 (Facilitation). The Office of Transport Security (OTS)
within the Department of Home Affairs is lead agency
responsible for Australia’s obligations under the provisions of
Annex 17 (Safeguarding Against Acts of Unlawful Interference)
of the Chicago Convention. The Department of Infrastructure
and OTS are responsible for coordinating with the other
Australian agencies (see below) that are charged with the
development and implementation of policy on passenger and
cargo processing at Australian airports.
2.2 All correspondence on policy matters relating to ICAO will be
coordinated by the Aviation Industry Policy Branch, Department
of Infrastructure; and aviation security matters relating to ICAO
will be coordinated by the OTS, Department of Home Affairs.
The Department of Infrastructure is responsible for coordination
of ICAO matters in consultation with other agencies.
2.3 The addresses of the designated authorities concerned with the
entry, transit and departure of international air traffic are as
follows:

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 GEN 1.1 - 2 24 MAY 2018 AIP Australia

a. Department of Infrastructure, Regional Development and

Cities:
D
(i) General Manager
Aviation Industry Policy Branch
Aviation and Airports Division
Department of Infrastructure and Regional Development
GPO Box 594
CANBERRA ACT 2601 AUSTRALIA
Ph: 61 2 6274 7739
Fax: 61 2 6274 6749
Email: [email protected]
b. Office of Transport Security, Department of Home Affairs
(i) First Assistant Secretary
Office of Transport Security
Department of Home Affairs
GPO Box 594
CANBERRA ACT 2601 AUSTRALIA
Ph: 61 2 6274 6520
Fax: 61 2 6274 6820
Email: [email protected]
(a) Office of Transport Security
Transport Security Coordination Team
Ph: 1300 791 581 (Option 0)
Ph: 61 2 6274 8187 (outside Australia)
Email: [email protected]
(b) Office of Transport Security
Guidance Centre
Ph: 1300 791 581 (Option 1)
Email: [email protected]
(c) Office of Transport Security
National Regulatory Assessment
(re: for submitting Transport Security Plans)
GPO Box 1966
CANBERRA ACT 2601 AUSTRALIA
Email: [email protected]

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AIP Australia 24 MAY 2018 GEN 1.1 - 3
c. Civil Aviation Safety Authority (CASA):
D
International Operations
GPO Box 2005
CANBERRA ACT 2601 AUSTRALIA
Ph: 61 7 3144 7400
Fax: 61 7 3144 7599
Email: [email protected]
Web: https://www.casa.gov.au/aircraft/standard-page/
foreign-operators
d. Airservices Australia:
Chief Executive Officer
Airservices Australia
Alan Woods Building
25 Constitution Ave
CANBERRA CITY ACT 2601, or
PO Box 367
CANBERRA ACT 2601
Ph: 61 2 6268 4111
Fax: 61 2 6268 5693
e. Major International Airports:
Chief Executive Officer
Australia Pacific Airports (Melbourne) Pty Ltd
ACN 076 999 114
Locked Bag 16
TULLAMARINE VIC 3043
Ph: 61 3 9297 1600
Fax: 61 3 9297 1886
Email: [email protected]
Chief Executive Officer and Managing Director
Brisbane Airport Corporation Limited
ACN 076 087 0650
PO Box 61
HAMILTON CENTRAL QLD 4007
Ph: 61 7 3406 3000
Email: [email protected]
Web: www.bne.com.au

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GEN 1.1 - 4 24 MAY 2018 AIP Australia

Chief Executive Officer

Perth Airport Pty Ltd
ACN 077 153 130
PO Box 6
CLOVERDALE WA 6985
Ph: 61 8 9478 8888
Fax: 61 8 9277 8889
Email: [email protected]
Web: www.perthairport.com.au
Managing Director
Adelaide Airport Limited
ACN 075 176 653
1 James Schofield Drive
ADELAIDE AIRPORT SA 5950
Ph: 61 8 8308 9211
Fax: 61 8 8308 9311
Email: [email protected]
Web: www.adelaideairport.com.au
Chief Executive Officer
Cairns Airport Pty Ltd
ACN 132 228 221
PO Box 57 Airport Administration Centre
CAIRNS AIRPORT QLD 4870
Ph: 61 7 4080 6703
Fax: 61 7 4080 6704
Chief Executive Officer
Northern Territory Airports Pty Ltd
ACN 081 258 139
PO Box 40996
CASUARINA NT 0811
Ph: 61 8 8920 1808
Fax: 61 8 8920 1800
Email: [email protected]
Web: www.ntairports.com.au

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AIP Australia 24 MAY 2018 GEN 1.1 - 5
Managing Director
Sydney Airports Corporation Ltd
ACN 082 578 809
Locked Bag 5000
SYDNEY INTERNATIONAL TERMINAL
NSW 2020
Ph: 61 2 9667 9111
Fax: 61 2 9667 1592
f. Department of Home Affairs
Director
Traveller Policy Section
Department of Home Affairs
PO Box 25
BELCONNEN ACT 2616
Ph: 61 2 6198 7134
Email: [email protected]
g. Department of Agriculture and Water Resources
Director - Travellers
GPO Box 858
CANBERRA ACT 2601
Ph: 61 2 6272 3668
h. Department of Health (for human biosecurity)
Director - Border Health Section
Health Emergency Management Branch
Office of Health Protection
Department of Health
GPO Box 9848
CANBERRA ACT 2601
Ph: 1800 020 103
(after hours emergency number 61 2 6289 3030)
i. Australian Transport Safety Bureau (ATSB)
PO Box 967
Civic Square
CANBERRA ACT 2608
Ph: 1800 011 034
61 2 6230 4408
Fax: 61 2 6274 6434

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GEN 1.1 - 6 24 MAY 2018 AIP Australia

j. Bureau of Meteorology (BoM)

The Director
Bureau of Meteorology
700 Collins St
DOCKLANDS VIC 3001
or
GPO Box 1289
MELBOURNE VIC 3001
Ph: 61 3 9669 4000
Fax: 61 3 9669 4699
k. Australian Maritime Safety Authority (AMSA)
GPO Box 2181
Canberra ACT 2601

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AIP Australia 24 MAY 2018 GEN 1.2 - 1

GEN 1.2 ENTRY, TRANSIT AND DEPARTURE OF AIRCRAFT

1. ENTRY, TRANSIT AND DEPARTURE OF INTERNATIONAL
FLIGHTS
1.1 Preamble
1.1.1 CASA has responsibility for all operational and safety matters
relating to civil aviation into, within, and from Australian territory.
The Department of Infrastructure (Aviation and Airports Division)
has responsibility for the economic regulatory functions relating
to civil aviation into, within, and from Australian territory. The
OTS within the Department of Home Affairs is responsible for
aviation security regulatory functions relating to civil aviation
into, within, and from Australian territory. Applications, when
required, for non-scheduled aircraft operations must be
submitted to CASA and the respective divisions within the
Department of Infrastructure and the Department of Home
Affairs.
1.1.2 All flights into, from, or over Australian territory, and landings in
such territory must be carried out in accordance with the
legislation 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
territory must land at and depart from airports designated by the
Minister for that purpose.
1.1.4 The international airports designated under Section 9 of the Air
Navigation Act 1920 for entry and departure is as shown at GEN
1.2 Section 2. (Designated International Airports - Australia) and
GEN 1.3 Section 9. (Designated International Airports -
Australian External Territories - Entry and Departure
Requirements and Procedures).
1.1.5 Aircraft which are completely cleared by the Australian Border
Force (ABF) at a designated international airport are not
required to confine their future landings within Australian territory
to airports proclaimed by the Department of Home Affairs for
customs and immigration purposes. Nevertheless, such aircraft
must depart from Australian territory from a designated
international airport.

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GEN 1.2 - 2 24 MAY 2018 AIP Australia

1.1.6 Operators of prescribed air services under Regulation 1.06 of

the Aviation Transport Security Regulation 2005 flying to or from
Australia must separately have an approved Transport Security
Program (TSP). It is an offence under the Aviation Transport
Security Act 2004 to operate a prescribed air service without an
approved TSP. A TSP may be in force for up to five years once
approved. See Section 1.11 for further information.
1.2 Scheduled International Commercial Services by Foreign
Aircraft of Contracting States to the Chicago Convention
1.2.1 An international airline of a country other than Australia must not
operate a scheduled international air service over or into
Australian territory except in accordance with an International
Airline Licence.
1.2.2 The requirement to hold an International Airline Licence does not
apply to the following categories of scheduled international air
services:
a. scheduled international air services that fly over Australian
territory but do not land in Australian territory;
b. scheduled international air services that land in Australian
territory but do not set down or take on passengers or cargo
for reward or hire;
c. scheduled international air services operated in accordance
with an agreement, between an international airline and the
holder of an international airline licence, which the Secretary
has approved in writing.
1.2.3 An International Airline Licence shall not be granted to an
international airline of a country other than Australia unless that
country and Australia are parties to the Air Transit Agreement, or
to some other agreement or arrangement, whether bilateral or
multi-lateral under which scheduled international air services of
that other country may, subject to the agreement or
arrangement, be operated over or into Australian territory.
1.2.4 Applicants for an International Airline Licence may obtain a copy
of Guidance Notes for Applicants at:
www.infrastructure.gov.au/aviation/international/ial/index.aspx.

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AIP Australia 24 MAY 2018 GEN 1.2 - 3
1.2.5 All holders of International Airline Licences are required to notify
the Secretary of the Department of Infrastructure in an approved
form of any new or changed international (scheduled) air
service. The requirements for lodging of timetables by
international airlines are set out in Air Navigation Regulation
2016, Section 29.
1.2.6 Currently, a timetable application should contain the route to be
operated by the airline both into and out of Australia, the origin,
intermediate and destination points, the times of departure to
and arrival from these points, the dates and times frequency of
each service, aircraft type and capacity to be used on each
service. It should also include codeshare details and, if leasing
aircraft from another airline, details of which airline the aircraft
are leased from.
An application for approval of a timetable must be lodged with
the Secretary not less than 35 days before the date from which
the airline proposes to operate the service in accordance with
the timetable, or within such shorter period as the Secretary
allows.
Should an airline wish to lodge an application in less than the 35
day period, it should provide its reasons for wanting to do so. For
practical purposes, lodgement “with the Secretary” means
lodgement with the General Manager of the Aviation Industry
Policy Branch, at the address shown at GEN 1.1 para 2.3a.
1.2.7 In addition to an Australian International Airline Licence, an
operator of a proposed scheduled service to Australia is required
to hold an Australian Foreign Aircraft Air Operator’s Certificate
(FAOC) issued by CASA.
1.2.8 Application forms for FAOCs are available from:
International Operations
Mailing address:
GPO Box 2005
CANBERRA ACT 2601 AUSTRALIA
Ph: +61 7 3144 7400
Fax: +61 7 3144 7599
Email: [email protected]
Web: www.casa.gov.au/aircraft/standard-page/foreign-
operators

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GEN 1.2 - 4 24 MAY 2018 AIP Australia

1.2.9 In addition to the requirements to obtain an International Airline

Licence and FAOC, all aircraft operators should note the
separate requirement for transport security plan approval in
Section 1.11 and the aircraft noise certification requirements in
Section 1.15.
1.3 Summary of Documents to be presented by Pilot in
Command or Authorised Agent
Note: All required documents must be furnished in English, and
originals and all copies must be completely legible. Names
should be shown in block letters, and with regard to names of
passengers, initials at least are to be inserted. Care must be
taken to ensure that all documents are fully and accurately
completed.
1.3.1 At First Airport of Call in Australia
Impending Arrival Report – Electronic, lodged in the ICS
The aircraft operator must report to the Department of Home
Affairs the impending arrival of the aircraft. The Impending
Arrival Report (IAR) must be lodged electronically in the
Integrated Cargo System (ICS):
a. not more than 10 days before the estimated time of arrival of
the aircraft and
(i) not later than three (3) hours before the estimated time
of arrival of the aircraft if the flight from the airport is
likely to take not less than three (3) hours: or
(ii) one (1) hour if the flight from the airport is likely to take
less than three (3) hours.
The IAR can be lodged by document (Form B364) within the
above time frames when an aircraft is not carrying cargo.
Actual Arrival Report
The aircraft operator must report to the Department of Home
Affairs the particulars of the arrival of the aircraft and the time of
arrival. Where an aircraft is carrying cargo, the Actual Arrival
Report (AAR) must be lodged electronically in the ICS within
three (3) hours of the arrival of the aircraft or before the
certificate of clearance is issued, whichever occurs first.
The AAR can be lodged by document (Form B358) when the
aircraft is not carrying cargo, providing the reporter satisfies an
EOI and the form is signed in the manner specified on the form.

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AIP Australia 24 MAY 2018 GEN 1.2 - 5
List of Stores (e.g. narcotic drugs, beer, wine, spirits and
tobacco products) 1 copy
The aircraft operator must report to Department of Home Affairs
via Form B367, Stores and Prohibited Goods Report (AIR), the
particulars of the aircraft stores and of any prohibited goods
contained in those stores at the time of arrival. The report of
aircraft stores and prohibited goods must be made within three
(3) hours of the arrival of the aircraft or before the certificate of
clearance is issued, whichever happens first.
Cargo Report
The cargo report is used to report the particulars of all cargo
(including mail, in-transit and transhipment cargo) on board an
aircraft. The carrier is required to report to the Department of
Home Affairs, the full detail of cargo including any cargo carried
on behalf of another cargo reporter.
The cargo report must be lodged electronically in the ICS at least
two (2) hours prior to the estimated time of arrival of the aircraft.
Articles in Possession – Aircrew 1 copy each
Signing of Documents: The copy of the General Declaration
for the Biosecurity officer and the health section of this copy
must be signed by the pilot in command. Other copies of this
document may be signed by either the pilot in command or
authorised agent. Each individual crew member must complete
a copy of Articles in Possession Aircrew form. Either the pilot or
the authorised agent may sign the list of stores. Documents,
except those for presentation to the Biosecurity officer, must be
signed in the presence of an ABF Officer.
1.3.2 At Airports other than First Airport of Call in Australia
At stops other than the first airport of call, the pilot in command
or authorised agent will present for clearance purposes the copy
of the General Declaration signed and stamped by the ABF
Officer prior to departure from the previous stop.
If the aircraft is due to arrive at its first airport of call since its last
departure airport outside Australia, the pilot or authorised agent
must report to the Department of Home Affairs, in accordance
with this section, particulars of all goods:
a. The pilot in command or the authorised agent has arranged
to be carried on the aircraft on the flight: and

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b. that are intended to be unloaded from the aircraft at an

airport in Australia (whether the first airport or any
subsequent airport on the same flight).
Impending Arrival Report
The aircraft operator must report the impending arrival of the
aircraft to the Department of Home Affairs. Where an aircraft is
carrying cargo, the Impending Arrival Report (IAR) must be
lodged electronically in the ICS not more than 10 days before
the estimated time of arrival of the aircraft and not later than
three (3) hours before the estimated time of arrival of the aircraft.
Where the duration of the flight from the last overseas airport is
likely to take less than three (3) hours, the IAR must be made at
least one (1) hour before arrival.
The IAR can be lodged by document (Form B364), when the
aircraft is not carrying cargo.
Actual Arrival Report
The aircraft operator must report to the Department of Home
Affairs the particulars of the arrival of the aircraft and the time of
arrival. Where an aircraft is carrying cargo, the Actual Arrival
Report (AAR) must be lodged electronically in the ICS within
three (3) hours of the arrival of the aircraft or before the
certificate of clearance is issued, whichever occurs first.
The AAR can be lodged by document (Form B358) when the
aircraft is not carrying cargo, providing the reporter satisfies an
EOI and the form is signed in the manner specified on the form.
List of Stores (e.g. narcotic drugs, beer, wine, spirits and
tobacco products) 1 copy
The aircraft operator must report to the Department of Home
Affairs via Form B367, Stores and Prohibited Goods Report
(AIR), the particulars of the aircraft stores and of any prohibited
goods contained in those stores at the time of arrival. The report
of aircraft stores and prohibited goods must be made within
three (3) hours of the arrival of the aircraft or before the
certificate of clearance is issued, whichever happens first.

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AIP Australia 24 MAY 2018 GEN 1.2 - 7
1.3.3 At First Airport of Departure from Australia
The aircraft operator must report to the Department of Home
Affairs via Form B367, Stores and Prohibited Goods Report
(AIR), the particulars of the aircraft stores and of any prohibited
goods contained in those stores at the time of arrival. The report
of aircraft stores and prohibited goods must be made within
three (3) hours of the arrival of the aircraft or before the
certificate of clearance is issued, whichever happens first.
General Declaration 3 copies
Export Permits (where required)
Note: One copy of the General Declaration must be signed and
one copy of each manifest initialled by the pilot in command or
authorised agent.
Departure Report – The departure report is a prerequisite that
must be satisfied before a certificate of clearance can be granted
by the Department of Home Affairs. A departure report is a
statement made by the pilot or owner of the aircraft, or an agent,
to the Department of Home Affairs providing information
concerning the proposed date and time of departure of the
aircraft. Where an aircraft is carrying cargo the departure report
must be lodged electronically in the ICS when the aircraft is
carrying cargo.
Outwards Manifest (electronic, lodged in the ICS) – The pilot
or owner of the aircraft must communicate electronically to the
Department of Home Affairs, not later than three (3) days after
the day of departure of the aircraft, an outwards manifest. The
outwards manifest must specify all goods that were loaded on
board the aircraft.
Certificate of Clearance – The pilot of an aircraft must not
depart from any airport without receiving a Certificate of
Clearance in respect to the aircraft from an ABF Officer.
1.4 Non-Scheduled International Commercial Services by
Foreign Aircraft of Contracting States to the Chicago
Convention
1.4.1 Definition of Non-scheduled Services. Non-scheduled
service, in relation to an aircraft that possesses the nationality of
a Contracting State, means a flight by that aircraft over or into
Australian territory other than under the authority of an
international airline licence.
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1.4.2 Where an aircraft makes a commercial non-scheduled flight into

or out of Australian territory, it will have prior permission from
both the Department of Infrastructure and CASA. However,
certain categories of non-scheduled flights have standing
Department of Infrastructure approvals - see ENR 1.9 Section 1.
Notwithstanding these provisions all operators should note the
separate requirement for prescribed air services to hold an
approved transport security plan further described in the Aviation
Security section in Section 1.11 and the Aircraft: Noise
Operating Restriction requirements specified in Section 1.15.
1.4.3 Department of Infrastructure international freight and charter
policy guidelines, and permission for flights, may be obtained by
writing to the address at GEN 1.1 para 2.3a., by fax to
61 2 6274 6749 or at:
infrastructure.gov.au/aviation/international/guidelines.aspx.
When applying for permission for flights, applicants must advise
Department of Infrastructure of permission for slot allocation
from Airport Coordination Australia (see ENR 1.9 para 2.4).
1.4.4 An application form for CASA permission for non-scheduled
flights can be obtained from the address at para 1.2.8. Written
requests containing the information listed at para 1.4.5 will also
be accepted.
1.4.5 The following information is required in an application for
permission under para 1.4.4:
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 airports
D involved;
d. copy of operator’s Air Operator’s Certificate or equivalent;
e. certificate of airworthiness for the aircraft;
f. certificate of registration for the aircraft;
g. for aircraft powered by turbine engines that have a maximum
takeoff weight of more than 15,000KG, or are carrying 10 or
more passengers, confirmation that the aircraft is equipped
with a GPWS;

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AIP Australia 24 MAY 2018 GEN 1.2 - 9
h. for aircraft powered by turbine engines that have a maximum
takeoff weight of more than 5,700KG, or if permitted by its
type certificate or foreign type certificate to have passenger
seating of more than 19 seats, confirmation that the aircraft is
fitted with an approved TCAS II or TCAS II Version 7.1;
i. date and expected time of arrival and departure from all
airports concerned in Australian territory (times must be
expressed in the sequence Month Day Hour Minute UTC; e.g.
11101624UTC [1624 on 10 November, UTC]; a mix of local
date and UTC times must not be used);
j. the number of passengers that will be carried on board the
aircraft;
k. for turbine powered aircraft, confirmation that the aircraft
meets the requirements of ICAO Annex 16, Volume 1,
Chapter 3;
l. for aircraft that may operate above FL290, confirmation that
the aircraft is approved for operation in RVSM airspace; and
m. confirmation that the aircraft conforms with ADS-B equipment
carriage as specified in CASA Civil Aviation Orders (CAOs).
Note: Additional information may be required depending on the
type of operation and airports that will be used while in
Australian territory. Requests for additional information may be
issued after an initial assessment of the application for a
non-scheduled flight approval.
1.4.6 At the same time that permission is sought from Department of
Infrastructure and CASA, an aircraft operator, through the
designated representative, must obtain and agree to the
conditions of use (including aircraft charges) or similar policies
as applied by each airport owner or operator. Airport Owners
and Operators are listed in GEN 1.1 para 2.3 and ERSA FAC.
1.4.7 Applications for permission should be accompanied by the
prescribed fees. Details of application fees under Part 5, Division
3 of the Air Services Act 1995 may be obtained from Airservices
at the addresses shown at GEN 1.1 para 2.3.

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GEN 1.2 - 10 24 MAY 2018 AIP Australia

1.5 Non-Scheduled International Commercial Services by

Australian Aircraft
1.5.1 Department of Infrastructure permission must be sought as per
the requirements of Section 1.4; however, see Section 1.6 for
standing approvals. Irrespective of standing approvals contained
in Section 1.6, all aircraft operators should note the separate
requirement for transport security plan approval in Section 1.11
and the aircraft noise certification requirements in Section 1.15.
1.5.2 CASA permission is required under Section 26 of the Civil
Aviation Act. Operators should apply to CASA, International
Operations.
Note: Separate CASA permission is not required if the operator’s
AOC is specifically endorsed to authorise such international
flights.
1.5.3 At the same time that permission is sought from Department of
Infrastructure and CASA, an aircraft operator, through the
designated representative, must obtain and agree to the
conditions of use (including aircraft charges) or similar policies
as applied by each airport owner or operator. Airport Owners
and Operators are listed in GEN 1.1 para 2.3 and ERSA FAC.
1.6 Non-Scheduled International Commercial Services by
Australian Non-Contracting States and Contracting States
which do not Require Prior Approval - Department of
Infrastructure only
1.6.1 A delegate of the Secretary of the Department of Infrastructure
pursuant to subsection 15A(3) of the Air Navigation Act 1920
(the Act) has determined that permission is not required in
respect of the following categories of non-scheduled
international commercial flights:
a. programs of passenger charter flights by aircraft with a
capacity of 10 or fewer seats;
b. five (5) or fewer passenger charter flights with aircraft with a
capacity of between 10 and 40 seats;
c. two (2) or fewer passenger charter flights with aircraft with a
capacity of between 40 and 80 seats;
d. single charter flights;
e. single-entity freight charter flights; and
f. own-use charter flights.
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AIP Australia 24 MAY 2018 GEN 1.2 - 11
1.6.2 Operators of any flight included in one of the categories above
are required under subsection 15A(7), within 14 days after the
end of the flight, to give a written notice to the General Manager,
Aviation Industry Policy Branch, at the address in GEN 1.1 para
2.3a., setting out the following details in relation to the flight and
the passengers, cargo and mail (any flight carrying cargo for the
purpose of importation over the $1000 threshold, or exportation
over $2000 must report the details to the Department of Home
Affairs):
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 flight was a 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:
(i) the place where the flight began;
(ii) the place where the flight ended;
(iii) any intermediate stopping places, specifying at which
places passengers, cargo or mail were taken on or
discharged;
(iv) the dates of departure from, and arrival at, the places
mentioned in the preceding subparagraphs;
g. whether the flight was a “single entity freight charter flight” as
defined in para 1.6.6; and
h. whether the flight was an “own-use charter flight” as defined
in para 1.6.6.
1.6.3 Operators may provide details of more than one flight in a single
notification provided that the Department of Infrastructure
receives notification of all flights within 14 days after the end of
each individual flight. If Australian authorities find that charter
flights coming within the above categories are being repeated in
close proximity, operators may be required to submit
applications for assessment of any further flights.

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GEN 1.2 - 12 24 MAY 2018 AIP Australia

1.6.4 The following countries:

a. Bangladesh (cargo from Bangladesh is prohibited unless it
has been subjected to security controls at approved last ports
of call);
b. Egypt;
c. Syria;
d. Yemen;
e. Somalia; and
f. Turkey (cargo from Turkey is prohibited, only if it contains an
electromechanical device that weighs over 1 kilogram);
are currently subject to a prohibition instrument made under
Section 65B of the Aviation Transport Security Act 2004, which
provides the power for the Minister to prohibit the entry of certain
kinds of cargo into Australian territory.
1.6.5 All operators should note the separate requirement for transport
security plan approval in Section 1.11 and the aircraft noise
certification requirements in Section 1.15.
1.6.6 The determination referred to in para 1.6.1 defines the following
terms:
“charter flight” means a flight for traffic purposes into or out of
Australian territory not forming part of an approved scheduled
international air service;
“own-use charter” means a flight where the entire capacity of the
aircraft is chartered by a single organisation or individual to carry
its own staff or passengers who are an affinity group (i.e.
members of organisations established mainly for purposes other
than travel) or to carry cargo it owns for its own use;
“single charter” means a one-off charter flight, being a charter
flight which is not part of a program of charter flights operating
over the same route;
“single-entity freight charter” means a freight charter flight or
flights where the whole aircraft is chartered by a single
organisation or individual and the consignment is homogeneous
(e.g. computers, meat, livestock or horses) and does not include
consignments consolidated by freight forwarders.

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AIP Australia 24 MAY 2018 GEN 1.2 - 13
1.6.7 At the same time that permission is sought from Department of
Infrastructure and CASA, an aircraft operator, through the
designated representative, must obtain and agree to the
conditions of use (including aircraft charges) or similar policies
as applied by each airport owner or operator. Airport Owners
and Operators are listed in GEN 1.1 para 2.3 and ERSA FAC.
1.7 International Flights by Foreign Aircraft not Possessing
Nationality of Contracting State to the Chicago Convention
1.7.1 For international flights over or into Australian territory where the
carrier is registered in a State which is not a party to the Chicago
Convention the operator must obtain prior permission through
diplomatic channels. All such requests must be in writing.
1.8 Flights by Foreign State Aircraft
1.8.1 Aircraft Diplomatic Clearance Application
Diplomatic clearance is required for foreign state aircraft to enter
and operate in Australian territory, including the airspace above
Australian offshore islands. Applications for foreign state aircraft
to conduct flying operations within Australian territory should be
submitted at least five working days before the proposed date of
entry into Australian airspace. At least two weeks notice is
required if military services are requested (such as parking at a
Royal Australian Air Force base). A separate application should
be submitted for each aircraft, or formation of aircraft. The
Department of Foreign Affairs (DFAT) web pages provide
aircraft diplomatic clearance application forms and instructions,
at:
http://dfat.gov.au/about-us/foreign-embassies/protocol/Pages/
diplomatic-clearances-aircraft-and-ships.aspx
and
http://dfat.gov.au/about-us/publications/corporate/protocol-
guidelines/Pages/14-airport-facilitation-for-senior-foreign-
visitors.aspx respectively. Other agency contact information and
guidelines relating to state aircraft visits are also available
through these web pages.
1.8.2 Applications are submitted by completing the application form
and emailing it to: [email protected].
Diplomatic clearance applicants will be required to provide the
following information:

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 GEN 1.2 - 14 24 MAY 2018 AIP Australia

a. Requesting Country;
b. Point of Contact details;
c. Purpose of the flight;
d. Aircraft Operator (if civil registered, the address and
D nationality);
e. Aircraft Type;
f. Aircraft Registration Mark;
g. Aircraft Callsign;
h. Itinerary (including previous and next destinations);
i. Flight Routes;
j. Aircraft Captain Details;
k. Crew and Passenger Numbers;
l. VIP Details (if applicable);
m. Weapons Details;
n. Dangerous Cargo Details;
o. Ground Handling Details (for aircraft landing at Defence
Establishments); and
p. Ground Handling Agent (for aircraft landing at Civilian
Airfields).
1.8.3 It is advised that application forms are saved. In the event of any
changes to the flight details the saved request can be updated
and should be resent to:
[email protected] as soon as possible.
1.8.4 Any questions relating to diplomatic clearances should be
addressed to the Diplomatic Clearance Cell on +61 2 6128 4819
or [email protected].
1.8.5 Compliance
Foreign State aircraft operating under diplomatic clearance are
required to comply with applicable aerodrome procedures and
ATC directions.

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AIP Australia 24 MAY 2018 GEN 1.2 - 15
Diplomatic clearance does not exempt the requesting
government’s responsibility to meet other Australian government
agency requirements such as customs, biosecurity and
immigration or the requirement for permission to carry munitions
or implements of war. It is the responsibility of the foreign
government to ensure all necessary paperwork and/or
clearances from Australian government agencies are arranged
prior to arrival.
A permission from the Australian Civil Aviation Safety Authority
is required. In certain circumstances, diplomatic clearance may
only be issued subject to the aircraft, cargo and passengers
undertaking additional checks and searches. Failure to comply
with any conditions on a diplomatic clearance, or with other
government agencies’ procedures, could result in penalties and
affect issuance of future diplomatic clearances.
1.8.6 Foreign Military Aircraft Participating in Exercises within
Australia
Foreign State aircraft visiting Australia for a combined exercise
are required to seek diplomatic clearance for their transit to and
from their operating location. All exercise flights are covered
under the exercise arrangements. However, any transits from
their deployed location to another location outside the exercise
schedule will require approval.
1.8.7 Alternate Routes and In-flight Emergencies
Approval will not be issued for alternate or diversion airfield
requests inside Australia. Aircraft diverting in response to an in-
flight emergency or poor weather do not require diplomatic
approval and should select the nearest appropriate airfield.
Notification of any emergency diversions should be sent to the
Diplomatic Clearance Cell at the earliest opportunity thereafter
landing.
1.9 International Private Flights
1.9.1 A private flight means a flight by an aircraft carrying passengers
or cargo whose costs are met by the owner and/or operator of
the aircraft.

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GEN 1.2 - 16 24 MAY 2018 AIP Australia

1.9.2 Section 14 of the Air Navigation Act 1920 allows an aircraft that
possesses the nationality of a Contracting State undertaking a
private flight to enter or leave Australia or fly in transit across
Australia without the requirement of obtaining prior permission.
However, note the provisions of para 1.15 in relation to aircraft
noise certification.
1.9.3 No specific operational assessment is required for such flights,
but pilots are advised of the following:
a. in addition to the requirements of CAR 139 (Documents to be
carried in Australian aircraft), a journey log book must be
carried which details particulars of the aircraft, its crew and of
each journey; and
b. the rules and regulations pertaining to the flight and
manoeuvring of aircraft must comply with the following:
(i) Australian rules, where applicable;
(ii) ICAO rules, when operating over the high seas; and
(iii) foreign State rules, where applicable, while flying over
a foreign State’s territory.
1.9.4 When the doors of the aircraft are closed, the pilot in command
must assume and exercise responsibility for the safety of the
crew, the passengers and the cargo.
1.9.5 The pilot in command must assume and exercise responsibility
for the operation and safety of the aircraft from the moment that
the aeroplane is ready to move for the purpose of taking-off until
the moment when it finally comes to rest at the end of the flight
and the engines used as primary propulsion units are shut down.
1.9.6 If an emergency endangers the safety of the aircraft or persons
onboard and requires action in violation of the law of a foreign
State, the pilot in command must:
a. as soon as practicable, tell the foreign State authority
responsible for that law; and
b. if required by the authority, give a written report of the
violation to the authority; and
c. send a copy of the report to CASA.

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AIP Australia 24 MAY 2018 GEN 1.2 - 17
1.9.7 The pilot in command must assume and exercise responsibility
to tell the nearest appropriate State authority, by the quickest
means possible, of any accident involving the aircraft that has
resulted in:
a. death or serious injury to any person; or
b. substantial damage to the aircraft or any property.
1.9.8 The pilot in command may not operate at an aerodrome using
lower operating minima than those established for the
aerodrome by the responsible authority, without approval from
the responsible authority. The pilot in command may not utilise
operating minima lower than 200FT above ground level without
approval from CASA.
1.9.9 Before a flight, the pilot in command must ensure that the aircraft
is carrying 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 to
expect the flight may be diverted;
c. procedures for pilots in command of intercepted aircraft, as
described in Annex 2 to the Chicago Convention;
1.9.10 Before departure from Australian territory, the pilot in command
must ensure that:
a. the certificate of airworthiness for the aircraft will remain valid
while the aircraft is outside Australian territory; and
b. either:
(i) the maintenance release for the aircraft will not expire
while the aircraft is outside Australian territory; or
(ii) before the maintenance release expires, an authorised
person will issue a maintenance release; and
c. if the pilot in command is not the registered operator of the
aircraft - arrangements are in place with the registered
operator for the pilot in command to be notified about any
urgent maintenance or operational requirements while the
aircraft is outside Australian territory.
Note: Urgent maintenance or operational requirements include,
for example, Airworthiness Directives.

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1.10 Provision for Entry of Foreign Aircraft Engaged in Search

and Rescue (SAR)
1.10.1 The following provisions relate to the entry into and the
departure from Australian territory for foreign aircraft engaged in
SAR operations.
1.10.2 Entry Request. Foreign aircraft may enter Australian territory for
the purposes of search and rescue upon ATC notification only
through the submission of a Flight Plan. As much advance
notice as possible should be given to facilitate entry clearance
procedures.
1.10.3 Advice of Early Approval. The Australian Joint Rescue
Coordination Centre (JRCC) will assist, where practicable, the
originator of the Flight Plan message in facilitating the proposed
entry approval into Australian territory including, if the
information is known to the JRCC, whether or not the proposed
entry is approved, and will specify any conditions which must be
complied with.
1.10.4 Airports. All foreign aircraft, whether state or civil, operating into
Australian territory on SAR operations, should, as far as
practicable, make entry into, and departure from, Australian
territory at a designated international airport.
1.11 Aviation Security
1.11.1 The Office of Transport Security is Australia’s transport security
regulator for aviation transport, maritime transport and the
offshore oil and gas industry. Its role is to make sure Australians
and our national interests are secure through regulation that
supports industry and the community as they carry out trade and
travel activities.
Specifically this is done through: administering the Aviation
Transport Security Act 2004 and the Maritime Transport and
Offshore Facilities Security Act 2003; education and
collaboration; informed policy advice and design; compliance
and monitoring; and domestic and international partnerships.
The OTS maintains a Transport Security Coordination Team
(TSCT). Aviation security incidents defined under Aviation
Transport Security Act 2004 must be reported to the TSCT by
email at: [email protected] or by
telephone to 1300 791 581 (from within Australia) or
61 2 6274 8187 (from overseas).

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AIP Australia 24 MAY 2018 GEN 1.2 - 19
1.11.2 The Aviation Transport Security Act 2004 (Division 2 of Part 2)
requires that all operators of a prescribed air service
operating within, to, or from Australia are required to have
an approved Transport Security Program (TSP). A prescribed
air service includes an air service with a certified maximum take-
-off weight greater than 5,700KG and is further defined in
regulation 1.06 of the Aviation Transport Security Regulations
2005. It is an offence under the Aviation Transport Security
Act 2004 to operate a prescribed air service without an
approved TSP.
1.11.3 International recognition of approved aviation security plans of
other nations is not available. TSPs are required to comply with
the Aviation Transport Security Act 2004. A TSP essentially
contains security risk information about the relevant aviation
industry segment as it applies to the full nature of the operations
of the prescribed air service and articulates the security
practices and measures applicable to ensure a safe, secure,
sustainable aviation transport system.
Under the Aviation Transport Security Act 2004, Transport
Security Plans (TSP) remain subject for up to a 60 day
consideration period for approval; therefore, operators of
prescribed air services are advised to submit a TSP as soon as
practical in order that the intended commencement of air
services are not unintentionally affected. Guidance for the
production and lodgement of a TSP for assessment is available
on the Department of Infrastructure website at:
www.infrastructure.gov.au/transport/security
Enquiries 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 1.8.
b. if an application has not been made or approved 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;

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(v) whether the flight is a single charter or part of

scheduled or unscheduled program of flights and the
period in which it is 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;
(both external to Australia and within Australia);
(viii) any intermediate stopping places specifying at which
places passengers or cargo (including mail) were
taken on board or discharged;
(ix) the intended date of commencement of the service/
flight; and
(x) details of any wet or dry lease arrangements.
1.11.4 For enquiries to TSP regulatory submission that is under
development or clarification on regulatory requirements please
contact the Guidance Centre within the Office of Transport
Security. Department of Home Affairs at:
[email protected] or on 1300 791 581
(9am - 5pm AEST).
1.11.5 Responses to regulatory assessment that have been already
lodged with the Department of Home Affairs occur during normal
business hours. Lodgement of regulatory assessments
including TSPs should be made by email to:
[email protected].
1.11.6 In accordance with Section 19 of the Air Navigation Act 1920,
munitions of war or implements of war must not be carried by an
aircraft in or over Australian territory, or by an Australian aircraft
outside Australian territory, except with the permission in writing
of the Minister for Infrastructure and Transport. Applications for
transportation of munitions of war should be lodged with the
Secretary through the Assistant Secretary, Transport Security
Operations, Office of Transport Security. Department of Home
Affairs, GPO Box 594 Canberra ACT 2601 or
[email protected].

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1.12 Foreign Clearances - Australian Aircraft
1.12.1 Australian aircraft operators are responsible for obtaining foreign
clearances when necessary for overflights of, or landings in, the
territory of another State.
1.12.2 Clearances for a small number of countries which do not accept
direct applications from private operators must be arranged by
application through the Department of Foreign Affairs and Trade.
1.12.3 Pilots are advised that their flight plans will not be considered by
some countries unless documentation of onward foreign
clearance is produced.
1.13 Aircraft on International Flights to Comply with Laws
1.13.1 Section 16 of the Air Navigation Act 1920 provides that the
owner, operator, hirer and pilot in command of any aircraft (and
any other pilot of the aircraft) granted a licence, permission or
approval under this Act or the regulations which arrives in
Australian territory from a place outside Australian territory or
departs from Australian territory for a place outside Australian
territory must comply with the provisions of all applicable laws of
the Commonwealth or of a State or Territory. This includes laws
relating to entry and departure or clearance of passengers, crew
and/or cargo, immigration, passports, customs and biosecurity.
1.14 Section 22 of the Civil Aviation Act 1988
1.14.1 This section gives effect in Australian law to the provisions of
Article 3 of the Chicago Convention, which prohibits the use of
force against civil aircraft and provides for the regulation of civil
aircraft flying over the territory of foreign countries without
authorisation or for any purpose that is inconsistent with the
aims of the Chicago Convention.
1.14.2 A major requirement of this legislation is that aircraft under
Australian jurisdiction shall not be flown over the territory of a
foreign country without authorisation or for a purpose that is
prejudicial to the security, public order or safety of air navigation
in that country. If an aircraft is being flown in these
circumstances, the pilot in command must comply with an order
to land or any other instruction that is given by an authorised
official of the foreign country.

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1.14.3 The legislation provides for the pilot in command who is found
guilty of an offence under Section 22 to be subject to severe
penalties such as imprisonment. Ancillary offenders (for
example, the operator) may be prosecuted under the Crimes
Act.
1.14.4 Operators should note that nothing in this legislation relieves
obligations which any other law, including the law of a foreign
country, might impose. An Australian aircraft which is flying with
proper authorisation over the territory of a foreign country is
required to obey a direction legally given by the aviation
authorities of the country concerned, just as a foreign aircraft
flying over Australian territory is required to obey a lawful
direction which may be given by the relevant Australian
authorities.
1.15 Aircraft Noise Operating Restrictions
1.15.1 Under the Air Navigation (Aircraft Noise) Regulations 1984,
international and domestic aircraft operating in Australia are
required to be certified as compliant with the relevant ICAO
Annex 16 noise standards. Subsonic jets must be certified as
Chapter 3 or Chapter 4. Aircraft with Chapter 2 noise certification
are not permitted to operate.
1.15.2 Large, Marginally noise Compliant Chapter 3 (MCC3) jet aircraft
are prohibited from operating at: Sydney, Melbourne, Brisbane,
Perth, Adelaide, Hobart, Canberra, Darwin, Cairns, Gold Coast,
Newcastle (Williamtown), Essendon and Avalon airports. For a
full list of potentially affected aircraft types please contact the
General Manager, Aviation Environment Branch (see para
1.15.4).
1.15.3 Operators of MCC3 aircraft who want to operate at these
airports must apply to the Department of Infrastructure, for a
(noise) permission to operate.
1.15.4 Aircraft owners and pilots requiring information about aircraft
noise operating restrictions or the Air Navigation (Aircraft Noise)
Regulations should contact:

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AIP Australia 24 MAY 2018 GEN 1.2 - 23
General Manager
Aviation Environment Branch
Department of Infrastructure and Regional Development
GPO Box 594
CANBERRA ACT 2601 AUSTRALIA
Ph: +61 2 6274 7111
Fax: +61 2 6274 7804
Email: [email protected]
IMPORTANT - International operators must also contact the
Australian Civil Aviation Safety Authority (CASA) to apply for a
(safety) permission to operate in Australian Territory (see
contact details at GEN 1.1 para 2.3b.).
1.16 Australian Operational Documents Available to Pilots
Licensed by Another State Proposing to Visit Australia
1.16.1 Airservices Australia has available, on a payment basis, to pilots
licensed by another State proposing to come to Australia, the
following documents which relate to the proposed flight:
a. IFR Flight Documents Australian AIP Book; En Route,
Planning and Terminal Charts; Departure and Approach
Procedures and En Route Supplement Australia (ERSA).
b. VFR Flight Documents Australian AIP Book; En Route,
Planning and Visual Terminal Charts, and ERSA.
1.16.2 To secure appropriate documents, a pilot should refer to the
online AIP Shop at www.aipshop.canprint.com.au. A login using
a valid ARN is required to order AIP products. Checking of the
stored mailing address, contact phone number and email
address is recommended.
2. DESIGNATED INTERNATIONAL AIRPORTS - AUSTRALIA
Note: Operations by aircraft at all of the airports listed in the
following section are limited to the pavement strength shown
against the airport in AIP ERSA. Prior application must be made
to the airport operator for a pavement concession where this is
necessary.
2.1 Major International Airports
2.1.1 “Major International Airport” means an airport of entry and
departure for international air traffic where there is an ongoing
border agency presence to conduct all formalities incident to
Customs, Immigration and Biosecurity clearance.

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GEN 1.2 - 24 24 MAY 2018 AIP Australia

Airport Clearances Available

Adelaide Customs, immigration and biosecurity.
Brisbane Customs, immigration and biosecurity.
Cairns Customs, immigration and biosecurity.
Darwin Customs, immigration and biosecurity.
Melbourne Customs, immigration and biosecurity.
Perth Customs, immigration and biosecurity.
Sydney Customs, immigration and biosecurity.
Although not categorised as a major international airport, Gold
Coast Airport has an ongoing border agency presence to
conduct Customs, immigration and biosecurity clearances.
Note: Reasonable notification required for non-scheduled traffic.
2.2 Restricted Use International Airports
2.2.1 “Restricted Use International Airport” means an airport of entry
and departure at which the formalities incident to Customs,
immigration, and biosecurity and similar procedures are made
available on a restricted basis, to flights with prior approval only.
The airline or its agent/representatives may be responsible for
covering additional expenses relating to the positioning of
resources from another border agency base to a Restricted Use
International Airport.
Airport Clearances Available
Avalon Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Brisbane West Customs, immigration and biosecurity
Wellcamp clearances services are provided to
coincide with approved flights only.
Broome Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Canberra Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.

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AIP Australia 24 MAY 2018 GEN 1.2 - 25
Airport Clearances Available
Coffs Harbour Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Coffs Harbour is not a proclaimed first port
of entry and landing place for overseas
aircraft and may only be nominated as an
alternative for flights with prior Department
of Agriculture and Water Resources
approval.
Gold Coast Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Hobart Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Learmonth Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Lord Howe Island Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Department of Agriculture and Water
Resources does not currently have any
approved officers on Lord Howe Island
that are trained to undertake international
aircraft clearances.
Port Hedland Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Sunshine Coast Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.
Townsville Customs, immigration and biosecurity
clearances services are provided to
coincide with approved flights only.

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GEN 1.2 - 26 24 MAY 2018 AIP Australia

Airport Clearances Available

Williamtown/ Customs, immigration and biosecurity
Newcastle clearances services are provided to
coincide with approved flights only.
2.3 Alternate Airports to International Airports
2.3.1 “Alternate Airport” means an airport specified in the flight plan to
which a flight may proceed when it becomes inadvisable to land
at the airport of intended landing (see also GEN 1.3 Section 5.).
The Airline or its agent/representatives may be responsible for
covering additional expenses relating to the positioning of
resources from another border agency base to an Alternate
Airport.
Airport Clearances Available
Alice Springs Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Avalon Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Canberra Customs, immigration and biosecurity
clearances are available if reasonable
notification of diversion is given (but see
GEN 1.3 para 6.4.1).
Coffs Harbour Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.

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AIP Australia 24 MAY 2018 GEN 1.2 - 27
Airport Clearances Available
D
Geraldton Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Gold Coast Customs, immigration and biosecurity
clearances are available outside of
scheduled international flights if
reasonable notification of diversion is
given.
Kalgoorlie Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Launceston Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Learmonth Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Port Hedland Customs, biosecurity and immigration
clearances are available if reasonable
notification of diversion is given.
Rockhampton Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.

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 GEN 1.2 - 28 24 MAY 2018 AIP Australia

Airport Clearances Available

D
Tindal Serviced for international arrivals in the
event of an emergency/stress. In such an
instance, all passengers and crew must
remain on board where safe to do so.
Aircraft should then proceed to a major
international airport for clearance.
Townsville Customs, immigration and biosecurity
clearances are available outside of
scheduled international flights if
reasonable notification of diversion is
given. Townsville may be nominated as an
international alternate for wide bodied
aircraft subject to the following conditions:
a. Use of the military apron will be subject
to the requirements of the RAAF.
b. Taxiway “K” maybe used when the
military apron is not available.
2.4 International Non-Scheduled Flight Airports
2.4.1 “International Non-Scheduled Flight Airport” means an airport at
which approval may be granted, provided the prescribed prior
notice is given, for international non-scheduled flights only. No
other form of international operation is permitted:
Airport Clearances Available
Horn Island Customs, immigration and biosecurity
clearances are available if reasonable
prior notice is given.
2.5 External Territory International Airport
2.5.1 “External Territory International Airport” means an airport of
entry and departure for international air traffic located upon an
Australian External Territory, where all formalities incident to
Immigration, Biosecurity and Territory Customs, and similar
procedures are available. Australian external territory
international airports are as follows:

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AIP Australia 24 MAY 2018 GEN 1.2 - 29

Airport Clearances Available

Christmas Island Customs, immigration and biosecurity
clearance services are provided to
coincide with approved flights only.
Cocos (Keeling) Customs, immigration and biosecurity
Island clearance services are provided to
coincide with approved flights only.
Norfolk Island Customs, immigration and biosecurity
clearance services are provided to
coincide with approved flights only.

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GEN 1.2 - 30 24 MAY 2018 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 24 MAY 2018 GEN 1.3 - 1

GEN 1.3 ENTRY, TRANSIT AND DEPARTURE OF

PASSENGERS AND CREW

1. INTRODUCTION
1.1 The Australian requirements for entry and departure of aircraft
engaged in international flights, and the standard procedure for
clearance of these aircraft at Australian designated international
airports, are advised for the information and guidance of
operators conducting international flights to and from Australia.
1.2 The standard procedures are designed to facilitate the clearance
of passengers through the two stages of examination, the
Department of Home Affairs customs and immigration
processing and the Department of Agriculture and Water
Resources biosecurity processing.
1.3 Department of Agriculture and Water Resources Biosecurity
Requirements
D
The Quarantine Act 1908 was repealed on 16 June 2016 and
replaced by the Biosecurity Act 2015. The Department of
Agriculture and Water Resources and its officers are now
undertaking functions and duties and exercising powers
pursuant to the Biosecurity Act 2015.
Detailed information about the biosecurity requirements for
overseas aircraft can be found in the “Department of Agriculture
and Water Resources Guidelines for Airline and Aircraft
Operators Arriving in Australia” document that can be found on
the Department of Agriculture and Water Resources website at:
www.agriculture.gov.au/biosecurity/avm/aircraft/guidelines-
operators.
1.3.1 All aircraft are required to meet Australia’s disinsection
requirements. The commander of an overseas aircraft (or, if the
commander is not the operator of the aircraft, the operator of the
aircraft) will make arrangements for the disinsection of the
aircraft in a manner, and within a time, approved by the Director
of Human Biosecurity.
The following disinsection options are available to airline
operators to meet Australia’s cabin and hold disinsection
requirements:

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GEN 1.3 - 2 24 MAY 2018 AIP Australia

Method Cabin Chemicals Hold Chemicals

Residual 2% permethrin 2% permethrin
Pre-embarkation Pre-flight - 2% permethrin 1 shot - 2% permethrin
and 2% d-phenothrin
Pre-flight and Top of Pre-flight - 2% permethrin 1 shot - 2% permethrin
Descent and Top of Descent - 2% and 2% d-phenothrin
d-phenothrin
On arrival 2% d-phenothrin 1 shot - 2% permethrin
and 2% d-phenothrin
Disinsection Approved Arrangements with either the Department
of Agriculture and Water Resources or the Ministry of Primary
Industries New Zealand (MPI) are required for the residual or
pre-embarkation methods.
Refer to the Department of Agriculture and Water Resources
website or MPI website for further information on disinsection:
‘Schedule of aircraft disinsection procedures for flights into
Australia and New Zealand’.
1.3.2 Pre-arrival Reporting Requirements. Prior to arrival at a first
point of entry in Australia, the commander of an international
aircraft (or, if the commander is not the operator of the aircraft,
the operator of the international aircraft) will advise the
Department of Agriculture and Water Resources of the following:
a. Details of any person on board the aircraft who has, or had
signs or symptoms of a listed human disease during the
flight;
b. Details of any person on board the aircraft who died during
the flight;
c. If there are animals or plants (or both) in the cabin of the
aircraft - that fact;
d. If any animal in the cabin of the aircraft died during the flight -
that fact; and
e. If the aircraft is an incoming aircraft and the prescribed
disinsection measures for the aircraft have not been taken, or
will not have been taken, before the aircraft arrives at its first
landing place in Australian territory - that fact;

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AIP Australia 24 MAY 2018 GEN 1.3 - 3
1.3.3 The commander of an aircraft on a non-scheduled flight, or
through an authorised ground handling agent, must report the
following additional information without exception:
a. Information identifying the aircraft;
b. The intended first landing place of the aircraft in Australian
territory;
c. The estimated day and time of arrival of the aircraft at the
place referred to in paragraph b;
d. The name and contact details of:
(i) the operator of the aircraft; and
(ii) if the operator is not the owner of the aircraft - the
owner of the aircraft
e. Details about any animals or plants in the cabin of the aircraft.
1.3.4 The pre-arrival report must be given:
a. at the earlier of:
(i) as close to the top of descent as is operationally
practicable before the aircraft is estimated to arrive at its
first landing place in Australian territory; and
(ii) 30 minutes before the aircraft is estimated to come to a
standstill after arriving at its first landing place in
Australian territory; or
b. at the time specified by a biosecurity official.
Note: The commander of an aircraft on a non-scheduled flight
may provide the additional information to the Department of
Agriculture and Water Resources prior to the departure of the
aircraft from the last port before entering Australian territory.
1.3.5 The pre-arrival report must be made to biosecurity officers
located at the intended first landing place (or at the department
office responsible for biosecurity clearances at the intended first
landing place) either orally or in writing (including electronically).
After this information is reported, if the Commander becomes
aware the information is incomplete or incorrect they will provide
additional information or correct the information as soon as
practicable.

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GEN 1.3 - 4 24 MAY 2018 AIP Australia

Any contaminants on the aircraft from dead or sick people must

be cleaned or disinfected in accordance with post-event
disinfection procedures for aircraft, as outlined in the World
Health Organization 2009 Guide to Hygiene and Sanitation in
Aviation, third edition.
1.3.6 Any of the following are considered possible signs or symptoms
of a listed human disease:
a. fever or suspected fever
b. jaundice
c. a new rash
d. unusual bleeding
e. a new coughing illness, and
f. any illness that required prompt medical assistance
However, any traveller showing signs of serious illness and
needing medical assistance must be brought to the attention of a
biosecurity officer.
If there is any doubt whether an ill traveller needs to be reported,
the commander should contact a biosecurity officer.
Commanders do not need to report travellers whose illness is a
result of:
a. drug or alcohol use;
b. an injury or a pre-existing physical condition, or
c. motion sickness.
Commanders are also required to report any changes to this
status that occur after submitting the pre-arrival report.
The operator of the vessel or aircraft is responsible for
requesting medical or ambulance services.
The operator of an aircraft or vessel is legally responsible for
ensuring the Department of Agriculture and Water Resources is
notified. Failure to report ill travellers or death on board an
aircraft is an offence under the Biosecurity Act 2015 and can
lead to the application of additional reporting requirements,
revoking positive pratique, fines or possible imprisonment.

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AIP Australia 24 MAY 2018 GEN 1.3 - 5
1.3.7 Pratique is the granting of permission to disembark and unload
baggage and cargo based on the absence of disease in the
passengers and crew. Aircraft entering Australia operate under a
system of (automatic) positive pratique. Under this system
permission to disembark and unload cargo and baggage is
automatically granted, unless any of the following applies:
a. the prescribed disinsection measures for the aircraft have not
been undertaken;
b. the aircraft has reported an individual as having, or having
had, signs or symptoms of a listed human disease, or an
individual has died during the flight;
c. a human biosecurity official or a biosecurity official believes
an individual on the flight is displaying signs or symptoms of a
listed human disease, has been exposed to a listed human
disease; or has died during the flight; or
d. a pre-arrival report consistent with 1.3.2 was not provided.
1.3.8 Any aircraft not entering under (automatic) positive pratique, will
be met on arrival by a biosecurity officer. All passengers and
crew must remain onboard until pratique is granted by this
officer. When the biosecurity officer is satisfied that there are no
further biosecurity issues, he/she will verbally grant pratique and
advise that disembarkation and the unloading of baggage and
other goods may commence. Regardless of whether an aircraft
enters Australian territory on a scheduled or non-scheduled
flight, a biosecurity officer will meet an aircraft on arrival if:
a. the aircraft is not the subject of an approved arrangement
with the department for aircraft disinsection, or
b. the aircraft is the subject of an approved arrangement with
the department for aircraft disinsection however the airline
has not updated the Aircraft Disinsection Information (ADI)
database with the residual disinsection details for the arriving
aircraft, or
c. the waste service provider attending the aircraft has not
entered into an approved arrangement with the department;
or
d. the Department of Agriculture and Water Resources is
notified of ill traveller/s and/or death on board.

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GEN 1.3 - 6 24 MAY 2018 AIP Australia

1.3.9 All cabin, galley and hold biosecurity waste onboard the aircraft
must be collected, transported, stored and/or treated by either a
service provider that has entered into an approved arrangement
with the department or a service provider under the department’s
supervision on a fee for service basis. Biosecurity waste may
include refuse and sweepings from galley, accommodation,
cabin and hold areas of the aircraft; any unconsumed and partly
consumed foods including prepared meals; any non-washable
items, other waste or materials that may have come in contact
with biosecurity waste; animal or plant waste; or materials used
to pack or stabilise imported goods.
1.3.10 The commander of an aircraft arriving in Australian territory must
ensure the aircraft is free from biosecurity waste before the
aircraft is moved further within Australian territory, unless prior
approval has been given by the Department of Agriculture and
Water Resources.
1.3.11 Biosecurity In–flight Announcement. Prior to arrival in
Australia (at top of descent), commanders of all international
aircraft must provide to all travelling passengers and crew and
approved in-flight announcement which outlines Australia’s
biosecurity requirements. The audio announcement is available
in a number of formats and languages on the Department of
Agriculture and Water Resources website. If the audio message
cannot be played, commanders must ensure that their crew
make a verbal in-flight announcement prior to arrival in Australia.
The delivery of the announcement is a legal requirement under
Australian law. The approved announcement must not be edited.
1.3.12 All persons (passengers and crew) arriving in Australia must
have the following documents ready for examination by a
biosecurity officer and an ABF Officer when requested:
a. An Immigration Incoming Passenger Card (although this is an
Immigration document, it may facilitate health clearances).
b. A valid International Certificate of Vaccination or Prophylaxis
against yellow fever (if in the last six days a person has visited
a yellow fever declared country for overnight or longer). A
valid certificate is consistent with the requirements in Annex 6
of the International Health Regulations (2005).
Note: If the person does not have a valid certificate, entry into
Australia will be permitted after assessment by a biosecurity
officer.

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AIP Australia 24 MAY 2018 GEN 1.3 - 7
1.3.13 For ill passengers that are in transit through Australia the
requirements are the same as for those entering Australia.
Passengers in transit are not permitted to leave the transit area
other than for actual boarding of their outward flight. If the time
between arrival and departure allows, and if it is determined to
be advisable, the person may either be isolated in a biosecurity
facility (i.e. an airport health room) or be allowed restricted
access to airport facilities and wait areas as advised by
Department of Agriculture and Water Resources biosecurity
officers.
1.3.14 Passenger and crew will pass from the aircraft to the ABF Entry
Control Point where the vaccination certificates will be assessed.
1.3.15 The following goods must not be imported into Australia unless
the relevant import conditions have been met as outlined in the
Department of Agriculture and Water Resources Biosecurity
Import Conditions Database (BICON):
a. all animals (including, but not limited to, mammals, birds,
reptiles, amphibians and insects) and animal products;
b. cultures of micro–organisms capable of causing human
disease and goods of biological origin and other infectious
agents;
c. foodstuffs of animal origin, including meat, poultry, sausages,
eggs, cheese and milk;
d. plants and plant products (e.g. wooden articles, flowers,
seeds, fruit and vegetables);
e. fungi;
f. human remains, fluids and tissues;
g. bioremedial agents and fertilizers.
Note: Any goods brought or imported into Australia not meeting
import conditions may be treated, exported or forfeited to the
Commonwealth for disposal.
1.3.16 Australia is free from many diseases, pests and weeds which
cause serious damage in other parts of the world. The
cooperation of all air crews and passengers is sought in
preserving this.
1.3.17 The Biosecurity (First Point of Entry) Determinations 2016
details the first points of entry into Australia through which
animals, plants and other kinds of goods may enter Australia.

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GEN 1.3 - 8 24 MAY 2018 AIP Australia

1.3.18 Although Australia has no vaccination requirements for

departure, travellers will have to satisfy the requirements of
countries to, or through which, they travel. Travellers should,
therefore, consult the airline, a reputable travel medicine
organisation, or the official representatives of the countries
concerned regarding the necessity for vaccinations.
2. IMMIGRATION/EMIGRATION REQUIREMENTS
2.1 General
2.1.1 Information in this section is based on the Migration Act 1958,
the Migration Regulations 1994 and the Customs Act 1901.
Since the information can change over time the Department of
Home Affairs strongly recommends that anyone proposing to
travel to Australia contact airlines, travel agents or Australian
missions overseas or visit www.homeaffairs.gov.au to ensure
travel documentation and visa requirements are met.
2.1.2 Airline operators should ensure that their staff are fully aware of
Australia’s immigration and customs requirements. The Travel
Information Manual (TIM) and the online Timaticweb
(www.timaticweb.com) provides a regularly updated, ready–
reference for information on Australia’s requirements. The
master, owner, agent, charterer and operator of a vessel on
which a non–citizen is brought into Australia are guilty of an
offence against Section 229(1) of the Migration Act 1958 unless
the non–citizen when entering Australia:
a. is in possession of evidence of a visa (see para 2.5.2a), that
is in effect and that permits him/her to travel to Australia; or
b. is deemed to be a person having a prescribed status and
holds a special purpose visa (see para 2.5.2c); or
c. is a transit passenger who meets certain criteria (see para
2.5.2c(7)); or
d. is eligible for a special category visa (see para 2.5.2d); or
2.1.3 A person who is guilty of an offence against Section 229(1) of
the Migration Act is liable, upon conviction, to a fine not
exceeding AU$10,000 for each non-citizen who is brought to
Australia. In lieu of prosecution, airlines may pay a penalty of
AU$5,000.

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AIP Australia 24 MAY 2018 GEN 1.3 - 9
2.2 Advance Passenger Processing (APP) reporting of
passengers and crew
2.2.1 Airlines flying into Australia who provide a ‘regular international
passenger air service’ are required to report all inbound
passengers and crew, including all transit passengers, to
Immigration though the electronic APP system. The information
is collected at check–in through the APP system and transmitted
to Australia for use by border agencies prior to the arrival of the
aircraft. Airlines seeking detailed information concerning the
legislative and system requirements can contact Immigration at:
[email protected].
2.3 Advance Passenger Reporting for Passengers and Crew
Under the Customs Act 1901.
2.3.1 Airlines flying into Australia who do not provide a ‘regular
international passenger air service’, as defined under the
Migration Act 1958 are required to report all inbound passengers
and crew, including all transit passengers, to the ABF though
form 2A and 2B for passengers and form 3 and 3B for crew.
2.4 Inwards Clearance – Passports or Other Travel Document
2.4.1 All persons seeking to enter Australia, whether for a visit,
temporary or permanent residence, must identify themselves. In
the case of non–citizens, they must hold or be eligible for a visa.
Passports are the most common and preferred type of travel
document for identification purposes. A valid passport is
required for travel to Australia from all overseas destinations.
2.4.2 Some countries still issue family group passports which may
cover, for example, a husband and/or wife and children of two or
more siblings. For entry control purposes, Australia accepts
dependants on such passports only when accompanied by the
principal holder.
2.4.3 Passports are not required for holders of the following:
a. Certificates of Identity, Documents of Identity, or “Documents
for Travel to Australia” or Australian Migration Status
ImmiCards issued by Australian authorities.
b. Documents of Identity, issued by a country other than
Australia. (Documents must have a photograph of the bearer
and re–entry authority to the country of issue).

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GEN 1.3 - 10 24 MAY 2018 AIP Australia

c. Laissez–passer (travelling on duty), issued by the United

Nations.
d. Military identity documents and movement orders issued to
members of:
(i) armed forces that have a Status of Forces Agreement
with Australia (France, Papua New Guinea, Republic of
the Philippines, Turkey, Singapore, USA, Malaysia and
New Zealand)
(ii) Asia–Pacific armed forces (Brunei, Fiji, Malaysia,
Thailand or Tonga); or
(iii) Commonwealth forces (Antigua, Bahamas, Barbados,
Belize, Canada, Grenada, Jamaica, Mauritius, New
Zealand, Papua New Guinea, Saint Lucia, Saint
Vincent and the Grenadines, Solomon Islands, St
Christopher and Nevis, Tuvalu, and the United Kingdom
of Great Britain and Northern Ireland).
e. Certificates for air crew members, travelling on duty as
operational or positioning crew:
(i) operational crew must carry a current identity document
issued by the airline by which he/she is employed
(“Airline ID card”) and a valid passport; and
(ii) positioning crew not listed as crew members must carry
a valid passport and a letter from their employer
certifying air crew status and setting out the purpose of
the persons’ travel to Australia and the arrangements
for them to leave Australia.
f. Documents issued to stateless persons as follows:
(i) Certificate of Identity, provided it holds proof to re–enter
the country of residence; or
(ii) Titre de Voyage issued to persons recognised as
refugees under the 1951 Convention Relating to the
Status of Refugees.
2.4.4 Passengers who are yet to present for immigration clearance
and are travelling on domestic sectors of international flights
within Australia must carry acceptable forms of photo–
identification.

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AIP Australia 24 MAY 2018 GEN 1.3 - 11
2.5 Visa Requirements
2.5.1 All non–citizens are required to have a visa for travel to
Australia. The Australian Government strongly recommends that
all passengers proposing to travel to Australia contact airlines,
travel agents or Australian missions overseas to ensure travel
document and visa requirements are met.
2.5.2 Carriers are required to ensure non–citizen passengers
travelling to Australia hold, or are eligible to hold, a valid visa.
Persons in possession of expired visas should not be carried to
Australia. Visas for travel to Australia may be for either single or
multiple journeys within the validity of the visa. Visas facilitate
travel, but do not guarantee entry. Visitors who fail to satisfy
border checks can be refused entry to Australia. Visa types are
identified as follows:
a. There are two types of visas: temporary and permanent. The
majority of visas granted will not be evidenced by a stick–in
visa label as visa labels ceased to be issued from 1
September 2015. Existence of a visa should be verified by
airlines at check–in via Advance Passenger Processing
(APP) system.
b. Where capable, airlines may issue Electronic Travel
Authorities (ETAs) for tourist or short term business travel to
bearers of passports issued by the following countries:

Andorra Greece Malta Sweden

Austria Hong Kong Monaco Switzerland
Belgium Iceland Netherlands Taiwan
Brunei Ireland Norway
United Kingdom
Canada Italy Portugal (British Citizens and
Denmark Japan San Marino British Nationals
Overseas)
Finland Liechtenstein Singapore
France Luxembourg South Korea USA
Germany Malaysia Spain Vatican City

Further information regarding these visas and the visa

application process can be found at www.homeaffairs.gov.au.
including authenticating Taiwanese passports.

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c. Special Purpose Visas (SPVs) are a class of temporary visa

taken to have been granted by operation of law to certain
persons or classes of persons; e.g. military personnel
travelling on official duty provided for under an agreement
between Australia and a foreign country.
SPV holders are not required to complete an application form
provided they belong to any of the following classes of
persons (arrival by air only, further categories exist for
passengers arriving by sea):
(i) members of the armed forces of France, Papua New
Guinea, Republic of the Philippines, Singapore, Turkey,
USA, Malaysia and New Zealand under the Status of
Forces Agreement (SOFA) travelling on duty (movement
orders issued from an official source of the relevant
country) and holding military identity documents;
(ii) members of Asia Pacific armed forces (Brunei, Fiji,
Malaysia, Thailand or Tonga) travelling on duty and
holding military identity documents and movement
orders;
(iii) members of Commonwealth armed forces travelling on
duty (movement orders issued from an official source of
the relevant country) and holding military identity
documents (Antigua, Bahamas, Barbados, Belize,
Canada, Grenada, Jamaica, Mauritius, New Zealand,
Papua New Guinea, Saint Lucia, Saint Vincent and the
Grenadines, Solomon Islands, St Christopher and
Nevis, Tuvalu, and the United Kingdom of Great Britain
and Northern Ireland);
(iv) members of the civilian component of SOFA provided
they hold passports and certificates stating that the
person is a member of the civilian component of the
armed forces of the relevant country;
(v) dependants of SOFA, Asia Pacific and Commonwealth
armed forces listed above provided they hold a
passport and either movement orders or certificates
stating they are a spouse or a dependant of a member
of the armed forces, or the civilian component of the
armed forces of the relevant country, and are
accompanying or joining that member;

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D
(vi) airline crew members travelling as passengers in the
course of employment, who will be departing Australia
as crew of an aircraft (“positioning crew”), provided they
are in possession of a letter from the employer
regarding aircrew status, purpose of travel and
arrangements for departure from Australia within five
(5) days (“Certificate of Status”). This SPV arrangement
is not for air crew seeking to work specifically on
domestic sectors or to perform other duties in Australia.
An appropriate visa should be applied for in these
cases;
(vii)Transit passengers (not applicable to stateless persons
and refugees) who are direct transit passengers
arriving and departing by aircraft are taken to hold a
special purpose visa provided they:
– will be continuing their journey to a third country by the
same or a connecting aircraft within eight (8) hours of
arrival in Australia;
– do not leave the airport transit lounge except to continue
their journey;
Note: If a person in this class seeks to leave the transit
lounge, i.e. seek immigration clearance, the special
purpose visa will cease.
– are in possession of confirmed onward reservations and
hold correct documentation for entry to their destination;
and
– be a citizen of the following countries:

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GEN 1.3 - 14 24 MAY 2018 AIP Australia

Andorra Greece Netherlands Slovakia

Argentina Hungary New Zealand Slovenia
Austria Iceland Norway Solomon Islands
Belgium Indonesia Oman South Korea
Brunei Ireland Palau Spain
Canada Italy Papua New Sweden
Guinea
Chile Japan Philippines Switzerland
Croatia Kiribati Poland Thailand
Cyprus Latvia Portugal Tonga
Czech Republic Liechtenstein Qatar Tuvalu
Denmark Lithuania Republic of United Arab
Bulgaria Emirates
Estonia Luxembourg Republic of United Kingdom
South Africa (including its
colonies)
Federated States Malaysia Republic of United States of
of Micronesia Marshall Islands America
Fiji Malta Romania Uruguay
Finland Mexico Samoa Vanuatu
France Monaco San Marino Vatican
Germany Nauru Singapore

– Resident of Hong Kong holding Hong Kong Special

Administrative Region (HKSAR) passports or British
National Overseas (BNO) passports;
– Resident of Taiwan holding a passport issued by the
Authorities of Taiwan (other than passports purported to
be official or diplomatic passports);
– Official passport holders from India;
– Diplomatic passport holders, excluding holders of:
– Arab Non-National Passports; and
– excluding diplomatic passports from the following
countries

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AIP Australia 24 MAY 2018 GEN 1.3 - 15

Afghanistan Iran Madagascar Sierra Leone

Algeria Iraq Morocco Somalia
Angola Jordan Pakistan Sudan
Bahrain Kuwait Republic of Syria
Yemen
Comoros Lebanon Russian Tunisia
Federation
Democratic Peo- Libya Saudi Arabia Zimbabwe
ple’s Republic of
Korea
Egypt Mauritania
(viii)Members of the Royal family or guests of the Australian
government and accompanying immediate family
members;
(ix) Official guests of the Australian Government and
accompanying members of their immediate family.
d. Special Category Visa (SCV). A New Zealand citizen, who
holds and produces a valid New Zealand Passport to an
officer or authorised system and answers the health and
character questions either on the Incoming Passenger Card
or via the SmartGate, may be eligible to be granted the
Special Category Visa at the border.
2.5.3 Merchant Seaman. The visa regulations for merchant seamen if
they arrive in Australia by air are the same as for holders of
normal passports.
D

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2.6 Returning Non-citizen Permanent Residents of Australia

2.6.1 Non–Australian citizens who are permanent residents of
Australia wishing to travel overseas after their initial residence
visa has expired must hold an authority to return to Australia in
their national passport. This may take the form of a “Resident
Return” visa. Permanent residents who hold an “Authority to
Return” or “Return Endorsement”, which are in the form of a wet
stamp in their passport are not recorded electronically in
Departmental systems. Airlines will need to confirm with the
Department whether holders of these wet stamps are returning
to Australia within three (3) years of their most recent departure.
These wet stamps are also acceptable in expired or cancelled
passports or other travel documents provided the holder also
has a valid national passport.
2.7 Incoming Passenger Cards
2.7.1 Incoming Passenger cards are required to be completed by all
passengers except for:
a. airline crew members who are on duty; and
b. direct transit passengers described in sub-para 2.5.2c.(vii).
2.7.2 Supplies of Incoming Passenger Cards should be maintained on
aircraft and issued to passengers in ample time for completion
before arrival at the immigration clearance airport in Australia. If
passengers cannot complete their own cards because of age or
physical infirmity, the cards must be completed by the
accompanying parent, guardian or attendant.
2.7.3 Incoming Passenger Cards are available in English and a
number of foreign languages. All incoming passenger cards
must be completed in the English language.
2.8 Examination of Crew and Passengers
2.8.1 Immigration examination of passengers is generally done at the
point of final disembarkation in Australia, except when special
arrangements to the contrary have been made.
2.8.2 For the purposes of examination, the following documents must
be ready for presentation to the ABF Officer:
a. Aircraft Crew
(i) For operational flight crew, a valid passport and a
certificate of status from their employer in the form of an
airline ID card.

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AIP Australia 24 MAY 2018 GEN 1.3 - 17
(ii) Positioning crew not listed as crew members must carry
a valid passport and a letter from their employer
certifying air crew status and setting out the purpose of
the persons’ travel to Australia and the date for them to
leave Australia.
(iii) A completed Form B465 Crew Declaration, which can
be accessed via: https://www.homeaffairs.gov.au/
Forms/Documents/B465-crew-declaration.pdf
b. Passengers
(i) In the case of Australian citizens, valid Australian
passports, or other valid documents of identity having
the characteristics of passports, and Incoming
Passenger Cards.
(ii) In the case of New Zealand citizens, valid New Zealand
passports and Incoming Passenger Cards.
(iii) In the case of all other persons, valid national
passports, or other acceptable documents listed in para
2.5.2, with visa as required for entry into Australia, and
Incoming Passenger Cards.
2.9 Outwards Clearance – Documentation
2.9.1 Advance Passenger Processing (APP) reporting of
passengers and crew. Airlines flying from Australia who
provide a ‘regular international passenger air service’ are
required to report all departing passengers and crew, including
all transit passengers to Immigration through the electronic APP
system. The information is collected at check-in through the APP
system and transmitted to Australia for use by border agencies
prior to the departure of the aircraft. Airlines seeking detailed
information concerning the legislative and system requirements
can contact Immigration at: [email protected].

3. CUSTOMS AND BORDER PROTECTION REQUIREMENTS

3.1 Inward Clearance – Documentation
The pilot in command (or authorised agent) of an aircraft landing
at a designated international airport which is the first airport of
call in Australia shall furnish the following documents to the
Department of Home Affairs:

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Impending Arrival Report – Electronic, lodged in the ICS

The aircraft operator must report to the Department of Home
Affairs the impending arrival of the aircraft. The Impending
Arrival Report (IAR) must be lodged electronically in the ICS not
more than 10 days before the estimated time of arrival of the
aircraft and not later than three (3) hours before the estimated
time of arrival of the aircraft. Where the duration of the flight from
the last overseas airport is likely to take less than three (3)
hours, the IAR must be made at least one (1) hour before arrival.
The IAR can be lodged by document (form B364), when the
aircraft is not carrying cargo.
D
Actual Arrival Report – Electronic, lodged in the ICS
The aircraft operator must report to the Department of Home
Affairs the particulars of the arrival of the aircraft and the time of
arrival. The Actual Arrival Report (AAR) must be lodged
electronically in the ICS within three (3) hours of the arrival of the
aircraft or before the certificate of clearance is issued, whichever
occurs first.
The AAR can be lodged by document (Form B358) when the
aircraft is not carrying cargo, providing the reporter satisfies an
EOI and the form is signed in the manner specified on the form.
Incoming Passenger Card
All aircraft passengers and crew arriving in Australia are required
to complete an Incoming Passenger Card of Form B465 Crew
Declaration for both Customs, Immigration and Biosecurity
purposes. Supplies of these forms should be maintained on the
aircraft and issued to passengers in ample time for completion
before arrival at the ABF Entry Control Point in Australia.
3.1.1 Airlines report aircraft and cargo data to the Department of
Home Affairs in the ICS. This information, in addition to the
Advance Passenger Processing data or Form 2, 2A and 3 for
non ‘regular international passenger air services’ provides
Department of Home Affairs with all the required information that
was previously on the physical General Declaration. The ‘actual
arrival report’ in ICS is made in place of a General Declaration.
However, some countries still require General Declarations for
arriving aircraft. ABF Officers will stamp the General Declaration
on departure of the aircraft in these circumstances.

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3.2 Examination of Crew and Passengers
3.2.1 Complete ABF examination of the baggage of passengers and
crew members is normally made at the airport where the
passengers and crew members finally disembark from the
aircraft.
3.2.2 When the ABF Boarding Officer has received the documents set
out above, and the Department of Agriculture and Water
Resources biosecurity officer has authorised unloading to
commence, baggage (including crew baggage) of all persons
destined for that airport will be unloaded and brought into the
baggage examination area (ABF Section) of the terminal
building for examination. Crew baggage will be separated from
passenger baggage. Cargo will be unloaded for immediate
delivery to a licensed Department of Home Affairs operated
depot.
3.2.3 ABF Officers may maintain surveillance over the unloading of all
baggage and cargo and ensure that it is taken directly to the
baggage examination area and depot respectively. An officer
may also check goods owned by, or in possession of, the crew
against the List of Stores and “Articles in Possession - Aircrew”
(see para 2.1).
3.2.4 Passengers and crew, after disembarking, must proceed to the
Entry Control Point for completion of Customs, Immigration,
Biosecurity and Health formalities.
3.2.5 All persons entering Australia who are in possession of
AUD$10,000 or more in Australian currency, or equivalent
foreign currency, must complete a Cross-Border Movement-
Physical Currency (CBM–PC) reporting form. Reporting forms
for this purpose are available from air and sea ports or from the
Australian Transaction Reports and Analysis Centre
(AUSTRAC). There is no limit to the amount of currency that can
be brought into Australia, but failure to declare the currency may
result in seizure and prosecution.
Note: If an ABF Officer or police officer asks, you must report
traveller’s cheques, money orders, cheques, or other bearer
negotiable instruments of any amount.
3.2.6 After the examination of crew and passenger baggage has been
completed and customs duty and tax (if any) paid, the persons
concerned will be authorised to remove their baggage from the
secondary examination area.
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3.3 Outward Clearance – Documentation

3.3.1 The pilot in command (or authorised agent) of an aircraft
departing from a designated international airport, which is the
first airport of departure from Australia, shall furnish the following
documents to the ABF Officer:
a. Departure Report (electronic, lodged in the ICS) – The
departure report is a prerequisite that must be satisfied
before a certificate of clearance can be granted by the
Department of Home Affairs. A departure report is a
statement made by the pilot or owner of the aircraft, or an
agent, to the Department of Home Affairs providing
information concerning the proposed date and time of
departure of the aircraft from an Australian airport. The
departure report must be lodged electronically in the ICS
prior to the departure of the aircraft.
Main Manifest (electronic, lodged in the ICS) – The pilot or
owner of the aircraft must communicate electronically to the
ABF not later than three (3) days after the day of departure of
the aircraft, an outwards manifest. The outwards manifest
must specify all goods that were loaded on board the aircraft.
b. Export Permits (when required), covering cargo and stores
laden on board.
Note: The ABF Officer where necessary (see 3.1.1) will sign and
stamp the second copy of the General Declaration and return it
to the pilot in command or authorised agent. The Department of
Home Affairs will issue a certificate of clearance to the pilot of
the aircraft upon completion of all reporting formalities (actual
arrival report, report of stores and prohibited goods and
departure report). The certificate of clearance gives permission
for the aircraft to depart the airport.
3.3.2 When aircraft landing in Australia are in transit, the pilot in
command or authorised agent will present documents for inward
clearance as set out in para 3.1.1 of this section. The ABF
Officer will, where necessary (see 3.1.1) sign and stamp the
General Declaration presented on arrival in Australia and return
it to the pilot in command. A certificate of clearance will be
provided to the pilot upon completion of all reporting formalities
and permits the aircraft to depart the airport.

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AIP Australia 24 MAY 2018 GEN 1.3 - 21
3.4 Currency
3.4.1 There is no limit to the amount of currency (notes and coins) that
may be brought into, or taken out of, Australia. However, if
persons are carrying currency of AUD$10,000 or more (or the
foreign equivalent) into or out of Australia, they must declare this
fact to an ABF Officer. Cross-Border Movement-Physical
Currency (CMB–PC) reporting forms are available on request.
Note: If an ABF Officer or police officer asks, you must report
traveller’s cheques, cheques, money orders, or other bearer
negotiable instruments of any amount.
3.5 Passenger Examination
3.5.1 The baggage of outward passengers may be subject to Customs
examination.
A currency report mentioned in para 3.4.1 above, where
applicable, must be presented to the ABF Officer.
3.6 Passenger Movement Charge (PMC)
3.6.1 Passengers departing Australia are required to, subject to
exemptions, pay the Passenger Movement Charge whether
ticketed or not. See GEN 4.1 Section 2.
3.7 Department of Home Affairs Publications
3.7.1 Information for visitors can be found on the Department’s
website via https://www.homeaffairs.gov.au/Trav/Visi/Info.
4. TRANSIT PASSENGERS – CLEARANCE REQUIREMENTS
AND PROCEDURES WITHIN AUSTRALIA
4.1 Immigration Requirements
4.1.1 Passengers who are in direct transit on through–flights will not
be required to complete Incoming Passenger Cards. This
concession applies irrespective of whether the passengers are
transiting on the same aircraft or whether, at the Australian
airport, a different aircraft is substituted for the remainder of the
flight. Direct transit passengers will need to hold an appropriate
visa unless they meet requirements in para 2.5.2, in which case
they will be taken to hold a special purpose visa.
4.1.2 Passengers disembarking in Australia (i.e. leaving the transit
area) from such a through–flight must present passports/travel
documents, visas, Incoming Passenger Cards and airline tickets
evidencing confirmed onward booking to a third country.

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4.1.3 Operators should note that a “through–flight” in this context is as

defined in Chapter 1 – Definitions and Applicability, of lCAO
Annex 9 (Facilitation) to the Convention on International Civil
Aviation, viz:
“Through–Flight. A particular operation of aircraft, identified by
the operator by the use throughout of the same symbol from
point of origin via any intermediate points to point of destination.”
4.1.4 The “through–flight” definition implies a single operator and does
not prevent the use of more than one aircraft for a through–flight.
The recording of dual flight numbers, when applicable, should
satisfy, for local purposes, the requirements of the definition in
so far as retention of “the same symbol” from point of origin to
point of destination is concerned.
4.1.5 Where international passengers leave the transit area and
transfer to another international flight at the same airport,
Incoming Passenger Cards, passport/travel documents and
visas (unless within the exempt categories see para 2.5.2) are
required to be presented.
4.2 Department of Home Affairs Requirements – Transit
Passengers Proceeding on the Same Aircraft
4.2.1 Such passengers are not required to make a customs
declaration provided they do not pass through a customs control
point.
4.2.2 Personal hand baggage is to be interpreted as covering only
normal personal requisites needed by the passenger for the
period of the stopover. Such baggage, however, is liable to
inspection.
4.2.3 Passengers, having other articles, may be required, at the
discretion of an ABF Officer, to make a customs declaration.
4.3 Department of Home Affairs Requirements – Transit
Passengers Proceeding on Another Aircraft
4.3.1 Such passengers who are to proceed to another country or
Australian checkpoint on another aircraft from the same airport
are not required to complete a customs declaration provided
they do not pass through an ABF control point.
4.3.2 Passengers, having other articles, may be required, at the
discretion of an ABF Officer, to make a Customs declaration.

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4.4 Department of Home Affairs Requirements – Personal Hand
Baggage
4.4.1 Normal personal requisites needed by a transit passenger for a
period of a stopover are liable to ABF inspection.
4.5 Department of Home Affairs Requirements - Cancelled or
Aborted Flights Departing Australia
4.5.1 Following the decision to cancel or abort a flight an airline
representative must advise an ABF officer.
4.6 Department of Home Affairs Requirements - Coordinating
Traveller/Crew Processing
4.6.1 The ABF officer and airline representative should coordinate
passenger/crew processing by separating the passenger and
crew groups of:
a. international traveller/crew transiting Australia
b. international traveller/crew originating from port of departure
c. international traveller/crew originating from another port in
Australia
d. domestic travellers
e. unlawful non-citizens, including removees
4.7 Department of Home Affairs Requirements - Passenger and
Crew Manifests
4.7.1 The airline representative should also hand over the following
manifests to an ABF officer:
a. a manifest of travellers and crew in transit who are joining the
flight, having departed from other ports in Australia
b. a manifest of travellers in transit who have arrived on an
international flight and are connecting with another
international flight
c. a flight interruption manifest or manifest of travellers/crew
who have been offloaded onto alternate international flights
rather than not departing. This will assist in reconciling
traveller movements post processing.

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5. LANDINGS AT DESIGNATED ALTERNATE AIRPORTS OR

ELSEWHERE THAN AT DESIGNATED INTERNATIONAL
AIRPORTS WITHIN AUSTRALIA
5.1 General
5.1.1 Landings elsewhere than at major international, restricted use
international, and international non–scheduled flight airports
may be divided into two categories:
a. landings at designated alternate airports to international
airports; and
b. landings elsewhere than at a designated alternate airport
which are made as a result of an emergency.
5.1.2 Under the requirements of the Customs Act 1901 and the
Migration Act 1958, an aircraft engaged on an international flight
which has landed elsewhere than at a designated international
airport, is required to proceed direct to a designated international
airport where Customs and Immigration clearances can be
completed. Biosecurity clearance is normally undertaken at the
airport of entry.
5.1.3 For charter aircraft and other flights arriving at alternate airports
or non–international airports see section 8.3.
6. LANDINGS MADE AT DESIGNATED ALTERNATE
AIRPORTS TO INTERNATIONAL AIRPORTS
6.1 Designated Alternate Airports to International Airports
6.1.1 The following is a list of the designated Australian alternate
airports (see also GEN 1.2 Section 2.3):
Alice Springs Gold Coast Port Hedland
Avalon Kalgoorlie Rockhampton
Canberra Launceston Tindal
Coffs Harbour Learmonth Townsville
6.1.2 When a landing is to be made by an international aircraft at any
of the alternate airports listed above, the Network Coordination
Centre in Airservices Australia will notify the ABF Strategic
Border Command Centre (SBCC) in the Department of Home
Affairs. SBCC will notify its relevant Regional Command Centre
and the Department of Agriculture and Water Resources.
Procedures effective for each of the designated alternate
airports will be as follows:

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AIP Australia 24 MAY 2018 GEN 1.3 - 25
6.2 Alice Springs Airport
6.2.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not permanently stationed
at Alice Springs and this airport is serviced for international
arrivals under a request for service arrangement. The Airline or
its agent/representatives may be responsible for covering
additional expenses relating to the positioning of biosecurity
resources.
Animals and plants may not be landed at this airport unless an
application has been made under section 146 of the Biosecurity
Act 2015.
6.2.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Alice Springs
Airport. Where safe to do so, it is preferable that crew and
passengers remain on board the aircraft so they do not have to
undergo security clearance when the flight resumes to the
original airport of destination. The pilot may disembark to
perform the necessary safety inspections. An airline
representative may board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
An officer of the Northern Territory police (ABF representative)
will have the responsibility to exercise surveillance over the
aircraft while it is at the airport.
6.2.3 For onward movement of the aircraft see sub-para 5.1.2.
6.3 Avalon Airport
6.3.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not permanently stationed
at Avalon and this airport is serviced for international arrivals
under a request for service arrangement.

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GEN 1.3 - 26 24 MAY 2018 AIP Australia

Animals and plants may not be landed at this airport unless an

application has been made under section 146 of the Biosecurity
Act 2015. Goods of other kinds may not be landed except for
personal effects as accompanied baggage.
6.3.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Avalon Airport.
Where safe to do so, it is preferable that crew and passengers
remain on board the aircraft so they do not have to undergo
security clearance when the flight resumes to the original airport
of destination. The pilot may disembark to perform the
necessary safety inspections. An airline representative may
board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
6.3.3 For onward movement of aircraft see sub-para 5.1.2.
6.4 Canberra Airport
6.4.1 Biosecurity, customs and immigration. Biosecurity officers of
the Department of Agriculture and Water Resources and ABF
Officers of the Department of Home Affairs are not stationed
permanently at Canberra Airport. The ACT Operational
Command of the ABF will be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required.
6.4.2 For onward movement of aircraft see sub-para 5.1.2.
6.5 Coffs Harbour Airport
6.5.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Coffs Harbour Airport and this airport is serviced for
international arrivals under a request for service arrangement.

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AIP Australia 24 MAY 2018 GEN 1.3 - 27
6.5.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Coffs Harbour
Airport. Where safe to do so, it is preferable that crew and
passengers remain on board the aircraft so they do not have to
undergo security clearance when the flight resumes to the
original airport of destination. The pilot may disembark to
perform the necessary safety inspections. An airline
representative may board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
6.5.3 For onward movement of the aircraft see sub-para 5.1.2.
6.6 Gold Coast Airport
6.6.1 Biosecurity, customs and immigration. Biosecurity officers of
the Department of Agriculture and Water Resources and ABF
Officers of the Department of Home Affairs are stationed at Gold
Coast Airport and will be available to grant overnight or full
clearances, as required, provided reasonable advance notice of
the diversion is given by Airservices Australia.
6.6.2 For onward movement of aircraft see sub-para 5.1.2.
6.7 Kalgoorlie Airport
6.7.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Kalgoorlie and this airport is serviced for international arrivals
under a request for service arrangement.
6.7.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Kalgoorlie Airport.
Where safe to do so, it is preferable that crew and passengers
remain on board the aircraft so they do not have to undergo
security clearance when the flight resumes to the original airport
of destination. The pilot may disembark to perform the
necessary safety inspections. An airline representative may
board with the relevant documents.

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GEN 1.3 - 28 24 MAY 2018 AIP Australia

The relevant District Office or a Local Area Command in the ABF

will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
An officer of the West Australian police (ABF representative) will
have the responsibility to exercise surveillance over the aircraft
while it is at the airport.
6.7.3 For onward movement of the aircraft see sub-para 5.1.2.
6.8 Launceston Airport
6.8.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Launceston and this airport is serviced for international
arrivals under a request for service arrangement.
6.8.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Launceston
Airport. Where safe to do so, it is preferable that crew and
passengers remain on board the aircraft so they do not have to
undergo security clearance when the flight resumes to the
original airport of destination. The pilot may disembark to
perform the necessary safety inspections. An airline
representative may board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
6.8.3 For onward movement of the aircraft see sub-para 5.1.2.

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AIP Australia 24 MAY 2018 GEN 1.3 - 29
6.9 Learmonth Airport
6.9.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Learmonth and this airport is serviced for international arrivals
under a request for service arrangement. The Airline or its agent/
representatives may be responsible for covering additional
expenses relating to the positioning of biosecurity resources to
Learmonth.
D
Animals and plants may not be landed at this airport unless an
application has been made under section 146 of the Biosecurity
Act 2015.
6.9.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Learmonth
Airport. Where safe to do so, it is preferable that crew and
passengers remain on board the aircraft so they do not have to
undergo security clearance when the flight resumes to the
original airport of destination. The pilot may disembark to
perform the necessary safety inspections. An airline
representative may board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
An officer of the West Australian police (ABF representative) will
have the responsibility to exercise surveillance over the aircraft
while it is at the airport.
6.9.3 For onward movement of the aircraft see sub-para 5.1.2.

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GEN 1.3 - 30 24 MAY 2018 AIP Australia

6.10 Port Hedland Airport

6.10.1 Biosecurity, customs and immigration. Biosecurity officers of
the Department of Agriculture and Water Resources and ABF
Officers of the Department of Home Affairs are stationed at Port
Hedland but not at Port Hedland Airport. Where safe to do so, it
is preferable that crew and passengers remain on board the
aircraft so they do not have to undergo security clearance when
the flight resumes to the original airport of destination. The pilot
may disembark to perform the necessary safety inspections. An
airline representative may board with the relevant documents.
The Port Hedland District Office of the ABF will be responsible
for coordinating the border agency response. It will establish
ongoing communication with the airport, airline, Department of
Agriculture and Water Resources biosecurity officers and
Federal or State police if required. This will allow an assessment
to be made as to whether there is a need for a border agency
presence or other if other action is required.
6.10.2 For onward movement of the aircraft see sub-para 5.1.2.
6.11 Rockhampton Airport
6.11.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Rockhampton and this airport is serviced for international
arrivals under a request for service arrangement.
6.11.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Rockhampton
Airport. Where safe to do so, it is preferable that crew and
passengers remain on board the aircraft so they do not have to
undergo security clearance when the flight resumes to the
original airport of destination. The pilot may disembark to
perform the necessary safety inspections. An airline
representative may board with the relevant documents.
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.

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AIP Australia 24 MAY 2018 GEN 1.3 - 31
6.11.3 For the onward movement of the aircraft, see sub-para 5.1.2.
6.12 Tindal Airport
6.12.1 Biosecurity. Biosecurity officers of the Department of
Agriculture and Water Resources are not stationed permanently
at Tindal and this airport is serviced for international arrivals
under a request for service arrangement. The Airline or its agent/
representatives may be responsible for covering additional
expenses relating to the positioning of biosecurity resources to
Tindal.
No plants, animals or goods of any kind may be landed unless
an exemption has been granted prior to the flight under section
146 of the Biosecurity Act 2015.
6.12.2 Customs and immigration. ABF Officers of the Department of
Home Affairs are not stationed permanently at Tindal Airport.
Where safe to do so, it is preferable that crew and passengers
remain on board the aircraft so they do not have to undergo
security clearance when the flight resumes to the original airport
of destination. The pilot may disembark to perform the
necessary safety inspections. An airline representative/RAAF
personnel may board with the relevant documents.
D
The relevant District Office or a Local Area Command in the ABF
will be established and be responsible for coordinating the
border agency response. It will establish ongoing communication
with the airport, airline, Department of Agriculture and Water
Resources biosecurity officers and Federal or State police if
required. This will allow an assessment to be made as to
whether there is a need for a border agency presence or other if
other action is required.
6.12.3 For the onward movement of the aircraft, see sub-para 5.1.2.
D

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GEN 1.3 - 32 24 MAY 2018 AIP Australia

6.13 Townsville Airport

6.13.1 Biosecurity, customs and immigration. Biosecurity officers of
the Department of Agriculture and Water Resources and ABF
Officers of the Department of Home Affairs are stationed at
Townsville but not at Townsville Airport. Where safe to do so, it
is preferable that crew and passengers remain on board the
aircraft so they do not have to undergo security clearance when
the flight resumes to the original airport of destination. The pilot
may disembark to perform the necessary safety inspections. An
airline representative may board with the relevant documents.
The Townsville District Office of the ABF will be responsible for
coordinating the border agency response. It will establish
ongoing communication with the airport, airline, Department of
Agriculture and Water Resources biosecurity officers and
Federal or State police if required. This will allow an assessment
to be made as to whether there is a need for a border agency
presence or other if other action is required.
6.13.2 For the onward movement of the aircraft, see sub-para 5.1.2.
7. LANDING MADE OTHER THAN AT DESIGNATED
ALTERNATE AIRPORT
7.1 If a landing is made other than at a designated international or
international alternate airport, the pilot in command or the next
senior crew member available, shall report the landing as soon
as practicable to the Network Coordination Centre (NCC) in
Airservices Australia. This notification may be made through
aeronautical channels or if this method of communication is not
available, by other means.
The NCC will notify the ABF Strategic Border Command Centre
(SBCC) in the Department of Home Affairs. SBCC will notify its
relevant Regional Command Centre and the Department of
Agriculture and Water Resources biosecurity officers.
Procedures for such landings are as follows:

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AIP Australia 24 MAY 2018 GEN 1.3 - 33
Where safe to do so, it is preferable that crew and passengers
remain on board the aircraft so they do not have to undergo
security clearance when the flight resumes to the original airport
of destination. The pilot may disembark to perform the
necessary safety inspections. The relevant District Office or a
Local Area Command in the ABF will be established and be
responsible for coordinating the border agency response. It will
establish ongoing communication with the airport, airline,
Department of Agriculture and Water Resources biosecurity
officers and Federal or State police if required. This will allow an
assessment to be made as to whether there is a need for a
border agency presence or other if other action is required.
7.1.1 The pilot in command is responsible for ensuring the following:
a. If pratique has not been granted to the aircraft at the previous
landing, contact between other persons on the one hand and
the passengers and crew on the other, is avoided.
b. Cargo, stores, baggage and mail, if required to be removed
from the aircraft for safety reasons, must be deposited in a
nearby area and remain there pending completion of the
necessary formalities. Mail must be disposed of as is
required pursuant to para 7.4.4 of lCAO Annex 9 (Fourteenth
Edition).
c. Any foodstuffs of overseas origin, or any plant material, are
not removed from the aircraft except where local food is
unobtainable. All food refuse including peelings, cores,
stones of fruit, etc, must be collected and returned to the
galley refuse container, the contents of which should not be
removed from the aircraft except for hygiene reasons, in
which case they must be destroyed by burning or deep burial.
7.1.2 Notwithstanding the provisions set out above, the pilot in
command, while awaiting the instructions of the District Office or
Local Area Command, or if unable to get in touch with such
authorities, may take such emergency measures as deemed
necessary for the health and safety of the passengers and crew,
including the securing of suitable accommodation and the
avoiding or minimising of loss or destruction to the aircraft itself
and its load.

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 GEN 1.3 - 34 24 MAY 2018 AIP Australia

8. CHARTER FLIGHTS – GUIDELINES FOR CLEARANCE

8.1 General
8.1.1 The Department of Home Affairs coordinates the activities of
Government border agencies involved in passenger processing
for charter flights through the National Passenger Processing
Committee (NPPC). The Department of Home Affairs chairs the
NPPC and has the prime responsibility for processing
applications for these flights through several internal areas.
8.2 Arrival/Departure at International Airports
8.2.1 Charter flights will be treated as normal commercial flights when
they arrive or depart from the following approved international
airports:
D
Adelaide Gold Coast
Brisbane Melbourne
Cairns Perth
Darwin Sydney

8.3 Arrival/Departure at Non–International Airports, and

Restricted Use International Airports
8.3.1 As there is no full–time border agency presence at non–
international airports or at Restricted Use International Airports
(other than Gold Coast), air operators are required to obtain prior
approval from the NPPC for flights into and out of these airports.
Air operators should comply with the following procedures to
enable timely consideration of border agency approval and
clearances:
a. Submit Written Application. Give at least 10 business day’s
notification to the following address prior to the arrival of the
charter:
The Chairman
National Passenger Processing Committee
Department of Home Affairs
Ph: 61 2 6246 1210
Email: [email protected]
The application should include itinerary, aircraft type, and
estimated number of passengers/crew.

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AIP Australia 24 MAY 2018 GEN 1.3 - 35
b. Provide an Advance Passenger Information (API). If the
charter operator does not hold an International Air License
(IAL), deliver, email or fax, a listing of passengers and crew to
the ABF office at the first port of call at least four working
days prior to the arrival of the charter. This listing should
include family and given names, date of birth, gender,
nationality and passport numbers. If the charter operator
holds an IAL the operator should provide passenger and crew
data through the Advance Passenger Processing (APP)
system at check-in. For further information on using APP
contact the Department of Home Affairs. For departures,
deliver, email or fax, similar API data to the Department of
Home Affairs (ABF) office at the last port of call at least one
working day prior to the departure of the charter.
c. Remit Passenger Movement Charge (PMC). Collect
AUD$55 PMC from all liable passengers and remit to the
Department of Home Affairs in accordance with the
conditions contained within the PMC Arrangement. Payment
should be made in Australian currency by electronic funds
transfer to the Department of Home Affairs Passenger
Movement Charge. Commonwealth Bank of Australia SWIFT:
CTBAAU2S; BSB 062-987; Account Number 10020668 or by
cheque mailed to Passenger Movement Charge Unit,
Department of Home Affairs. GPO Box 2809, Melbourne VIC
3001 Australia.
d. Pay Other Costs. Pay any border agency clearance costs
which may be applicable and which fall outside those covered
by PMC. This will vary from charter to charter and will be
dependent on airport location and arrival/departure time, e.g.
officer travel, accommodation, overtime and potential airport
infrastructure changes which may be necessary to provide a
secure processing environment. Separate accounts will be
submitted by the Department of Home Affairs after
completion of the charter operation.

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GEN 1.3 - 36 24 MAY 2018 AIP Australia

8.4 Processing of the Application

8.4.1 Following receipt of the application from the charter operator, the
Department of Home Affairs will liaise with relevant border
agencies and the Department of Infrastructure regarding
approval to land, resource implications, and the adequacy of the
airport terminal facilities for processing passengers from the
charter flight.
8.4.2 As soon as practicable, but normally within five working days
after receipt of the application, the Department of Home Affairs
will formally notify the air operator of the NPPC decision and any
conditions, as well as an estimation of the border agency costs.
8.4.3 The appropriate regional ABF office will then contact the charter
operator to discuss processing arrangements.
9. DESIGNATED INTERNATIONAL AIRPORTS – AUSTRALIAN
EXTERNAL TERRITORIES – ENTRY AND DEPARTURE
REQUIREMENTS AND PROCEDURES
9.1 Department of Agriculture and Water Resources Biosecurity
Requirements for External Territories:
9.2 The Biosecurity Act 2015 extends to the external Territories of
Christmas Island, Cocos (Keeling) Islands and Norfolk Island.
All aircraft (including aircraft from Australia) arriving at Christmas
Island, Cocos (Keeling) Islands and Norfolk Island are required
to meet the first point of entry, disinsection, pre-arrival reporting,
mandatory passenger announcement and pratique requirements
outlined in the Biosecurity Act 2015 and subordinate legislation,
including the Biosecurity Regulations 2016 and the Biosecurity
(Human Health) Regulation 2016.
Christmas Island, Cocos (Keeling) Islands and Norfolk Island
each have their own goods determination which outlines the
import conditions for goods that are to be brought or imported
into these external Territories. These determinations can be
found on the Federal Register of Legislative Instruments
website:
Biosecurity (Prohibited and Conditionally Non-prohibited Goods
– Norfolk Island) Determination 2016
Biosecurity (Conditionally Non-prohibited Goods – Christmas
Island) Determination 2016
Biosecurity (Conditionally Non-prohibited Goods – Cocos
(Keeling) Islands) Determination 2016

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AIP Australia 24 MAY 2018 GEN 1.3 - 37
For further information, refer to para 2.4 above.
9.2.1 External Territory International Airports
9.2.2 The following is a list of the designated Australian External
Territory International Airports
(see also GEN 1.2 sub-section 2.5):
Christmas Island
Cocos (Keeling) Island
Norfolk Island
Note: Operations by aircraft at the above airports are limited to
the pavement strengths shown against these airports in AIP
ERSA. Prior application must be made for a pavement
concession when this is necessary.
9.3 Territory of Christmas Island
Notes:
a. At least 24 hours notice is required for all unscheduled flights
into Christmas Island. Airport staff are on–call 24 hours, 7
days a week.
b. Landing charges are levied.
c. The aerodrome is licensed for night operations; however
there are restrictions on types and sizes of aircraft (See
ERSA).
d. Notice of intended flights should be faxed to the Airport
Operations on 08 9164 8485 (International:
+61 8 9164 8485), or be forwarded by email to
[email protected].
e. If fuel is required at Christmas Island (Jet–A1 only available),
this should be indicated in the flight notification. Payment is
required in cash or by Air BP carnet. Local Air BP phone
number is +61 4 1964 4277.
9.3.1 Summary of Documents to be Presented by Pilot or
Authorised Agent
a. On Arrival:
General Declaration (showing names of crew) 2 copies
Passenger Manifest 2 copies
Cargo Manifest 2 copies
Customs Clearance (from last airport) 2 copies

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GEN 1.3 - 38 24 MAY 2018 AIP Australia

b. On Departure:
General Declaration (showing names of crew) 1 copy
Cargo Manifest 1 copy
Customs Clearance 1 copy
9.4 Immigration Requirements – Christmas Island
9.4.1 Normal Australian immigration procedures apply when entry is
made from outside Australia. All non-citizens must hold visas
prior to arrival at Christmas Island when entering from outside
Australia.
9.4.2 No passports or visas are required when arriving on Christmas
Island from the Australian mainland or Tasmania; however,
some form of government–issued identification must be
produced for clearance through Customs/Immigration; e.g.
Medicare Card or Driver Licence.
9.5 Customs Requirements – Christmas Island
9.5.1 Inwards. Each passenger must declare all prohibited imports.
9.5.2 Outwards. No special requirements to be met.
9.6 Passenger Movement Charge – Christmas Island
9.6.1 Inwards. Passengers travelling to Christmas Island (from
Australia) and depart Christmas Island for another country are
required to, subject to valid exemptions, pay the Passenger
Movement Charge whether ticketed or not. See para 3.6.1.
9.6.2 Outwards. Passengers departing from an Indian Ocean
Territory other than mainland Australia are required to, subject to
valid exemptions, pay the Passenger Movement Charge
whether ticketed or not. See para 3.6.1.
9.7 Territory of Cocos (Keeling) Island
Notes:
a. At least 24 hours notice is required for all flights arriving at
Cocos (Keeling) Islands. Airport staff are on-call 24 hours.
b. Landing charges are levied.
c. The aerodrome is licensed for night operations; however,
there may be restrictions on the type and size of aircraft.
d. Notice of intended flights can be given to the Airport
Operations, phone 08 9162 6536, fax 08 9162 6610, or email
[email protected].

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AIP Australia 24 MAY 2018 GEN 1.3 - 39
e. If fuel is required at Cocos (Keeling) Islands only JET A1 is
available and the estimated quantity must be advised in
advance. Fuel to be paid by Shell Carnet, World Fuel
Services UVair card, Jetex FZE or VISA/Mastercard. The
refuelling agent for Viva Energy Aviation can be contacted at:
phone: +61 8 9162 6742, Fax: +61 8 9162 6682
or mobile: 0406 329 040. Email: [email protected]
[email protected]
9.8 Immigration Requirements – Cocos (Keeling) Island
9.8.1 Normal Australian immigration procedures apply when entry is
made from outside Australia. All non-citizens must hold visas
prior to arrival at Cocos (Keeling) Island when entering from
outside Australia.
9.8.2 No passports or visas are required when arriving on Cocos
(Keeling) Island from the Australian mainland or Tasmania;
however, some form of identification must be produced for
clearance through Customs/Immigration in Perth (e.g. Medicare
Card) unless intending to depart Cocos (Keeling) for a foreign
country.
9.8.3 There are no statutory restrictions on visits to Cocos (Keeling).
The only prerequisite to travel is that accommodation must be
confirmed prior to departure.
9.9 Customs Requirements – Cocos (Keeling) Island
9.9.1 Inwards. Passengers must complete an Incoming Passenger
Card for both Customs and Immigration purposes. The card
includes a Customs declaration.
9.9.2 Outwards. Passengers departing Cocos (Keeling) Island for
another country are required to pay the Passenger Movement
Charge whether ticketed or not. See para 3.6.1.
9.10 Passenger Movement Charge – Cocos (Keeling) Island
9.10.1 Inwards. Passengers travelling to Cocos (Keeling) Island (from
Australia) and who intend to depart from there for a country other
than Australia are required to, subject to valid exemptions, pay
the Passenger Movement Charge whether ticketed or not. See
para 3.6.1.
9.10.2 Outwards. Passengers departing for other than mainland
Australia are required to, subject to exemptions, pay the
Passenger Movement Charge whether ticketed or not. See para
3.6.1.

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GEN 1.3 - 40 24 MAY 2018 AIP Australia

9.11 Territory of Norfolk Island

Notes:
a. At least 24 hours notice is required for all flights arriving at
Norfolk Island. Airport staff are on-call 24 hours.
b. Landing charges are levied
c. The aerodrome is licensed for night operations; however,
there may be restrictions on the type and size of aircraft
d. Notice of intended flights can be given to the Airport
Operations, phone +672 353 006. A fax can be sent to
+672 323 201 and must be addressed to the correct area,
ABF or Airport Operations.
9.12 Summary of Documents to be Presented by Pilot or
Authorised Agent
a. On Arrival
General Declaration (showing names of crew) 2 copies
Passenger Manifest 2 copies
Cargo Manifest 2 copies
Customs Clearance (from last airport) 2 copies
b. On Departure
General Declaration (showing names of crew) 1 copy
Cargo Manifest 1 copy
Customs Clearance 1 copy
9.13 Immigration Requirements - Norfolk Island
9.13.1 Normal Australian immigration procedures apply when entry is
made from outside Australia. All non-citizens must hold visas
prior to arrival at Norfolk Island when entering from outside
Australia.
9.13.2 No passports or visas are required when arriving on Norfolk
Island from the Australian mainland or Tasmania; however,
some form of government issued identification must be
produced for clearance through Customs/Immigration, e.g.
Medicare Card or Driver Licence.
9.13.3 Please note: All passengers and crew travelling from New
Zealand must clear immigration when the aircraft arrives in
mainland Australia (Sydney, Brisbane, Melbourne etc.).

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AIP Australia 24 MAY 2018 GEN 1.3 - 41
9.13.4 Airlines flying from New Zealand should not provide boarding
passes to a passenger all the way through to Norfolk Island if the
flight first arrives in mainland Australia. Passengers should
collect bags and check-in at a domestic airport to travel to
Norfolk Island.
9.14 Customs Requirements - Norfolk Island
9.14.1 Inwards. Each passenger must declare all prohibited imports.
9.14.2 Outwards. No special requirements to be met.
9.15 Passenger Movement Charge - Norfolk Island
9.15.1 Inwards. Passengers travelling to Norfolk Island (from Australia)
and depart Norfolk Island for another country are required to,
subject to valid exemptions, pay the Passenger Movement
Charge whether ticketed or not. See para 3.6.1.
9.15.2 Outwards. Passengers departing from a Pacific Ocean Territory
other than mainland Australia are required to, subject to valid
exemptions, pay the Passenger Movement Charge whether
ticketed or not. See para 3.6.1.

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INTENTIONALLY BLANK

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AIP Australia 24 MAY 2018 GEN 1.4 - 1

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 cargo
reporter has arranged to be carried to Australia and that are
intended to be offloaded in Australia. The cargo report is also
used to report goods that a cargo reporter has arranged to be
carried on an aircraft and that will be kept on board the aircraft.
The carrier (airline) is required, as the first cargo reporter, to
report to the Department of Home Affairs the full detail of cargo
for which they are directly responsible. They are also required to
notify the Department of Home Affairs of any cargo carried on
behalf of another cargo reporter.
1.2 The cargo report must be lodged electronically in the Integrated
Cargo System (ICS) at least two (2) hours prior to the estimated
time of arrival of the aircraft.
1.3 When an aircraft has arrived at an airport in Australia, the
operator must report to the Department of Home Affairs, the
particulars of the aircraft’s stores and of any prohibited goods
contained in those stores at the time of arrival. The report of
aircraft stores and prohibited goods must be made within three
(3) hours of the arrival of the aircraft or before the certificate of
clearance is issued, whichever happens first.
1.4 Import declarations are used to clear goods with a value
exceeding AUD$1,000 from ABF control. Import declarations are
communicated to the Department of Home Affairs electronically
via the Integrated Cargo System (ICS) or by lodgement of a
completed import declaration form (B650) at an ABF counter.
1.5 A self-assessed clearance (SAC) declaration must be made for
imported goods arriving by air cargo valued at or below
AUD$1,000.

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GEN 1.4 - 2 24 MAY 2018 AIP Australia

1.6 All air cargo consignments of diplomatic and consular goods

require a cargo report and, if valued above AUD$1,000 an
import declaration must be submitted to the Department of
Home Affairs. All diplomatic and consular goods are exempt
from duty and taxes and cost recovery charges provided the
goods meet all the Department of Home Affairs and the
Department of Agriculture and Water Resources Biosecurity
legislative requirements including the Customs (Prohibited
Imports) Regulations and the Department of Agriculture and
Water Resources Biosecurity Regulations. The B615 form must
be provided to the Department of Home Affairs for the release of
privileged imports from ABF control. Diplomatic/Consular Mail/
Pouch/Bags do not require an import declaration.
1.7 All transhipment cargo must be reported on a cargo report,
lodged electronically in the ICS at least two (2) hours prior to the
estimated time of arrival of the aircraft. When a cargo report is
submitted showing the cargo has a discharge port as an
Australian port, but the destination port is not an Australian port,
the ICS recognises that ultimately the cargo is destined for a
place outside Australia. The ICS assigns the cargo report
transhipment status and will automatically generate a
Transhipment Number. A Transhipment Number is a valid
Customs Authority Number (CAN) for the purposes of export and
must be quoted in an export manifest.
1.8 Departure Report.
The departure report is a prerequisite that must be satisfied
before a certificate of clearance can be granted by the
Department of Home Affairs. A departure report is a statement
made by the pilot or owner of the aircraft, or an agent, to the
Department of Home Affairs providing information concerning
the proposed date and time of departure of the aircraft. The
departure report must be lodged electronically in the ICS.
1.9 Outwards Manifest.
The pilot or owner of the aircraft must communicate
electronically, in the ICS, to the Department of Home Affairs, not
later than three (3) days after the day of departure of the aircraft,
an outwards manifest.
The outwards manifest must specify all goods that were loaded
on board the aircraft.

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1.10 Air cargo being exported from Australia must be reported to ABF
by the pilot or owner of the aircraft in the form of an outward
manifest. This is normally done in electronic format using the
ICS, or by submitting a manual form to the ABF.
1.11 The exporter must lodge an export entry with ABF ICS and
obtain a “clear” Export Declaration Number (EDN) before the
cargo may be loaded for export. An EDN is required for the
following:
a. goods requiring a permit (regardless of value);
b. goods on which a drawback is to be claimed;
c. customable and excisable goods on which duty/excise has
not been paid; and
d. goods with a value greater than AUD$2,000, except exempt
goods.
1.12 A Main Manifest Number (MMN) is supplied by ABF.
2. DEPARTMENT OF AGRICULTURE AND WATER
RESOURCES BIOSECURITY REQUIREMENTS
2.1 The Quarantine Act 1908 was repealed on 16 June 2016 and
replaced by the Biosecurity Act 2015. The Department of
Agriculture and Water Resources and its officers are now
undertaking functions and duties and exercising powers
pursuant to the Biosecurity Act 2015.
2.2 Imported air cargo of biosecurity interest (such as fruit and
vegetables, live plants, seeds, animal, avian and aquatic species
or commodities derived from these products) must be reported
via the ABF ICS System.
2.3 Import Permits, sanitary certificates or related documents are
required for imported cargo of biosecurity interest; as outlined in
the Department of Agriculture and Water Resources Biosecurity
Import Conditions Database (BICON).
2.4 Transport and packaging requirements for live animal, avian and
aquatic species are specified in the International Air Transport
Association – Live Animal Regulations.
2.5 An import declaration is required to be lodged for each imported
consignment of biosecurity interest prior to release of cargo.
2.6 Importers should note that all biosecurity inspections, permits or
entries carry a government charge.

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GEN 1.4 - 4 24 MAY 2018 AIP Australia

3. DEPARTMENT OF HOME AFFAIRS, OFFICE OF

TRANSPORT - INTERNATIONAL AIR CARGO SECURITY
REQUIREMENTS
3.1 The Aviation Transport Security Act 2004 (ATSA) was
introduced to replace Part 3 of the Air Navigation Act 1920
(repealed). The ATSA and the Aviation Transport Security
Regulations 2005 (the Regulations) establish a regulatory
framework to safeguard against unlawful interference with civil
aviation and maintain and improve aviation security.
3.2 Supply chain security for air cargo is regulated under the ATSA
and the Regulations, which require certain air cargo supply chain
industry participants to hold and maintain approved security
programs. Operating under the Regulated Air Cargo Agent
(RACA) scheme, the Accredited Air Cargo Agent (AACA)
scheme and the Known Consignor scheme, security programs
set out the measures and procedures industry participants need
to implement to meet their obligations under the ATSA and
Regulations.
3.3 All international air cargo is required to be screened (examined)
with technology or by physical examination. From July 1 2017,
all United States bound air cargo must be examined at a piece
level (meaning that each individual box, carton or other item in a
shipment must be examined at a deconsolidated level). For
destinations other than the United States, the cargo may be
examined ‘as presented’ (i.e. at a consolidated level).
3.4 As an alternative to examination using technology or physical
examination, an approved Known Consignor may originate
cleared cargo, which means goods must be produced,
packaged, stored, transported and handled in a manner that
ensures their integrity and protects them from unlawful
interference from their point of origin through to loading onto an
aircraft.
3.5 In order for an item of cargo to be loaded onto an international
aircraft, that cargo must be issued with a security declaration
from a Known Consignor or RACA.

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AIP Australia 01 MAR 2018 GEN 1.5 - 1

GEN 1.5 AIRCRAFT INSTRUMENTS, EQUIPMENT AND FLIGHT

DOCUMENTS

1. RADIO COMMUNICATIONS SYSTEMS

1.1 Aircraft must be equipped with radio communications systems
capable of continuous communication according to the flight
classification and airspace category. The systems specified in
the following table are the minimum required for the particular
operation and except where otherwise indicated must be of a
type approved by the CASA, properly installed in the aircraft and
serviceable on the departure of the flight.
CLASS AIRSPACE COM REMARKS
RQMNTS
RPT Classes A, C, VHF and HF See paras 1.2 to 1.4,
D, E & G or 1.6 & 1.7.
2VHF
CHTR Classes A, C, VHF See para 1.2.
D, E & G
HF When VHF does not allow
continuous communication
with ATS at all stages of flight.

See paras 1.3, 1.4,

1.6 & 1.7.
IFR Classes A, C, VHF See para 1.2.
D, E & G
HF When beyond VHF range of
ATS units.
See paras 1.3 & 1.6.
NGT VFR Classes A, C, VHF See para 1.2.
D, E & G
VFR Classes A, C, VHF See para 1.2.
D&E
VFR Class G – VHF See para 1.2 and 1.5.
5,000FT and
above

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GEN 1.5 - 2 01 MAR 2018 AIP Australia

CLASS AIRSPACE COM REMARKS

RQMNTS
VFR Class G – at VHF See paras 1.2 & 1.5.
those aero-
dromes where
the carriage
and use of
radio is
required
VFR Class G – VHF In reduced VMC.
below See paras 1.2 & 1.5.
3,000FT
AMSL or
1000FT AGL
GLIDERS Class G VHF Operations at aerodromes
serviced by RPT.
See para 1.5.

1.2 VHF communications systems must be capable of

communication on all VHF frequencies required to meet the
reporting and broadcast requirements of ENR 1.1 para 6.1.
1.3 HF communications systems must:
a. be capable of operation at those frequencies appropriate to
the area of operation as specified in the AIP ERSA;
b. have a selectable frequency range that is sufficient to enable
continuous communication with ATS units for the planned
duration of the flight or while operating within the specified
area, taking into account the expected radio propagation
conditions during the period of operation; and
c. be capable of delivering a peak envelope power to the
antenna transmission line of at least 100 watts and not
greater than 400 watts under standard conditions.
1.4 At least one item of the required radio equipment must be
capable of maintaining continuous communication with ATS at
all stages of flight. The term “all stages of flight” includes ground
operations at the aerodromes of departure and arrival, and
cruising levels that could be required for any emergency and/or
abnormal operation en route.

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AIP Australia 17 AUG 2017 GEN 1.5 - 3
However, where continuous communication using VHF can be
maintained for normal operations, but cannot be guaranteed in
the event of emergency and/or abnormal operations en route,
SATCOM telephone may be used instead of HF provided the
Operator has applied to CASA in writing, and been given specific
approval, documenting that all relevant maintenance,
operational and logistic aspects have been considered and has
or will be implemented, including that:
a. routes are selected so that the anticipated period beyond
VHF coverage, in the event of emergency and/or abnormal
operation, does not exceed 30 minutes;
b. appropriate pre-flight checks have been incorporated in the
aircrew check list and forms part of the company’s operating
procedures;
c. the system is equipped with an external antenna and
operated via a common VHF headset/microphone;
d. SATCOM telephone transmissions will be recorded by the
Cockpit 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; and
h. the system has been incorporated in the Minimum Equipment
List.
Note: SATCOM telephone contact procedures are described in
the AIP at GEN 3.4 paragraph 3.6.3. Additionally, to facilitate
ATC initiated calls to aircraft during contingencies, the phone
number of the aircraft may be included in Field 18 of the flight
plan. Any pre-flight radio check of the SATCOM telephone
should be made to the pilot’s company to avoid congesting ATC
lines.
1.5 An Australian Communications and Media Authority approved
and licensed hand-held VHF radio may be used by pilots of:
a. VFR PVT and AWK aeroplanes with a MTOW not exceeding:
(1) in the case of an aeroplane other than a seaplane –
600KG;
(2) in the case of a seaplane – 650KG;

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GEN 1.5 - 4 17 AUG 2017 AIP Australia

b. gliders; and
c. balloons
Additionally, approved hand-held radios may be used by pilots of
these aircraft when operating in Class G. Pilots are responsible
for ensuring that the equipment is able to be operated without
adversely affecting the safety of the aircraft. The location of the
antenna must be such that airframe shielding does not prevent
two way communication with all aircraft operating on the CTAF.
Where the radio is not connected to the aircraft primary power
supply, there must be ready access to back-up power.
1.6 Planning Chart Australia (AUS PCA) shows the areas in which
an aircraft, flying at the altitudes indicated, could be expected to
maintain continuous VHF communications with an ATS unit.
1.7 RPT, CHTR and AWK aircraft are exempt from the requirement
to carry HF radio for communication with ATS when:
a. radio contact can be maintained with an appropriately trained
company representative able to communicate by telephone
with ATS, and
b. the requirements of ENR 1.1 para 10.1.1 are satisfied.
1.8 Private aircraft without radio may be admitted to CTRs for
maintenance subject to the approval of the appropriate ATC unit.
Pilots must comply with any conditions contained in the
approval.

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AIP Australia 10 NOV 2016 GEN 1.5 - 5

2. RADIO NAVIGATION SYSTEMS

2.1 Subject to para 2.2, the following table summarises the
navigation aid requirements for aircraft operated under the IFR
or at night under the VFR:
KIND OF SYSTEMS CONDITIONS
OPERATION
NO TYPE
RPT and CHTR 1 GNSS If GNSS equipment in
receiver in accordance with (E)TSO-C129
accordance is used and if an alternate
with: aerodrome must be planned:
(E)TSO-C129, a. navigation to the alternate
(E)TSO-C145, aerodrome should be
(E)TSO-C146 accomplished by use of
or ground-based navigation aids;
(E)TSO- and
C196a, or a b. the alternate aerodrome
later version should have a suitable
approach that uses ground-
based navigation aids, or the
alternate aerodrome must be
suitable for approach in VMC.
and 1 ADF or VOR
or 2 GNSS receiv-
ers in accor-
dance with:
(E)TSO-C145,
(E)TSO-C146
or (E)TSO-
C196a, or a
later version
or 1 Multi-sensor Must be approved by CASA as
navigation providing an alternate means
system that of compliance to the
includes requirements of CAO 20.18
GNSS and para 9D.9
inertial
integration

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GEN 1.5 - 6 10 NOV 2016 AIP Australia

KIND OF SYSTEMS CONDITIONS

OPERATION
NO TYPE
AWK and PVT 1 GNSS In GNSS equipment in accor-
receiver in dance with (E)TSO-C129 is
accordance used and if an alternate aero-
with: drome must be planned:
(E)TSO-C129, a. navigation to the alternate
or a later aerodrome should be
version accomplished by use of
ground-based navigation aids;
and
b. the alternate aerodrome
should have a suitable
approach that uses ground-
based navigation aids, or the
alternate aerodrome must be
suitable for approach in VMC.
and 1 ADF or VOR
or 1 GNSS
receiver in
accordance
with:
TSO/ETSO-
C145,
TSO/ETSO-
C146 or
(E)TSO-
C196a, or a
later version
or 1 Multi-sensor Must be approved by CASA as
navigation providing an alternate means
system that of compliance to the
includes requirements of CAO 20.18
GNSS and para 9D.9
inertial
integration

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AIP Australia 17 AUG 2017 GEN 1.5 - 7
KIND OF SYSTEMS CONDITIONS
OPERATION
NO TYPE
NGT VFR 1 ADF, VOR, or
GNSS in
accordance
with: (E)TSO-
C129,
(E)TSO-C145,
(E)TSO-C146
or (E)TSO-
C196a, or a
later version
ILS and localiser 1 75MHz Not required for CAT I
marker bea- operations when serviceable
con receiver DME or GNSS is fitted and
glideslope guidance and
accuracy can be checked by
reference to DME information
provided on the appropriate
instrument approach chart.

Note 1: Additional radio navigation equipment may be required

to meet the navigation requirements for ENR 1.1 para 4.1 and
the alternate requirements of ENR 1.1 para 11.8.3, depending
on the navigation aids available and the weather conditions
prevailing over the planned route and at the destination.
Note 2: GNSS receivers that comply with the radio navigation aid
requirements for IFR or night VFR navigation specified in
para 2.1 may be used instead of DME for instrument approaches
for which DME is required subject to the following conditions:
a. the substitute DME reference position can be selected from
the data base; and
b. the reference position used is annotated on the approach
chart
2.2 The table below summarises navigation air requirements if,
despite carrying navigation aids meeting the requirements of
CAO 20.18 (as summarised in para 2.1), an IFR aircraft
conducts the route or terminal segments of a flight by reference
to ground-based navigation aids:

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GEN 1.5 - 8 17 AUG 2017 AIP Australia

KIND OF SYSTEMS CONDITIONS

OPERATION
NO TYPE
RPT and CHTR 2 ADF or VOR At least one is a type that
and 1 DME or GPS enables navigation using
ground-based navigation aids
available on the route.
or 2 ADF or VOR Applicable only to CHTR,
or 1 ADF or VOR 5,700KG or less MTOW, for
operations in controlled
airspace - at least one is a
type that enables navigation
using ground-based
navigation aids available on
the route.
Applicable only to CHTR,
5,700KG or less MTOW, for
operations in non-controlled
airspace.
AWK and PVT 2 ADF or VOR Applicable only to AWK, more
and 1 DME or GPS than 5,700KG MTOW, for
operations in controlled
airspace - at least one is a
type that enables navigation
using the ground-based
navigation aids available on
the route.
or 2 ADF or VOR Applicable only to AWK,
5,700KG or less MTOW, or
PVT for operations in
controlled airspace - any
combination which includes at
least 1 ADF or VOR.
or 1 ADF or VOR Applicable only to AWK,
5,700KG or less MTOW, or
PVT for operations in non-
controlled airspace

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AIP Australia 24 MAY 2018 GEN 1.5 - 9

Note 1: Para 2.2 does not relieve the aircraft from the
requirement to carry navigation aids that meet the requirement
of CAO 20.18 as summarised in para 2.1.
Note 2: Additional radio navigation equipment may be required
to meet the navigation requirements for ENR 1.1 para 4.1 and
the alternate requirements for ENR 1.1 para 11.8.3, depending
on the navigation aids available and the weather conditions
prevailing over the planned route and at the destination.
Note 3: Aircraft may continue to operate with unserviceable DME
and GPS equipment in Class G airspace. In controlled airspace,
where ATC uses surveillance as the primary means of
separating aircraft, operation with unserviceable DME or GPS is
permitted if the aircraft is fitted with a serviceable secondary
surveillance radar (SSR) transponder or ADS-B OUT such as to
enable the aircraft to be, and remain, identified. This does not
relieve the aircraft from the requirement for ADF or VOR
equipment.
Note 4: In this table, GPS means GNSS equipment certified to
TSO-C129, TSO-C145, TSO-C146 or equivalent as determined
by CASA.
2.3 Rated Coverages
The following ranges are quoted for planning purposes. Actual
ranges obtained may sometimes be less than these due to
facility and site variations (see ERSA). The localiser ranges are
for those installations that have been nominated for position
fixing at ranges beyond 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 below 15,000 120
15,000 to below 20,000 150
20,000 and above 180

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GEN 1.5 - 10 24 MAY 2018 AIP Australia

c. localiser
Aircraft Altitude (FT) Range (NM)
At 2,000 AGL within 25
±10of course line
Below 5,000 30
5,000 and above 50
d. GBAS course deviation limitation
GLS course deviation information is not available outside 23NM
from the GBAS site.
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 ICAO
Standard 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, International
Commercial Air Transport – Aeroplanes;
(2) for International General Aviation, paras 6.12.1 to 6.12.3
of ICAO Annex 6, Part II, International General Aviation
– Aeroplanes; and
(3) for Helicopters, Section II, paras 4.7.1 to 4.7.3 of ICAO
Annex 6, Part III International Operations – Helicopters.
b. When over land, in accordance with the relevant ICAO
Standard 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, International
Commercial Air Transport – Aeroplanes;
(2) for International General Aviation, para 6.12.4 to 6.12.6
of ICAO Annex 6, Part 2, International General Aviation
– Aeroplanes; and
(3) for Helicopters, Section II, para 4.7.4 to 4.7.6 of ICAO
Annex 6, Part III International Operations – Helicopters,
as applicable.
For these purposes, the whole of Australia is a
designated area.

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AIP Australia 25 MAY 2017 GEN 1.5 - 11
3.2 Australian aircraft (except exempted aircraft) are required to be
fitted with or to carry an ELT which meets the requirements of
CAR 252A. Pilots should monitor 121.5MHz before engine start
and after shutdown. Reception of an ELT transmission must be
reported to ATS or the RCC immediately. Domestic flights are
required to carry survival radio equipment in accordance with
CAO 20.11.
4. AIRBORNE WEATHER RADAR
4.1 IFR RPT and CHTR aircraft which are required to be crewed by
two or more pilots must be fitted with an approved airborne
weather radar system. Unpressurised turbine engine aircraft with
a maximum take-off weight of not greater than 5,700KG and
unpressurised piston engine aircraft are exempt from this
requirement.
4.2 Serviceability of Airborne Weather Radar
4.2.1 An aircraft which is required to be fitted with an airborne weather
radar system must not depart if the radar is unserviceable and
available forecasts indicate probability of thunderstorms or cloud
formations associated with severe turbulence anywhere along
the route to be flown, including the route to a planned alternate.
4.2.2 An aircraft which is required to be fitted with an airborne weather
radar system which becomes unserviceable during a flight may
continue that flight so long as the aircraft avoids penetration of
any cloud formation likely to be associated with severe
turbulence.
5. GROUND PROXIMITY WARNING SYSTEM (GPWS)
5.1 A turbine engine aeroplane that:
a. has a maximum take-off weight of more than 15,000KG, or is
carrying 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
is fitted with:
(1) an approved GPWS that has a predictive terrain hazard
warning function; or
(2) if the aeroplane has a maximum take-off weight of
5,700KG or less, but is carrying 10 or more passengers
- a TAWS-B+ system.

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GEN 1.5 - 12 25 MAY 2017 AIP Australia

5.2 Subject to the provisions of an approved Minimum Equipment

List (MEL) under para 10 of CAO 20.18, an aeroplane required
to be fitted with a GPWS shall not depart with that equipment
unserviceable from an aerodrome where facilities are available
to repair or replace the GPWS and in no case shall an aeroplane
be operated with its GPWS unserviceable for a period exceeding
24 hours from the time the equipment was determined to be
unserviceable.
6. ATS SURVEILLANCE
6.1 Aircraft Requirements
6.1.1 Aircraft must be fitted with a serviceable Mode A and Mode C, or
Mode S, SSR transponder for operations as follows:
a. All aircraft within classes A, B and C airspace, and any class
of airspace at or above 10,000FT AMSL.
b. All aircraft, except aircraft operating to the VFR which are not
fitted with an engine driven electrical system capable of
continuously powering a transponder, within Class E airspace
below 10,000FT AMSL.
6.1.2 For Mode S equipped aircraft, transmitted Aircraft Identification
must exactly match the Aircraft Identification shown in Item 7 of
the filed Flight Notification or, when no flight notification has
been filed, the aircraft registration.
Note 1: Mode C and Mode S operation requires the provision of
pressure altitude information to the transponder equipment.
Note 2: Procedures for operational use of SSR transponders and
transponder codes are detailed at ENR 1.6 para 7.
Note 3: Currently, some aircraft (that are not capable of powering
a transponder) may be operating without a transponder in Class
E airspace and Class G airspace. There may also be occasions
where aircraft without a transponder operate in Class A airspace,
in which case they will be separated from other aircraft by ATC.
6.1.3 ADS-B Equipment
6.1.3.1 IFR aircraft must carry serviceable ADS-B transmitting
equipment that complies with an approved equipment
configuration.

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AIP Australia 17 AUG 2017 GEN 1.5 - 13
Note: In some circumstances, authorisation may be available for
aircraft engaged in private operations without ADS-B
transmitting equipment. See Instrument CASA 114/16
(www.casa.gov.au/files/casa16114pdf) for conditions.
6.1.3.2 An aircraft, which is fitted for serviceable ADS-B transmitting
equipment that complies with an approved equipment
configuration, must operate the equipment continuously during
the flight in all airspace at all altitudes unless the pilot is directed
or approved otherwise by ATC.
6.1.3.3 An aircraft fitted with non-compliant ADS-B transmitting
equipment must not fly in Australian-administered airspace
unless the equipment is:
a. deactivated; or
b. set to transmit only a value of zero for the NUCp or NIC; or
c. operated under the provisions of para 6.1.3.4.
Note: It is considered equivalent to deactivation if NUCp or NIC
is set to continually transmit only a value of zero.
6.1.3.4 An aircraft, fitted with non-compliant ADS-B transmitting
equipment, may operate without the equipment deactivated
under all of the following conditions:
a. the aircraft is undertaking an ADS-B test flight;
b. the flight is conducted in VMC; and
c. the operation is below FL290.
6.1.3.5 Aircraft with demonstrated non-complying ADS-B transmissions
will be notified by ATC at the time of detection. The pilot in
command will be requested to contact ATC on completion of the
flight for additional information regarding the observed issue.
ATC must be notified of fault correction within 24 hours or
ADS-B services for that aircraft will be withdrawn. ADS-B
services will be restored within 48 hours when advice is received
of corrective action.
6.1.4 Flight with unserviceable ADS-B equipment
6.1.4.1 Where an IFR aircraft is ADS-B equipped but the equipment has
become unserviceable before flight, the pilot in command or
aircraft operator must contact Airservices Australia for prior
approval of any flight. Any approval agreed by ATC for the flight
will be subject to operational conditions.

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Note: Airservices Australia contact numbers: Brisbane FIR:

07 3866 3224, Melbourne FIR: 03 9235 7420
6.1.4.2 Where ADS-B equipment becomes unserviceable in flight,
Airservices Australia may approve an IFR flight to continue to
destination or to a place where suitable repairs can be made.
Approval of such flight is subject to traffic management
considerations at the time.
6.1.4.3 Once an approval is obtained, clearance to operate in controlled
airspace may be issued by ATC at the time of flight and is
subject to traffic management considerations. Aircraft equipped
with ADS-B will be afforded priority. For IFR flights, the pilot in
command or aircraft operator should plan their fuel requirements
on the basis that a clearance may not be available.
6.1.5 State Aircraft
6.1.5.1 State aircraft fitted with non-compliant ADS-B transmitting
equipment should operate within the provisions of para 6.1.3.3.
6.1.5.2 Where state aircraft do not operate within the provisions of para
6.1.3.3 the ADS-B equipment non-compliance must be detailed
in the flight notification. Non-ADS-B equipped state aircraft have
equal priority with ADS-B-equipped aircraft.
Note 1: The operation of non compliant ADS-B equipment can
significantly affect and degrade ATS surveillance capability.
Note 2: State aircraft in flight that have not flight planned as
above may request operation under the provisions of ENR 1.7
para 3 Cruising Levels - “DUE OPERATIONAL
REQUIREMENT”.
6.2 SSR Transponder Exemptions
6.2.1 General exemptions against the requirement for carriage of SSR
transponders are in force for aircraft certified without an engine-
driven electrical system; e.g. balloons, gliders and antique
aircraft.
6.2.2 Specific ATC exemptions against the requirement, for carriage
of SSR transponders, for the portions of flights subject to a
clearance, may be available subject to agreement with the
relevant ATC unit as follows:

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AIP Australia 17 AUG 2017 GEN 1.5 - 15
a. For operation of an aircraft with an operating transponder, but
without operating automatic pressure altitude reporting
equipment having a Mode C capability, the request may be
made at any time.
b. For operation of an aircraft with an unserviceable transponder
to the airport of ultimate destination, including any
intermediate stops, or to proceed to a place where suitable
repairs can be made or both, the request may be made at any
time.
c. For operation of an aircraft that is not equipped with a
transponder, the request must be made at least one (1) hour
before the proposed operation.
7. AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) /
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
(TCAS)
7.1 Overview
7.1.1 Aircraft fitted with a serviceable ACAS/TCAS, and with a crew
trained in its use, are permitted to operate that system while in
Australian airspace.
7.1.2 Pilots of transponder-equipped aircraft should ensure their
transponder is switched to ON/ALT (Mode C) at all times.
Note: TCAS will neither track or display:
a. non-transponder-equipped aircraft;
b. aircraft with an inoperable transponder; or
c. aircraft operating a Mode A transponder.
7.2 Use of ACAS/TCAS Indicators
7.2.1 Traffic Advisory (TA). In the event of a TA, the pilot should use
all available information to prepare for appropriate action if an
RA occurs including:
a. attempt to establish visual contact; and
b. change the flight path only if a collision risk is established
visually.
Note: RA collision avoidance manoeuvres will not be provided to
an aircraft with TA-only mode selected, e.g. during engine failure
or operating in known close proximity to other traffic such as
approaches to closely spaced parallel runways.

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7.2.2 Resolution Advisory (RA). In the event of an RA, pilots must:

a. immediately conform to the RA indication, even if this
conflicts with an ATC instruction, unless doing so would
jeopardise the safety of the aircraft;
b. limit the alterations of the flight path to the minimum extent
necessary to comply with the RA; and
c. notify ATC, as soon as permitted by workload, of an RA which
requires a deviation from the current ATC instruction or
clearance.
7.3 Responsibility for Separation
7.3.1 Once an aircraft manoeuvres in response to an RA, ATS is not
responsible for providing separation between that aircraft and
any other aircraft, airspace, terrain or obstruction.
7.3.2 When the conflict is resolved, pilots must:
a. promptly return to the terms of the latest ATC instruction or
clearance and notify ATC of the manoeuvre; or
b. comply with an amended ATC clearance or instruction
issued.
7.3.3 ATC responsibility for separation resumes when separation is
re-established after:
a. the responding aircraft has returned to its assigned level;
b. the pilot advises ATC that the TCAS manoeuvre is complete;
or
c. the responding aircraft has executed an alternate clearance.
7.4 The Australian Transport Safety Bureau (ATSB) requires that all
TCAS Resolution Advisories are treated as Routine Reportable
Matters (ENR 1.14 sub-para 3.2.1, m refers)
7.5 The ATSB reporting requirements apply to all TCAS-equipped
aircraft operating in Australian-administered airspace. The
requirements also apply to Australian registered aircraft
operating outside Australian-administered airspace.
7.6 The above information is required for proactive systems analysis
in relation to accident prevention.

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AIP Australia 17 AUG 2017 GEN 1.5 - 17
7.7 High Vertical Rate (HVR) Encounters
7.7.1 A TCAS Resolution Advisory (RA) may result from having a high
vertical rate when approaching an assigned altitude or flight level
when another aircraft is maintaining, or approaching, an
adjacent altitude or flight level.
To avoid RAs in these circumstances, the pilot of the climbing or
descending aircraft should, where practicable, reduce the
vertical rate to less than 1,500FPM when within the last 1,000FT
of the assigned altitude or flight level, unless otherwise directed
by ATC.
Note 1: Pilots are not required to modify vertical speed for every
level-off. This is not necessary and would introduce a significant
increase in pilot workload.
Note 2: Pilots may become aware of the presence of an adjacent
aircraft by several means, including:
a. visual acquisition;
b. information provided by ATC; or
c. TCAS Traffic Advisory (TA).
8. AREA NAVIGATION SYSTEMS APPROVAL AND
OPERATIONS
8.1 The requirements for carriage and use of area navigation
systems are contained in CASR Part 91U, Part 91U Manual of
Standards, CAO 20.18 and CAO 20.91. Requirements, advice
and information on area navigation, PBN and GNSS aspects can
also be found on the CASA website at www.casa.gov.au/
airspace/standard-page/cns-atm-navigation.
8.2 Operators of foreign registered aircraft holding an RNP-AR
navigation authorisation from their National Aviation Authority
must not navigate in accordance with RNP-AR procedures in
Australia without specific CASA authorisation.
8.3 Notification of failure or operations outside of tolerance
8.3.1 Pilots using area navigation systems for navigation must notify
ATC
a. about navigation equipment failure; or
b. of operations of the equipment outside the approved
tolerances; or

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c. for inertial systems, if the times between updates, or from

departure, exceeding three (3) hours for single units or five
(5) hours for multiple units for flights in controlled airspace
other than OCA, and five (5) hours for a single unit or 12
hours for multiple units for flights in OCA.
Note: ATC may discontinue applying certain area navigation
standards after receipt of the advice.
9. RVSM APPROVAL AND OPERATIONS
9.1 RVSM is a published ICAO standard, which allows the use of
1,000FT separation between RVSM-approved aircraft operating
from FL290 to FL410 inclusive. In Australia, RVSM is applied in
accordance with the ICAO standard. Operators and aircraft must
be approved by the State of Registry. Guidance on the
approvals process for Australian-registered aircraft is contained
in Civil Aviation Advisory Publication (CAAP) 181A-(0).
10. AOC TO BE CARRIED ON-BOARD
10.1 In accordance with ICAO Annex 6 Parts l, an aeroplane
conducting an international commercial air transport operation
shall carry a certified true copy of the AOC and a copy of the
associated Operations Specifications relevant to the aeroplane
type, issued in conjunction with the Certificate.
10.2 This provision for aeroplanes is outlined in Annex 6, Part I,
Chapter 6, para 6.1.2.
10.3 The provision for helicopters is outlined in Annex 6 Part III,
Section II, Chapter 4, para 4.1.2.

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AIP Australia 09 NOV 2017 GEN 1.6 - 1

GEN 1.6 SUMMARY OF NATIONAL REGULATIONS AND

INTERNATIONAL AGREEMENT/CONVENTIONS
1. GENERAL
The following list identifies key civil aviation legislation and air
navigation regulations in force in Australia and its Territories.
2. LEGISLATION BY THE PARLIAMENT OF THE
COMMONWEALTH OF AUSTRALIA
a. Air Navigation Act 1920. Ratification of Chicago Convention
and Protocols amending Articles 45, 48, 49 and 61 of
Chicago Convention and Air Transit Agreement:
Control of Foreign Aircraft on Flights in Australia
International Airline Licences
Carriage of Munitions in Aircraft.
b. Air Navigation Regulation 2016 (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 Safety Authority with regulatory functions relating to
the safety of civil aviation and related purposes, including:
Air Operators Certificates
Use of Defence Aerodromes
Interference with Navigation Aids.
e. Air Services Regulations 1995 (made under the Airservices
Act), being statutory Rules 1995 No 223 as amended.
Part 1 – Preliminary
Part 3 – Air Traffic Services
Part 4 – Other Services
Part 5 – Additional Functions of AA
Part 6 – Statutory Liens
Part 7 – Miscellaneous
f. Aviation Transport Security Act 2004. Establishes a
regulatory framework to safeguard against unlawful
interference with aviation.
g. Aviation Transport Security Regulations 2005 (made
under the Aviation Transport Security Act 2004).

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h. Civil Aviation Regulations. Commonwealth of Australia’s

aviation regulations are contained in two instruments: the
Civil Aviation Regulations 1988 (CAR 1988) and the Civil
Aviation Safety Regulations 1998 (CASR 1998). In due
course, the regulations contained in CAR 1988 will be
replaced by CASR 1998. In the interim, both CAR 1988 and
CASR 1998 apply.
CAR 1988
Part 1 Preliminary
Part 2 Administration and Organisation
Part 4 Airworthiness Requirements
Part 4A Maintenance
Part 4B Defect Reporting
Part 4C Flight Manuals
Part 4D Removal of Data Plates and Aircraft Registration
Identification Plates
Part 5 Balloon Flight Crew Licencing
Part 7 Navigation Logs
Part 8 Radio Systems for Use in, or in Connection with,
Aircraft
Part 9 Aerodromes
Part 10 Air Traffic Services and Other Services
Part 11 Conditions of Flight
Part 12 Rules of the Air
Part 13 Signals for the Control of Air Traffic
Part 14 Air Service Operations
Part 16 Refusal to Grant, and Suspension and Cancellation
of, Licences, Certificates and Authorities
Part 17 Penal Provisions and Prosecutions
Part 18 Evidence
Part 19 Miscellaneous
Part 20 Transitional
CASR 1998
Part 1 Preliminary
Part 11 Regulatory Administration
Part 13 Enforcement Procedures

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AIP Australia 09 NOV 2017 GEN 1.6 - 3
Part 21 Certification and Airworthiness Requirements for
Aircraft and Parts
Part 22 Airworthiness Standards for Sailplanes and Powered
Sailplanes
Part 23 Airworthiness Standards for Aeroplanes in the
Normal, Utility, Acrobatic or Commuter Category
Part 25 Airworthiness Standards for Aeroplanes in the
Transport Category
Part 26 Airworthiness Standards for Aircraft in the Primary
Category or Intermediate Category
Part 27 Airworthiness Standards for Rotorcraft in the Normal
Category
Part 29 Airworthiness Standards for Rotorcraft in the
Transport Category
Part 31 Airworthiness Standards for Manned Free Balloons
Part 32 Airworthiness Standards for Engines for Very Light
Aeroplanes
Part 33 Airworthiness Standards for Aircraft Engines
Part 35 Airworthiness Standards for Aircraft Propellers
Part 39 Airworthiness Directives
Part 42 Continuing Airworthiness Requirement for Aircraft
and Aeronautical Products
Part 45 Display of nationality marks, registration marks and
aircraft registration identification plates
Part 47 Registration of Aircraft
Part 60 Synthetic Training Devices
Part 61 Flight Crew Licensing
Part 64 Authorisations for Non-Licensed Personnel
Part 65 Air Traffic Services Licensing
Part 66 Continuing Airworthiness
Part 67 Medical
Part 90 Additional Airworthiness Requirements
Part 91 General Operating and Flight Rules
Part 92 Consignment and Carriage of Dangerous Goods
Part 99 Drug and Alcohol Management Plans and Testing
Part 101 Unmanned Aircraft and Rockets
Part 103 Sport and Recreational Aviation Operations
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Part 105 Sport and Recreational Parachuting Operations

Part 117 Representations and Surveys
Part 129 Foreign Air Transport Operators - certification and
operating requirements
Part 132 Limited category aircraft
Part 137 Aerial Application Operations
Part 138 Aerial Work Operations
Part 139 Aerodromes
Part 141 Recreational, Private and Commercial Pilot Flight
Training, other than Certain Integrated Training
Courses
Part 142 Integrated and Multi-Crew Pilot Flight Training,
Contracted Recurrent Training and Contracted
Checking
Part 143 Air Traffic Services Training Providers
Part 145 Continuing Airworthiness - Part 145 Approved
Maintenance Organisations
Part 147 Continuing Airworthiness - Maintenance Training
Providers
D
Part 171 Aeronautical Telecommunication Service and Radio
Navigation Service Providers
Part 172 Air Traffic Service Providers
Part 173 Instrument Flight Procedure Design
Part 175 Aeronautical Information Management
Part 200 Exemptions
Part 201 Miscellaneous
Part 202 Transitional
i. Damage by Aircraft Act 1999
Facilitates the recovery of damages for certain injury,
loss, damage or destruction caused by aircraft, or by
people, animals or things that are dropped, or that fall,
from aircraft that are in flight.
j. Civil Aviation (Carriers’ Liability) Act 1959
Establish carriers’ liability arrangements as they apply to
the carriage of passengers, baggage and cargo. This
includes giving effect to the provisions of the 1999
Montreal Convention and the Warsaw Convention as
amended by relevant instruments. This Act also
establishes carrier's liability for domestic carriage by air.

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k. Transport Safety Investigation Act 2003 (TSI Act)
Provides guidance for the investigation of transport
accidents and other matters affecting transport safety in
aviation, marine and rail modes of transport.
3. OTHER RELEVANT LEGISLATION
Air Services Act 1995
Part 4, Division 4 and Part 5, Division 3
Air Navigation Act 1920
Sections 9, 10, 12, 13, 14, 15, 16, 17, 19
Airspace Act 2007
Australian Maritime Safety Authority Act 1990 Section 6(5)
Civil 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 Regulation 135, 136, 139
Transport Safety Investigation Regulations 2003 (TSI
Regulations)
Parts 1, 2 and 5
Convention on International Civil Aviation (Chicago Convention)
International Convention for the Safety of Life at Sea (SOLAS)
International Convention on Maritime Search and Rescue (SAR)
4. SECURITY OF GENERAL AVIATION OPERATIONS
4.1 Introduction
4.1.1 Since late 2001, the Australian Government has circulated
warnings concerning the possibility of terrorist attacks against
Australian civil aviation interests, including general aviation
(AICs H41/01, H9/02, H8/04 and H3/06 refer and are replaced
by this entry).
4.1.2 The general security situation in Australia has not changed since
AIC H9/02 was issued. Nevertheless, General Aviation (GA) and
Charter (CHTR) industry personnel are urged to be particularly
vigilant and alert to any activities in the industry which may
arouse suspicions in regard to possible terrorist actions.
4.2 Activities Which May Arouse Suspicion
4.2.1 GA operators should be alert to the importance of reporting and/
or resolving any event or activity occurring in their operating
environment that appears to be unusual or suspicious.
4.2.2 Examples of suspicious behaviour can include but are not limited
to:
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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, crop
dusters or helicopters;
e. unusual activity relative to the use or acquisition of dangerous
chemicals;
f. watching, observing, photographing, sketching, measuring
and 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 verifiable
excuse [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;
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
sinister items; and
r. presenting suspect ID (it might be worn or photocopied/
photographed).
4.2.3 Any unusual behaviour that cannot be satisfactorily explained
should be reported to company security officers and/or police.
Particular attention should be paid to details such as names and
descriptions of suspicious persons, and vessel/vehicle
identification markers.
4.3 Actions and Contacts
All members of the aviation community are reminded to continue
to maintain and, if necessary, enhance their vigilance and
security arrangements. Any suspicious circumstances or
behaviour at an airport should be reported immediately to:
a. the National Security Hotline by phone on 1800 123 400; or
b. the local police; or,
persons may contact:

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AIP Australia 24 MAY 2018 GEN 1.6 - 7
c. the Department of Infrastructure and Regional Development,
Office of Transport Security, by telephone on 1300 791 581.
5. AUSTRALIAN SANCTIONS
5.1 Introduction
5.1.1 The purpose of this section is to inform all persons operating
aircraft into Australia of Australian sanction laws.
5.1.2 Australian sanction laws implement United Nations Security
Council (UNSC) sanctions regimes and Australian autonomous
sanctions regimes.
5.1.3 Contravening an Australian sanction law is a serious criminal
offence. Penalties for sanctions offences include up to 10 years
prison and substantial fines.
5.1.4 All operators should check the sanctions measures which apply,
including before bringing goods into Australia, taking goods out
of Australia, and dealing with persons who are subject to
targeted financial sanctions or whose entry into or transit through
Australia is prohibited.
5.2 Sanctions Regimes under Australian sanction laws
5.2.1 The sanctions regimes currently implemented under Australian
sanction laws are:
Central African Former Federal Libya Syria
Republic Republic of
Yugoslavia
Counter- Guinea-Bissau Myanmar The Taliban
terrorism
Crimea and Iran Russia Ukraine
Sevastopol
Democratic Iraq Somalia Yemen
People’s
Republic of
Korea (North
Korea)
Democratic ISIL (Da’esh) South Sudan Zimbabwe
Republic of the and Al-Qaida
Congo
Eritrea Lebanon Sudan
Australia is in the process of implementing the recently
established UNSC sanctions regime for Mali.

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5.2.2 For an updated list of individuals and entities that may be subject
to targeted financial sanctions and travel bans, which might
include nationals and entities from countries other than the ones
listed above, please consult the Consolidated List available at:
www.dfat.gov.au/international-relations/security/sanctions/
pages/consolidated-list.aspx.
5.3 Further information
5.3.1 The Department of Foreign Affairs and Trade (DFAT) website
provides detailed information on the sanctions regimes and the
specific restrictions applicable under each regime. The
information can be found at:
http://dfat.gov.au/international-relations/security/sanctions/
sanctions-regimes/Pages/sanctions-regimes.aspx.
5.3.2 The Minster for Foreign Affairs or the Minister’s delegate may be
able to grant a permit authorising an activity that would
otherwise contravene an Australian sanction law. The Minister
for Home Affairs may be able to grant a visa authorising travel
that would otherwise contravene a travel ban. Further
information can be found at:
http://dfat.gov.au/international-relations/security/sanctions/
sanctions-regimes/Pages/sanctions-regimes.aspx.
6. AUSTRALIAN AIR CARGO PROHIBITIONS
6.1 Introduction
6.1.1 The purpose of this section is to inform all persons operating
aircraft into Australia of Australian law regarding air cargo
prohibitions.
6.1.2 The prohibitions are a preventive security measure, based on
the Government’s understanding of the threat and risk
environment in certain countries. There is no information to
suggest that there is any specific threat for flights to or from
Australia.
6.1.3 The prohibitions apply equally to air cargo carried on passenger
and freighter aircraft. The prohibitions only apply to air cargo.
Cargo sent as sea, rail or land freight is not prohibited.
6.2 Air Cargo Prohibitions under Australian Law
6.2.1 Australia has in place air cargo prohibitions from identified high
risk countries - Bangladesh, Yemen, Syria, Egypt, Somalia and
Turkey.
6.2.2 Airlines are prevented from carrying any air cargo that has
originated from, or transited through Syria, Yemen or Somalia.

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AIP Australia 24 MAY 2018 GEN 1.6 - 9
6.2.3 Air cargo that has originated from, or transited through, Egypt is
prohibited, except for items that are currently exempt from
screening under Australian regulations such as diplomatic bags
and smaller items of international mail.
6.2.4 Air cargo that has originated from, or transited through,
Bangladesh is prohibited, unless it has undergone security
examination at an approved last port of call before travelling to
Australia or is otherwise exempt from examination under
Australian regulations.
6.2.5 Air cargo that has originated from, or transited through, Turkey is
prohibited, only if it contains an electromechanical device that
weighs over 1 kilogram.
6.2.6 The prohibitions have been implemented through a legislative
instrument made by the then Deputy Prime Minister and Minister
for Infrastructure and Regional Development, under section
65B(2)(b) of the Aviation Transport Security Act 2004.
6.3 Further Information
6.3.1 For updates and further information on air cargo prohibitions
please consult: www.infrastructure.gov.au/security/air-cargo/
prohibition-intl.aspx.

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AIP Australia 25 MAY 2017 GEN 1.7 - 1

GEN 1.7 DIFFERENCES FROM ICAO STANDARDS, RECOMMENDED

PRACTICES AND PROCEDURES

1. The differences that exist between Australian national aviation

regulations and those specified by ICAO as Standards and
Recommended Practices (SARPS) are identified in an AIP
Supplement titled “DIFFERENCES FROM ICAO STANDARDS,
RECOMMENDED PRACTICES AND PROCEDURES” posted
on the Airservices Australia website at:
www.airservicesaustralia.com/publications/aip.asp
Please read and agree to the Copyright Notice, then click on the
current “AIP Supplements and AICs” package.

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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 and
air-ground communications are as follows:
Measurement Units
Distances used in navigation nautical miles and
(generally in excess of 2NM) tenths
Short distances metres
Altitudes, elevations and heights feet
Horizontal speed, including wind speed knots
Vertical speed feet per minute
Wind direction for runway operations degrees magnetic
Wind direction except for runway degrees true
operations
Visibility, including runway visual kilometres or
range metres
Altimeter setting hectopascals
Temperature degrees celsius
Weight (Mass) Metric tonnes or
kilograms
Time hours and minutes
*Miles must be read as meaning nautical miles unless otherwise
stated. The word “nautical” may be omitted from air-ground
communications.
1.1.1 An aircraft which is temporarily unable to use these units must
so advise and request the ground station to transmit in units
useable by the aircraft.
2. TIME SYSTEM
2.1 Coordinated Universal Time (UTC)
Is used for civil aviation.

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2.2 Date and time

Is indicated in a combination of the date and time in a single six
figure group. However, a 10 figure group comprising the year,
month, date, hours and minutes is used for NOTAM and SUPs.
This is reduced to an eight figure group (nil year) for SPFIB.
3. GEODETIC REFERENCE DATUM
3.1 All published geographical coordinates are expressed in term of
the World Geodetic System – 1984 (WGS-84). Most
coordinates have been surveyed; however, those coordinates
that have been mathematically derived are indicated by an
asterisk.
3.2 Coordinates published in AIP documents/charts and NOTAM
are expressed in degrees, minutes and tenths of a minute with
the cardinal point placed first; e.g. S32 46.3 E138 24.0. When
more accurate coordinate information is required (e.g. the
commissioning of a new navigation aid) the more detailed set of
coordinates may be included in brackets. The Designated
Airspace Handbook (DAH) departs from this convention in that
coordinates are expressed in degrees, minutes and seconds,
and, if required, tenths/hundredths of a second with the cardinal
point last; e.g. 05 07 21.2S 065 25 22.6E.
4. PUBLIC HOLIDAYS
4.1 National
New Year’s Day 1 January
Australia Day 26 January
Good Friday Friday before Easter
Easter Monday Monday after Easter Sunday
Anzac Day 25 April
Queen’s Birthday According to the published date for the
relevant State/Territory
Christmas Day 25 December
Boxing Day 26 December
Note: When New Year’s Day, Australia Day, Christmas Day and
Boxing Day falls on a Saturday or Sunday, the next following
working day is declared the public holiday. In this case, both the
actual day and the following declared public holiday are
considered to be public holidays.

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AIP Australia 10 NOV 2016 GEN 2.1 - 3

4.2 Some services may be affected on public holidays. Operators

should check NOTAM and/or contact the relevant aerodrome
owner/operator.
4.2.1 Airspace specified as active or not active on public holidays
refers only to National holidays as listed in para 4.1. Any other
holidays affecting activation will be specified by NOTAM.

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AIP Australia 09 NOV 2017 GEN 2.2 - 1
GEN 2.2 DEFINITIONS AND ABBREVIATIONS

1. DEFINITIONS
Active LAHSO Runway: The runway used during LAHSO for arriving
aircraft issued with a hold short instruction.
Airborne Collision Avoidance System (ACAS): An aircraft system
based on secondary surveillance radar (SSR) transponder signals which
operates independently of ground-based equipment to provide advice to
the pilot on potential conflicting aircraft that are equipped with SSR
transponders.
ADS-C Agreement: A reporting plan which establishes the conditions of
ADS-C data reporting (i.e. data required by the air traffic services unit and
frequency of ADS-C reports which have to be agreed to prior to the
provision of air traffic services).
Aerodrome: A defined area of land or water (including any buildings,
installations and equipment) intended to be used either wholly or in part for
the arrival, departure and movement of aircraft.
Aerodrome Beacon: An aeronautical beacon, used to indicate the
location of an aerodrome from the air.
Aerodrome Control Service: ATC service for aerodrome traffic.
Aerodrome Control Tower: A unit established to provide ATC service to
aerodrome traffic.
Aerodrome Elevation: The elevation of the highest point of the landing
area.
Aerodrome Meteorological Minima (Ceiling and Visibility Minima):
The minimum heights of cloud base (ceiling) and minimum values of
visibility which are prescribed in pursuance of CAR 257 for the purpose of
determining the useability of an aerodrome either for takeoff or landing.
Aerodrome Proprietor: Any Owner, Licensee, Authority, Corporation, or
any other body which has a legal responsibility for a particular aerodrome.
Aerodrome Reference Point (ARP): The designated geographical
location of an aerodrome.
Aerodrome Traffic: All traffic on the manoeuvring area of an aerodrome
and all aircraft flying in, entering, or leaving the traffic circuit.
Aerodrome Traffic Circuit: The specified path to be flown by aircraft
flying in, entering, or leaving the traffic circuit.
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.

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Aeronautical Beacon: An aeronautical ground light visible at all azimuths,

either continuously or intermittently, to designate a particular point on the
surface of the earth.
Aeronautical Information Circular (AIC): A notice containing information
that does not qualify for the origination of a NOTAM, or for inclusion in the
AlP, but which relates to flight safety, air navigation, technical,
administrative or legislative matters.
Aeronautical Information Publication (AIP): A publication issued by or
with the authority of a State and containing aeronautical information of a
lasting character essential to air navigation.
AIP Supplement (SUP): Temporary changes to the information contained
in the AIP which are published by means of special pages.
Aircraft Address: A unique combination of 24 bits available for
assignment to an aircraft for the purpose of air-ground communications,
navigation and surveillance. Expressed as a six character hexadecimal
code.
Aircraft Classification Number (ACN): A number expressing the relative
effect of an aircraft on a pavement for a specific standard sub-grade
category.
Aircraft Identification: An identification of up to seven (7) alpha-numeric
characters used to identify the aircraft in flight notifications and in Mode S
transponders/ADS-B transmitters.
Note: The Aircraft Identification entered into the Mode S Transponder, or
ADS-B Transmitter, must match the Aircraft Identification entered into Item
7 of the Flight Notification or, when no flight notification has been filed, the
aircraft registration. Hyphens or symbols may not be used within the
identification.
Aircraft Parking Position Taxilane: A portion of an apron designated as
a taxiway and intended to provide access to aircraft parking positions only.
Air-Ground Communications: Two way communications between
aircraft and stations on the surface of the earth.
Air-Report (AIREP): A report from an aircraft in flight prepared by the pilot
during the course of a flight in conformity with the requirements for
position, operational or meteorological reporting in the AIREP form.
Airspace Release: A defined volume of airspace normally under the
jurisdiction of one controlling authority that is temporarily released, by
common agreement, for exclusive use of another.
Airspace Speed Limitation: A speed limit specified for a particular class
of airspace.

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Air Taxiing: Movement of a helicopter/VTOL above the surface of an
aerodrome, normally in ground effect and at a speed normally less than
20KT.
Air Traffic Control Clearance: Authorisation for aircraft to proceed under
conditions specified by an ATC unit.
Note: For convenience, the term “Air Traffic Control Clearance” is normally
abbreviated to “Clearance” when used in appropriate context.
Air Traffic Control Instructions: Directives issued by ATC for the
purpose 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; and
(2) on the manoeuvring area between aircraft and obstructions; and
b. expediting and maintaining an orderly flow of air traffic.
Air Traffic Control Speed Restriction: An ATC traffic management
speed or an ATC-issued speed control instruction.
Air Traffic Service (ATS): A generic term meaning variously, flight
information service, alerting service, air traffic advisory service, ATC
service (area control service, approach control service, or aerodrome
control service).
Air Transit: The airborne movement of a helicopter that is:
a. for the expeditious transit from one place within an aerodrome to
another place within the aerodrome;
b. at or below 100FT above the surface; and
c. at speeds greater than those used in air taxiing.
Airways Clearance: A clearance, issued by ATC, to operate in controlled
airspace along a designated track or route at a specified level to a
specified point or flight planned destination.
Alerted See-and-Avoid: A procedure where flight crew, having been
alerted to the existence and approximate location of other traffic in their
immediate vicinity, seek to sight and avoid colliding with those known
aircraft.
Alerting Post: An agency designated to serve as an intermediary between
a person reporting an aircraft in distress and a rescue coordination centre.
Alerting Service: A service provided to notify appropriate organisations
regarding aircraft in need of search and rescue aid, and to assist such
organisations as required.

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Alternate Aerodrome: An aerodrome to which an aircraft may proceed

when it becomes either impossible or inadvisable to proceed to or to land
at the aerodrome of intended landing.
Altimeter Setting: A pressure datum which when set on the sub-scale of a
sensitive altimeter causes the altimeter to indicate vertical displacement
from that datum. A pressure-type altimeter calibrated in accordance with
Standard Atmosphere may be used to indicate altitude, height or flight
levels, as follows:
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 the
sub-scale of a pressure sensitive altimeter is set to QNH or Area QNH.
Altitude: The vertical distance of a level, a point or an object, considered
as a point, measured from mean sea level.
Approach Control Service: ATC service for arriving or departing flights.
Approach Sequence: The order in which two or more aircraft are cleared
to approach to land at the aerodrome.
Apron: A defined area on a land aerodrome, intended to accommodate
aircraft for purposes of loading or unloading passengers, mail, cargo,
fuelling, parking or maintenance.
Apron Service: A traffic regulatory and information service provided to
aircraft using the apron area of an aerodrome.
Apron Taxiway: A portion of a taxiway system located on an apron and
intended to provide a through taxi route across the apron.
Area Control Service: ATC service for controlled flights in control areas.
Area Navigation: A method of navigation which permits aircraft operation
on any desired flight path within the coverage of ground or space-based
navigation aids, or within the limits of the capability of self-contained aids,
or a combination of these.
Area Navigation Route: An ATS route established for the use of aircraft
capable of employing area navigation.
Area Navigation Systems: Navigation systems supporting area
navigation.
Area QNH: A forecast altimeter setting which is representative of the QNH
of any location within a particular area.
Area VHF: The appropriate FIA VHF channel for a location.
ATS Route: A specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services.
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ATS Surveillance Service: Term used to indicate an air traffic service
provided directly by means of an ATS surveillance system.
ATS Surveillance System: A generic term meaning variously, ADS-B,
PSR, SSR or any comparable ground-based system that enables the
identification of aircraft.
Note: A comparable ground-based system is one that has been
demonstrated, by comparative assessment or other methodology, to have
a level of safety and performance equal to, or better than, monopulse SSR.
Automatic Dependent Surveillance Broadcast (ADS-B): A means by
which aircraft, aerodrome vehicles and other objects can automatically
transmit or receive data such as identification, position and additional data,
as appropriate, in a broadcast mode via a data link.
Automatic Dependent Surveillance - Contract (ADS-C): A means by
which the terms of an ADS-C agreement will be exchanged between the
ground system and the aircraft, via a data link, specifying under what
conditions ADS-C reports would be initiated, and what data would be
contained in the reports.
Automatic En Route Information Service (AERIS): The provision of
operational information en route by means of continuous and repetitive
broadcasts.
Automatic Terminal Information Service (ATIS): The provision of
current, routine information to arriving and departing aircraft by means of
continuous and repetitive broadcasts during the hours when the unit
responsible for the service is in operation.
Aviation Reference Number (ARN): A unique six-digit number used to
identify a client who conducts business with CASA. When CASA receives
an application for a new licence, certificate, or other service, an ARN is
established and all subsequent transactions for the client are recorded
against that ARN. In addition to being a client number, the ARN may also
be the licence or certificate number. The ARN should be quoted in all
correspondence with CASA or with CanPrint, AIP Shop.
Base Turn (Instrument Approach): A turn executed by the aircraft during
the initial approach between the end of the outbound track and the
beginning of the intermediate or final approach track. The tracks are not
reciprocal.
Note: Base turns may be designated as being made either in level flight or
while descending, according to the circumstances of each individual
procedure.
Blanket Clearance: A pre-arranged clearance originated for specific
activities or events and specified in a letter of agreement.

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Blind Transmission: A transmission from one station to another station in

circumstances where two way communication cannot be established, but
where it is believed that the called station is able to receive the
transmission.
Block Level: A section of airspace with specified upper and lower limits on
a specific track, in which cleared aircraft are permitted to manoeuvre.
Break-out Procedure: A procedure initiated on instruction from a
Precision Runway Monitor (PRM) controller upon which a pilot is required
to discontinue an ILS approach and immediately commence a turn of
approximately 90° from the ILS course, climbing (or descending) as
instructed by ATC, in response to an aircraft deviating from the adjacent
ILS course.
Briefing: The act of giving in advance, specific pre-flight instructions or
information to aircrew.
Broadcast: A transmission of information relating to air navigation for
which an acknowledgement is not expected.
Ceiling: The height above the ground or water of the base of the lowest
layer of cloud below 20,000FT covering more than one-half of the sky.
CENSAR: An automated centralised SARTIME database software
package used by ATS to manage SARTIMEs.
Centre: A generic callsign which can include ATC, Advisory, Flight
Information and Alerting services, depending on the classification of
airspace in which the service is provided.
Certified Aerodrome: A place that is certified as an aerodrome under the
Civil Aviation Safety Regulations.
Circling Approach: An extension of an instrument approach procedure
which provides for visual circling of the aerodrome prior to landing.
Clearance Limit: The point to which an aircraft is granted an ATC
clearance.
Clearance Expiry Time: A time specified by an ATC unit at which a
clearance ceases to be valid.
Clearway: A defined rectangular area on the ground or water under the
control of the appropriate authority, selected or prepared as a suitable area
over which an aeroplane may make a portion of its initial climb to a
specified height.
Collocated (Navigation) Aids: En route waypoints or navigation aids that
are within 600M of each other.

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Common Traffic Advisory Frequency (CTAF): A designated frequency
on which pilots make positional broadcasts when operating in the vicinity
of a non-controlled aerodrome.
Communicable Diseases: Communicable diseases include cholera,
typhus (epidemic), smallpox, yellow fever, plague, and such other
diseases as the contracting States shall, from time to time, decide to
designate.
Company Operations Representative: The representative of an
operating agency who is authorised to act in the capacity of liaison officer
between ATC and the operating agency in respect of the control of an
aircraft of that agency.
Continuous Descent Final Approach (CDFA): A technique, consistent
with stabilised approach procedures, for flying the final approach segment
of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or above the final
approach fix altitude/height to a point approximately 50FT above the
landing runway threshold or the point where the flare manoeuvre should
begin for the type of aircraft flown.
Control Area (CTA): A controlled airspace extending upwards from a
specified limit above the earth.
Controlled Aerodrome: An aerodrome at which ATC service is provided
to aerodrome traffic.
Controlled Airspace: Airspace of defined dimensions within which ATC
service is provided in accordance with the airspace classification.
Controller: An air traffic controller, operating within an organisation
approved under CASR Part 172 and qualified in accordance with CASR
Part 65.
Controller Pilot Data Link Communications (CPDLC): A means of
communication between controller and pilot using data link for ATC
communications.
Controlling Authority: With respect to airspace classifications, this is the
Air Traffic Service provider for that area. With respect to PRD, this is the
agency nominated to exercise the conditions of entry specified for the
area.
Control Zone (CTR): A controlled airspace extending upwards from the
surface of the earth to a specified upper limit.
CPDLC message: Information exchanged between an airborne system
and its ground counterpart. A CPDLC message consists of a single
message element or a combination of message elements conveyed in a
single transmission by the initiator.
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CPDLC Message Set: A list of standard message elements and free text
message elements.
Cruise Climb: An aeroplane cruising technique resulting in a nett increase
in altitude as the aeroplane weight decreases.
Cruising Level: A level maintained during a significant portion of a flight.
Danger Area: An airspace of defined dimensions within or over which
activities of potential danger to aircraft flying over the area may exist.
Day: The period between the beginning of morning civil twilight (first light)
and the end of evening civil twilight (last light).
Dead Reckoning (DR) Navigation: The estimating or determining of
position by advancing an earlier known position by the application of
direction, time and speed data.
Decision Altitude/Height (DA/H): A specified altitude or height in a 3D
instrument approach operation at which a missed approach must be
initiated if the required visual reference to continue the approach has not
been established.
Note 1: DA is referenced to mean sea level and DH is referenced to the
threshold elevation.
Note 2: The required visual reference means that section of the visual aids
or of the approach area which should have been in view for sufficient time
for the pilot to have made an assessment of the aircraft position and rate of
change of position, in relation to the desired flight path. In Category III
operations with a decision height the required visual reference is that
specified for the particular procedure and operation.
Defined Point After Takeoff (DPATO): The point within the takeoff and
initial climb phase before which the helicopter’s ability to continue the flight
safely, with one engine inoperative, is not assured and a forced landing
may be required.
Density Height: An atmospheric density expressed in terms of height
which corresponds to that density in the Standard Atmosphere.
Dependent Parallel Approaches: Simultaneous approaches to parallel
instrument runways where radar separation minima between aircraft on
adjacent extended runway centre-lines are prescribed.
Distance Measuring Equipment (DME): Equipment which measures in
nautical miles, the slant range of an aircraft from the selected DME ground
station.
DME Distance: The slant range from the source of a DME signal to the
receiving antenna.
Domestic Flight: A flight between two points within the Australian FIR.

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East Coast SSR Coverage: The area of Australia east-coast secondary
surveillance radar (SSR) coverage within approximately 200NM of a line
Cairns - Brisbane - Sydney - Melbourne - Adelaide.
Elevation: The vertical distance of a point or a level, on or affixed to the
surface of the earth, measured from mean sea level.
Emergency Fuel: The term used to describe a situation in which an
aircraft will land with less than planned fixed fuel reserve and the aircraft
requires immediate assistance.
Note: MAYDAY FUEL declaration is a distress message. A distress
message is reported when the pilot in command has assessed the aircraft
is threatened with grave and imminent danger and requires immediate
assistance.
Emergency Phases:
a. Uncertainty Phase: A situation wherein uncertainty exists as to the
safety of an aircraft and its occupants.
b. Alert Phase: A situation wherein apprehension exists as to the safety of
an aircraft and its occupants.
c. Distress Phase: A situation wherein there is reasonable certainty that
an aircraft and its occupants are threatened by grave and imminent
danger or require immediate assistance.
Equivalent Single Isolated Wheel Load: The equivalent load that would
be imposed on a pavement by a single wheel if any wheel group on an
aircraft were replaced by a single wheel using the same tyre pressure.
Essential Radio Navigation Service. A radio navigation service whose
disruption has a significant impact on operations in the affected airspace or
aerodrome.
Estimate: The time at which it is estimated that an aircraft will be over a
position reporting point or over the destination.
Estimated Elapsed Time (EET): The estimated time required to proceed
from one significant point to another.
Estimated Off Block Time: The estimated time at which the aircraft will
commence movement associated with departure.
Estimated Time of Arrival (ETA): For IFR flights, the time at which it is
estimated that the aircraft will arrive over that designated point, defined by
reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or, if no navigation aid is
associated with the aerodrome, the time at which the aircraft will arrive
over the aerodrome. For VFR flights, the time at which it is estimated that
the aircraft will arrive over the aerodrome.

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Expected Approach Time (EAT): The time at which ATC expects that an
arriving aircraft, following a delay, will leave the holding fix to complete its
approach for a landing.
Note: The holding fix referred to in the EAT is that shown on the instrument
approach chart from which the instrument approach is prescribed to
commence.
Final Approach: That part of an instrument approach procedure which
commences at the specified final approach fix or point, or where such a fix
or point is not specified:
a. at the end of the last procedure turn, base turn or inbound turn of a
racetrack procedure, if specified; or
b. at the point of interception of the last track specified in the approach
procedure; and
c. ends at a point in the vicinity of an aerodrome from which a landing can
be made, or a missed approach is initiated.
Final Approach Altitude: The specified altitude at which final approach is
commenced.
Final Approach Course: Where the aircraft is established laterally on that
part of a GLS approach procedure which commences at the specified
initial approach fix and ends at the aerodrome, from which point a landing
can be made, or a missed approach is initiated.
Final Approach Fix (FAF): A specified point on a non-precision
instrument approach which identifies the commencement of the final
segment.
Final Approach Point (FAP): A specified point on the glide path of a
precision instrument approach which identifies the commencement of the
final segment.
Note: The FAP is co-incident with the FAF of a localiser based non-
precision approach.
Final Approach Segment: That segment of an instrument approach
procedure in which alignment and descent for landing are accomplished.
Final Approach and Take off Area (FATO): A defined area over which
the final phase of the approach manoeuvre to hover or landing is
completed and from which the take off manoeuvre is commenced. Where
the FATO is to be used by performance Class 1 helicopters, the defined
area includes the rejected take off area available.
Final Leg: The path of an aircraft in a straight line immediately preceding
the landing (alighting) of the aircraft.

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Fix: A geographical position of an aircraft at a specific time determined by
visual reference to the surface, or by navigational aids.
Flight File: A file stored on the NAIPS system which contains stored
briefings, or a stored flight notification. Flight files are owned by pilots and/
or operators, and updated at their request.
Flight Following: The provision of an ongoing Surveillance Information
Service (SIS).
Flight Information: Information useful for the safe and efficient conduct of
flight, including information on air traffic, meteorological conditions,
aerodrome conditions and airways facilities.
Flight Information Area (FIA): An airspace of defined dimensions,
excluding controlled airspace, within which flight information and SAR
alerting services are provided by an ATS unit.
Note: FIAs may be sub-divided to permit the specified ATS unit to provide
its services on a discrete frequency or family of frequencies within
particular areas.
Flight Information Region (FIR): An airspace of defined dimensions
within which flight information service and SAR alerting service are
provided.
Flight Information Service (FIS): A service provided for the purpose of
giving advice and information useful for the safe and efficient conduct of
flights.
Flight Level (FL): A surface of constant atmospheric pressure which is
related to a specific pressure datum, 1013.2HPA, and is separated from
other such surfaces by specific pressure intervals.
Flight Procedure Authorisation (FPA): Authorisations which allow a pilot
holding a Private IFR rating to use additional types of navigation aids as
well as night flying, instrument approaches and instrument departures.
Flight Note: Details of the route and timing of a proposed flight provided
by the pilot in command of an aircraft, which is other than notification
submitted to Airservices Australia, and which is required to be left with a
person who could be expected to notify appropriate authorities in the event
that the flight becomes overdue.
Flight Notification (within Australian FIR): Specified information
provided to ATS units, relative to the intended flight or portion of flight of an
aircraft.
Flight Path Monitoring: The use of ATS surveillance systems for the
purpose of providing aircraft with information and advice relative to
significant deviations from nominal flight path including deviations from the
terms of their ATC clearances.
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Note: Some applications may require a specific technology e.g. radar, to

support the function of flight path monitoring.
Flight Visibility: The visibility forward from the cockpit of an aircraft in
flight.
Forecast: A statement of expected meteorological conditions for a
specified period, and for a specified area or portion of airspace.
Formation: Two or more aircraft flown in close proximity to each other and
operating as a single aircraft with regard to navigation, position reporting
and control.
Note: Refer to CAR 163AA for conditions under which formation flight may
be undertaken.
Free text message element: Part of a message that does not conform to
any standard message element in the PANS-ATM (DOC 4444).
Full Emergency (in the context of Aerodrome Emergency Plans): A D
situation in which the response of all agencies involved in the Aerodrome
Emergency Plan will be activated. A Full Emergency will be declared when
an aircraft approaching the airport is known or suspected to be in such
trouble that there is danger of an accident.
Glide Path (GP): A descent profile determined for vertical guidance during
a final approach.
Global Navigation Satellite System (GNSS): A satellite-based radio
navigation system that uses signals from orbiting satellites to determine
precise position and time.
Global Positioning System (GPS): A GNSS constellation operated by
the United States Government.
Gross Weight: The weight of the aircraft together with the weight of all
persons and goods (including fuel) on board the aircraft at that time.
Ground Based Augmentation System (GBAS): An augmentation
system in which the user receives augmentation information directly from a
ground-based transmitter.
Ground Based Augmentation System (GBAS) Landing System (GLS):
A system for approach and landing operations using a GBAS, as the
primary navigational reference.
Ground Based Navigation Aid: Means NDB, VOR, DME.
Ground Taxiing: The movement of a helicopter under its own power and
on its undercarriage wheels.
Ground Visibility: The visibility at an aerodrome, as reported by an
accredited observer.

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Hazardous Conditions: Meteorological conditions which may endanger
aircraft or adversely affect their safe operation, particularly those
phenomena associated with volcanic ash cloud and thunderstorms - icing,
hail and turbulence.
Head of State: Heads of State or of Government, or other selected
dignitaries on official visits to Australia (as provided by Department of
Prime Minister and Cabinet Ceremonial and Hospitality Branch), or the
personal transport of the Governor-General or the Prime Minister.
Heading (HDG): The direction in which the longitudinal axis of an aircraft
is pointed, usually expressed in degrees from North (true, magnetic,
compass or grid).
Height: The vertical distance of a level, a point or an object considered as
a point measured from a specified datum.
D
Helicopter Access Corridor: A corridor wholly within controlled airspace
designed for the exclusive use of helicopters in VMC. The extent and
alignment of the corridor is related to and delineated by prominent
geographical/topographical features.
Helicopter Landing Site (HLS): A place that is used as an aerodrome for
the purposes of the landing and taking-off of helicopters.
Helicopter Lane: A lane, outside controlled airspace, designed for use by
helicopters to facilitate traffic flow.
Helicopter Movement Area: The movement area for helicopters is that
part of an aerodrome that can safely be used for the hovering, taxiing,
takeoff and landing of helicopters and consists of the manoeuvring area
and aprons, but excluding those areas reserved for unrestricted use by the
general public.
Helicopter Reference Point (HRP): The designated location of a heliport
or a landing location.
High Capacity Aircraft: An aircraft that is certified as having a maximum
seating capacity exceeding 38 seats or a maximum payload exceeding
4,200KG.
Hold Short Line/Lights: A line marked across a runway, with associated
lights, in accordance with the requirements of AIP AD 1.1, at which landing
aircraft must stop when required during Land and Hold Short Operations
(LAHSO).
Holding Bay: A defined area where aircraft can be held, or bypassed, to
facilitate efficient surface movement of aircraft.
Holding Fix: A specified location identified by visual or other means in the
vicinity of which the position of an aircraft in flight is maintained in
accordance with ATC Instructions.
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Holding Procedure: A predetermined manoeuvre which keeps an aircraft

within a specified airspace whilst awaiting further clearance.
Hospital Aircraft: (see Medical Flight).
Hot Spot: A location on an aerodrome movement area with a history or
potential risk of collision or runway incursion, and where heightened
attention by pilots/drivers is necessary.
Identification: The situation which exists when the position indication of a
particular aircraft is seen on a situation display and positively identified by
ATC.
IFR Pick-up: A pilot procedure whereby a flight operating to the IFR in
Class G airspace changes to VFR upon entering Class E airspace whilst
awaiting an airways clearance.
Independent Parallel Approaches: Simultaneous approaches to parallel
or near-parallel instrument runways where radar separation minima
between aircraft on adjacent extended runway centre-lines are not
prescribed. The two types of independent approaches are:
a. Independent Visual Approaches - during which a pilot is responsible for
separation from the aircraft on the other approach; and
b. ILS PRM Approaches - during which separation between aircraft on
adjacent ILS courses is maintained using PRM.
Independent Parallel Departures: Simultaneous departures in the same
direction from parallel or near-parallel instrument runways.
Inertial Navigation/Reference System (INS/IRS): A self-contained
navigation system that continually measures the accelerations acting upon
the vehicle of which it is part. Suitably integrated, these forces provide
velocity and thence position information.
Initial Approach Fix (IAF): The fix at the commencement of an instrument
approach.
Initial Approach Segment: That segment of an instrument approach
procedure between the initial approach fix and the intermediate approach
fix or, where applicable, the final approach fix or point.
Initial Departure Fix (IDF): The terminal fix for the visual segment and the
fix where the instrument phase of the PinS departure begins.
Instrument Approach Operations: An approach and landing using
instruments for navigation guidance based on an instrument approach
procedure. There are two methods for executing instrument approach
operations:
a. a two-dimensional (2D) instrument approach operation, using lateral
navigation guidance only; and

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b. a three-dimensional (3D) instrument approach operation, using both
lateral and vertical navigation guidance.
Note 1: Lateral and vertical navigation guidance refers to the guidance
provided either by:
a. ground-based ratio navigation aids; or
b. computer-generated navigation data from ground-based, space-based,
self-contained navigation aids or a combination of these.
Note 2: The classification of instrument approach operations is outlined in
AIC H26/14.
Instrument Approach Procedure (IAP): A series of predetermined
manoeuvres by reference to flight instruments with specified protection
from obstacles from the initial approach fix, or where applicable, from the
beginning of a defined arrival route to a point from which a landing can be
completed and thereafter, if a landing is not completed, to a position at
which holding or en route obstacle clearance criteria apply. Instrument
approach procedures are classified as follows:
a. Non-precision approach (NPA) procedure. An instrument approach
procedure designed for 2D instrument approach operations Type A.
Note: Non-precision approach procedures may be flown using a
Continuous Descent Final Approach technique (CDFA). CDFA with
advisory. VNAV guidance calculated by on-board equipment are
considered 3D instrument approach operations. CDFA with manual
calculation of the required rate of descent are considered 2D instrument
approach operations.
b. Approach Procedure with Vertical guidance (APV). A Performance
Based Navigation (PBN) instrument approach procedure designed for
3D instrument approach operations Type A.
c. Precision Approach (PA) procedure. An instrument approach procedure
based on navigation systems (ILS, MLS, GLS and SBAS CAT I)
designed for 3D instrument approach operations Type A or B.
Note: Refer to AIC H26/14 for instrument approach operation types.
Instrument Landing System (ILS): A precision instrument approach
system which normally consists of the following electronic components:
VHF Localiser, UHF Glideslope, VHF Marker Beacons.
Instrument Runway: One of the following types of runways intended for
the operation of aircraft using instrument approach procedures:

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a. Non-precision approach runway. An instrument runway served by visual

aids and a non-visual aid providing at least directional guidance
adequate for a straight-in approach.
b. Precision approach runway, CAT I. An instrument runway served by a
precision approach procedure and visual aids intended for operations
with a decision height not lower than 60M (200FT) and either a visibility
not less than 800M, or a RVR not less than 550M.
c. Precision approach runway, CAT II. An instrument runway served by
lLS and visual aids intended for operations with a decision height lower
than 60M (200FT), but not lower than 100FT, and a RVR not less than
300M.
d. Precision approach runway, CAT III. An instrument runway served by
ILS 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
than 175M;
(ii) for CAT IIIB – intended for operations with a decision height lower
than 15M (50FT), or no decision height, and a RVR less than
175M, but not less than 50M;
(iii) for CAT IIIC – intended for operations with no decision height and
no RVR limitations.
Integrated Aeronautical Information Package: A package which
consists of the following elements: AIP, including amendment service;
supplements to the AIP; NOTAM and Preflight Information Bulletins (PIBs);
AIC; and checklists and summaries.
Integrity: That quality which relates to the trust which can be placed in the
correctness of information supplied by a system. It includes the ability of a
system to provide timely warnings to users when the system should not be
used for navigation.
Intermediate Approach Segment: That segment of an instrument
approach procedure between either the intermediate approach fix and the
final approach fix or point, or between the end of the reversal, race track or
dead reckoning track procedure and the final approach fix or point, as
appropriate.
Intermediate Fix (IF): A fix on an RNAV (or RNP) approach that marks the
end of an initial segment and the beginning of the intermediate segment.

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In the Vicinity: An aircraft is in the vicinity of a non-controlled aerodrome if
it is within a horizontal distance of 10 miles; and within a height above the
aerodrome reference point that could result in conflict with operations at
the aerodrome.
Land And Hold Short Operations (LAHSO): A procedure involving
dependent operations conducted on two intersecting runways whereby
aircraft land and depart on one runway while aircraft landing on the other
runway hold short of the intersection.
Landing Area: That part of the movement area intended for the landing or
takeoff of aircraft.
Land Rescue Unit: A land party equipped to undertake a search for an
aircraft within the region of its responsibility.
Level: A generic term relating to the vertical position of an aircraft in flight
and meaning variously, height, altitude or flight level.
Local Standby (in the context of Aerodrome Emergency Plans): A
situation in which activation of only the airport-based agencies involved in
the Aerodrome Emergency Plan is warranted. A Local Standby will be the
normal response when an aircraft approaching an airport is known or is
suspected to have developed some defect, but the trouble is not such as
would normally involve any serious difficulty in effecting a safe landing.
Localiser (LOC): The component of an ILS which provides azimuth
guidance to a runway. It may be used as part of an ILS or independently.
Logon address: A specified code used for data link logon to an ATS unit.
Low Jet Route (LJR): A route, or part of a route, at or below 5,000FT AGL
used by MLJ aircraft for low level, high speed navigation and/or terrain
following exercises.
Low Visibility Operation: An operation involving:
a. an approach with minima less than precision approach category I; or
b. a takeoff with visibility below 550M.
Low Visibility Procedures: Procedures applied at an aerodrome for
protecting aircraft operations during conditions of reduced visibility or low
cloud.
Lowest Safe Altitude (LSALT): The lowest altitude which will provide
safe terrain clearance at a given place.
Manoeuvring Area: That part of an aerodrome to be used for the takeoff,
landing and taxiing of aircraft, excluding aprons.

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Marker: An object displayed above ground level in order to indicate an

obstacle or delineate a boundary.
Marker Beacon: A type of radio beacon, the emissions of which radiate in
a vertical pattern.
Markings: A symbol or group of symbols displayed on the surface of the
movement area in order to convey aeronautical information.
Maximum Takeoff Weight (MTOW): The maximum takeoff weight of an
aircraft as specified in its Certificate of Airworthiness.
Medical Flight: A flight providing transport of medical patients, personnel,
and/or equipment, prioritised as follows:
MEDEVAC: a life critical medical emergency evacuation e.g. An aircraft
proceeding to pick up, or carrying, a severely ill patient, or
one for whom life support measures are being provided.
HOSP: a medical flight declared by medical authorities e.g. An
aircraft transporting or proceeding to pick up medical
personnel and/or equipment urgently required for the
treatment of a severely ill patient, or returning urgently
required medical personnel and/or equipment at the
termination of a MEDEVAC flight.
METBRIEF (Automated Meteorological Telephone Briefing): Self help
system which delivers meteorological information on the telephone using a
computer generated voice, in response to a tone generated telephone
request.
Meteorological Information: Meteorological report, analysis, forecast,
and any other statement relating to existing or expected meteorological
conditions.
Meteorological Office (MO): An office designated to provide
meteorological service for air navigation.
Meteorological Warning: A statement or meteorological report of the
occurrence or expectation of a deterioration or improvement in
meteorological conditions or of any meteorological phenomenon which
may seriously affect the safe operation of aircraft.
Minimum Crossing Altitude (MCA): The minimum IFR altitude that
aircraft may cross the IDF.
Minimum Descent Altitude/Height (MDA/H): A specified altitude or
height in a 2D instrument approach operation or circling approach
operation below which descent must not be made without the required
visual reference.

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Note 1: MDA is referenced to Mean Sea Level (MSL) and MDH is
referenced to the aerodrome elevation or to the threshold elevation if that is
more than 7FT below the aerodrome elevation. A minimum descent height
for a circling approach is referenced to the aerodrome elevation.
Note 2: The required visual reference means that section of the visual aids
or of the approach area which should have been in view for sufficient time
for the pilot to have made an assessment of the aircraft position and rate of
change of position, in relation to the desired flight path. In the case of a
circling approach the required visual reference is the runway environment.
Minimum Fuel: The term used to describe a situation when an aircraft’s
fuel supply has reached a state where having committed to land at a
specific aerodrome, the pilot calculates that any change to the existing
clearance to that aerodrome may result in landing with less than planned
fixed fuel reserve.
Minimum Sector Altitude (MSA): The lowest altitude which may be used
which will provide a minimum clearance of 1,000FT above all objects
located in an area contained within a sector of a circle of 25NM or 10NM
radius centred on a significant point, the ARP, or the HRP.
Minimum Vector Altitude: The lowest altitude which a controller may
assign to a pilot in accordance with the Radar Terrain Clearance chart.
Missed Approach Holding Fix (MAHF): A fix on an RNAV (or RNP)
approach that marks the end of the missed approach segment and the
point for the missed approach holding (where applicable).
Missed Approach Point (MAPt): That point in an instrument approach
procedure at or before which the prescribed missed approach procedure
must be initiated in order to ensure that the minimum obstacle clearance is
not infringed.
Missed Approach Procedure: The procedure to be followed if the
approach cannot be continued.
Missed Approach Turning Fix (MATF): A fix on an RNAV (or RNP)
approach that marks a turning point during the missed approach segment.
Movement Area: That part of an aerodrome to be used for the takeoff,
landing and taxiing of aircraft, consisting of the manoeuvring area and the
apron(s).
MULTICOM: The frequency (126.7MHz) used for broadcasts while
operating to or from a non-controlled aerodrome depicted on an
aeronautical chart that does not have a discrete CTAF assigned.

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NAIPS: The National Aeronautical Information Processing System, which

provides briefings and flight notification functions.
Navigation Specification: A set of aircraft and flight crew requirements
needed to support performance based navigation operations within a
defined airspace. There are two kinds of navigation specifications:
RNP Specification: A navigation specification based on area
navigation that includes the requirement for on board performance
monitoring and alerting, designated by the prefix RNP, e.g. RNP4, RNP
APCH.
RNAV Specification: A navigation specification based on area
navigation that does not include the requirement for on board
performance monitoring and alerting, designated by the prefix RNAV,
e.g. RNAV 5, RNAV 1.
Note: The Performance-based Navigation Manual (Doc 9613), Volume II,
contains detailed guidance on navigation specifications.
Night: The period between the end of evening civil twilight (last light) and
the beginning of the following morning civil twilight (first light).
Night Vision Goggles (NVG): A self-contained binocular night vision
enhancement device, usually helmet mounted or otherwise worn by a
person, that can detect and amplify light in both the visual and near infra-
red bands of the electromagnetic spectrum.
Non-Controlled Aerodrome: An aerodrome at which ATC is not
operating.
Non-Directional Beacon (NDB): A special radio station, the emissions of
which are intended to enable a mobile station to determine its radio
bearing or direction with reference to that special radio station.
NOTAM: A notice distributed by means of telecommunication containing
information concerning the establishment, condition or change in any
aeronautical facility, service, procedure or hazard, the timely knowledge of
which is essential to personnel concerned with flight operations.
No-Transgression Zone (NTZ): A corridor of airspace of defined
dimensions located centrally between the two extended runway centre-
lines where controller intervention is required to manoeuvre aircraft when
this airspace is penetrated by an aircraft conducting a simultaneous
approach to a parallel instrument runway.
One Way Route: A route with limitations for use in one direction, depicted
on ERC-H, ERC-L and/or TAC charts by an arrow in the direction that can
be used without limitation (see ERSA for additional details).

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Operator: A person, organisation or enterprise engaged in or offering to
engage in aircraft operation.
Operations Manual: A manual provided by an operator for the use and
guidance of its operations staff, containing instructions as to the conduct of
flight operations, including the responsibilities of its operations staff (refer
CAR 215).
Overshoot Shear: A wind shear occurrence which produces an INITIAL
effect of overshooting the desired approach path and/or increasing
airspeed.
Parking Area: A specially prepared or selected part of an aerodrome
within which aircraft may be parked.
Passive LAHSO Runway: The runway used during LAHSO for arriving
and departing aircraft that have the full length available.
Pavement Classification Number (PCN): A number expressing the
bearing strength of a pavement for unrestricted operations.
Performance-Based Navigation (PBN). Area navigation based on
performance requirements for aircraft operating along an ATS route, on an
instrument approach procedure or in a designated airspace.
Note: Performance requirements are expressed in navigation
specifications (RNAV specification, RNP specification) in terms of
accuracy, integrity, continuity, availability and functionality needed for the
proposed operation in the context of a particular airspace concept.
Performance Class 1 (PC1): PC1 is the class of helicopter performance
such that in the event of failure of the critical power-unit the helicopter is
able either to land within the rejected takeoff distance available, or to
safely continue the flight to an appropriate landing area, depending on
when the failure occurs.
Performance Class 2 (PC2): PC2 is the class of helicopter performance
such that in the event of critical power-unit failure performance is available
to enable the helicopter to safely continue the flight except when the failure
occurs early during the takeoff manoeuvre or late in the landing
manoeuvre, in which cases a forced landing may be required.
Permissible All-Up-Weight: The weight to which an aircraft is limited by
virtue of the physical characteristics of an aerodrome.
Pilot in Command: The pilot designated by the operator, or in the case of
general aviation, the owner, as being in command and charged with the
safe conduct of a flight.

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 GEN 2.2 - 22 09 NOV 2017 AIP Australia

Precision Approach Procedure: An instrument approach procedure

utilising lateral and vertical guidance provided by an lLS or GLS.
Precision Runway Monitor (PRM): A surveillance radar system with a
minimum azimuth accuracy of 0.06°, an update period of 2.5 seconds or
less and a high resolution display providing position prediction and
deviation alert, used in providing ILS course monitoring during
independent approaches to runways separated by less than 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
the most suitable for the prevailing wind, surface conditions or noise
sensitive areas in the proximity of the aerodrome.
D
Primary Means Navigation System: A navigation system that, for a given
operation or phase of flight, must meet accuracy and integrity
requirements, but need not meet full availability and continuity of service
requirements. Safety is achieved by either limiting flights to specific time
periods, or through appropriate procedural restrictions and operational
requirements.
Private IFR: The Private IFR Rating (PIFR) authorises the holder to act as
pilot in command of flights under the IFR by day in single pilot aircraft
having a MTOW not greater than 5,700KG.
Procedural Service: Term used to indicate that information derived from
an ATS surveillance system is not required for the provision of ATS.
Procedure Altitude/Height: A specified altitude/height flown at or above
the minimum altitude/height, and established to accommodate a stabilised
descent at a prescribed descent gradient/angle in the intermediate/final
approach segment.
Prohibited Area: An airspace of defined dimensions, above the land
areas or territorial waters of a State, within which the flight of aircraft is
prohibited. Designation is appropriate only for reasons of military
necessity.
Published Speed: A speed restriction shown on a Standard Instrument
Departure (SID), Standard Instrument Arrival (STAR), or other instrument
flight procedure.
QNH Altimeter Setting: That pressure setting which, when placed on the
pressure setting sub-scale of a sensitive altimeter of an aircraft located at
the reference point of an aerodrome, will cause the altimeter to indicate the
vertical displacement of the reference point above mean sea level.

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AIP Australia 01 MAR 2018 GEN 2.2 - 23
Radio Altimeter (RA) Height. An indication of vertical distance between a
point on the normal glidepath at DA and the terrain directly beneath this
point.
Radio Navigation Service. A service providing guidance information or
position data for the efficient and safe operation of aircraft supported by
one or more radio navigation aids.
Rapid-Exit Taxiway: A taxiway connected to a runway at an acute angle
and designed to allow landing aeroplanes to turn off at high relative
speeds.
Receiver Autonomous Integrity Monitoring (RAIM): A system whereby
an airborne GPS receiver/processor autonomously monitors the integrity
of the navigation signals from GPS satellites.
Reduced Vertical Separation Minimum (RVSM): The vertical separation
minimum of 1,000FT between FL 290 and FL 410 inclusive.
Reference Datum Height (RDH): The height of the measured ILS glide
path at the threshold. It will provide a similar value to Threshold Crossing
Height.
Registered Aerodrome: A place that is registered as an aerodrome under
the Civil Aviation Safety Regulations.
Repetitive Flight Plan: A flight plan referring to a series of frequently
recurring, 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 the
position of an aircraft can be reported.
Required Navigation Performance (RNP): A statement of the navigation
performance necessary for operation within a defined airspace.
RNP Type: A containment value expressed as a distance in nautical miles
from the intended position within which flights would be for at least 95 per
cent of the total flying time.
Rescue Coordination Centre (RCC): A unit established for promoting
efficient organisation of search and rescue service and for coordinating the
conduct of search and rescue operations within a search and rescue
region.
Resolution Advisory (RA): An indication given to the flight crew
recommending a manoeuvre or a manoeuvre restriction to avoid collision.
Restricted Area: An airspace of defined dimensions above the land areas
or territorial waters of a State, within which the flight of aircraft is restricted
in accordance with certain specified conditions.
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GEN 2.2 - 24 01 MAR 2018 AIP Australia

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 destination
aerodrome, specified in terms of track and distance for each route
segment.
Runway (RWY): A defined rectangular area on a land aerodrome
prepared for the landing and takeoff of aircraft.
Runway-Holding Position: A designated position intended to protect a
runway, an obstacle limitation surface, or an ILS critical/sensitive area at
which taxiing aircraft and vehicles must stop and hold, unless otherwise
authorised by the aerodrome control tower.
Note: In radiotelephony phraseologies, the expression “holding point” is
used to designate the runway-holding position.
Runway Number: The runway identification associated with the runway
direction end.
Runway Strip: The defined area, including the runway (and stopway if
provided), intended both to reduce the risk of damage to aircraft
inadvertently running off the runway and to protect aircraft flying over it
during takeoff, landing or missed approach.
Runway Visibility (RV): The distance along a runway over which a
person can see and recognise a visibility marker or runway lights.
Note: The term RUNWAY VISIBILITY is used by ATC or ground personnel
to report visibility along a runway as determined by a ground observer.
Runway Visual Range (RVR): The range over which the pilot of an
aircraft on the centre line of a runway can see the runway surface
markings or the lights delineating the runway or identifying its centre line.
(ICAO)
Note: Within Australia, the term “RUNWAY VISUAL RANGE” or “RVR” is
used exclusively in relation to RVR measured by an instrumented system.
SARTlME: The time nominated by a pilot for the initiation of SAR action if
a report has not been received by the nominated unit.
SARWATCH: A generic term covering SAR alerting based either on full
position reporting procedures, scheduled reporting times (SKEDS), or
SARTIME.
Search and Rescue (SAR): The act of finding and returning to safety,
aircraft and persons involved in an emergency phase.

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AIP Australia 09 NOV 2017 GEN 2.2 - 25
Search and Rescue Region (SRR): The specified area within which
search and rescue is coordinated by a particular Rescue Coordination
Centre.
Segment Minimum Safe Altitude: The lowest altitude at which the
minimum obstacle clearance is provided.
Segregated Parallel Operations: Simultaneous operations on parallel or
near-parallel instrument runways in which one runway is used exclusively
for approaches and the other runway is used exclusively for departures.
Self Contained Navigation Systems: Area navigation systems based on
INS, IRS or GNSS.
Significant Point: A specified geographical location used in defining an
ATS route or the flight path of an aircraft and for other navigation and ATS
purposes.
Note: There are three categories of significant points: ground-based
navigation aid, intersection and waypoint. In the context of this definition,
intersection is a significant point expressed as radials, bearings and/or
distances from ground-based navigation aids.
Significant Weather: Any weather phenomenon which might affect flight
visibility or present a hazard to an aircraft.
Simultaneous Opposite Direction Parallel Runway Operations
(SODPROPS): A condition whereby arriving aircraft will approach and land
on one runway, concurrent with aircraft departures from the parallel
runway using the opposite direction to that being used for approach and
landing.
Situation Display: An electronic display depicting the position and
movement of aircraft and other information as required.
Sole Means Navigation System: A navigation system that, for a given
phase of flight, must allow the aircraft to meet all four navigation system
performance requirements - accuracy, integrity, availability and continuity
of service.
Special Authorisation Category I (SA CAT I) Operation: A precision
approach CAT I operation with a DH lower than 200FT, but not lower than
150FT; and an RVR not less than 450M.
Special Authorisation Category II (SA CAT II) Operation: A precision
approach operation to a runway where some or all of the elements of the
precision approach CAT II lighting system are not available, with:
a. a DH lower than 200FT but not lower than 100FT; and
b. RVR of not less than 350M.
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 GEN 2.2 - 26 09 NOV 2017 AIP Australia

SSR Code: The number assigned to a particular multiple-pulse reply

signal transmitted by a transponder in Mode A or Mode C.
Standard Instrument Arrival (STAR): A designated IFR arrival route
linking a significant point, normally on an ATS route, with a point from
which a published instrument approach procedure can be commenced.
Note: Australian Standard Instrument Arrival charts are also called
Standard Arrival Route charts.
Standard Instrument Departure (SID): A designated IFR departure route
linking the aerodrome or a specified runway of the aerodrome with a
specified significant point, normally on a designated ATS route, at which
the en route phase of a flight commences.
Standard Message Element: Part of a message defined in the PANS-
ATM (DOC 4444) in terms of display format, intended use and attributes.
Standard Pressure: The pressure of 1013.2 Hectopascals which, if set
upon the pressure sub-scale of a sensitive altimeter, will cause the latter to
read zero when at mean sea level in a standard atmosphere.
Standard Pressure Region: Airspace above 10,000FT where the sub-
scale of a pressure sensitive altimeter is set to 1013.2HPA.
D
State Aircraft: An aircraft of any part of the Defence Force (including any
aircraft that is commanded by a member of that force in the course of his/
her duties as such a member), and aircraft used in the military, customs, or
police services of a foreign country.
Stop-and-Go Landing: A procedure whereby an aircraft lands, comes to
a complete stop on the runway and then commences takeoff from that
point.
Stopway: A defined rectangular area on the ground at the end of the
takeoff run available prepared as a suitable area in which an aircraft can
be stopped in the case of an abandoned takeoff.
Supplemental Means Navigation System: A navigation system that
must be used in conjunction with a sole means navigation system.
Surveillance Information Service (SIS): An on-request service provided
to assist pilots of VFR flights, within ATS surveillance system coverage in
Class E and Class G airspace, to avoid other aircraft or to assist in
navigation.
Tactical Air Navigation (TACAN): An ultra-high frequency navigation aid
which provides a continuous indication of bearing and slant range, in
nautical miles, to the selected ground station.

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AIP Australia 25 MAY 2017 GEN 2.2 - 27
Taxiway (TWY): A defined path on a land aerodrome established for the
taxiing of aircraft and intended to provide a link between one part of the
aerodrome and another.
Terrain Clearance: The vertical displacement of an aircraft’s flightpath
from the terrain.
Threshold: The beginning of that portion of the runway usable for landing.
Threshold Crossing Height (TCH): The calculated height of the
procedure nominal approach path at the threshold. For ILS or GLS, the
TCH will be similar to the Reference Datum Height.
Total Estimated Elapsed Time: For lFR flights, the estimated time
required from takeoff to arrive over that designated point, defined by
reference to navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or if no navigation aid is
associated with the destination aerodrome, to arrive over the destination
aerodrome. For VFR flights the estimated time required from takeoff to
arrive over the destination aerodrome.
Touch-and-Go Landing: A procedure whereby an aircraft lands and
takes off without coming to a stop.
Track: The projection on the earth’s surface of the path of an aircraft, the
direction of which path at any point is usually expressed in degrees from
North (true, magnetic or grid).
Traffic Advisory (TA): An indication given to the flight crew that a certain
intruder is a potential threat.
Transition Altitude: The altitude at or below which the vertical position of
an aircraft is controlled by reference to altitudes.
Transition Layer: The airspace between the transition altitude and the
transition level.
Transition Level: The lowest flight level available for use above the
transition altitude.
Transitional Surface: An inclined plane associated with the runway strip
and the approach surfaces.
Transponder: A receiver/transmitter which will generate a reply signal
upon proper interrogation; the interrogation and reply being on different
frequencies.
Unalerted See-and-Avoid: A procedure where flight crew, who have no
specific knowledge of other aircraft in their vicinity, rely solely on their
ability to physically sight and avoid colliding with aircraft that may be in
their vicinity.
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GEN 2.2 - 28 25 MAY 2017 AIP Australia

Undershoot Shear: A wind shear occurrence which produces an INITIAL

effect of undershooting the desired approach path and/or decreasing air
speed.
UNICOM (Universal Communications): UNICOM is a non-ATS
communications service provided to enhance the value of information
normally available about a non-controlled aerodrome.
Unmanned Free Balloon: A non-power-driven, unmanned, lighter-than-
air aircraft in free flight.
Note: Unmanned Free Balloons are classified as small, light, medium and
heavy. For further details regarding these classifications and for approvals
to operate Unmanned Free Balloons, refer to CASR Subpart 101.E
Unserviceable Area: A portion of the movement area not available for use
by aircraft because of the physical condition of the surface, or because of
any obstruction on the area.
Vectoring: Provision of navigational guidance to aircraft in the form of
specific headings, based on the use of an ATS surveillance system.
VFR Climb and Descent: ATC authorisation for an IFR flight in VMC, in
classes D and E airspace, to conduct a visual climb or descent.
VFR-on-Top: ATC authorisation for an IFR flight to operate in VMC, in
Class E airspace at any appropriate VFR altitude or flight level.
VHF Omni-directional Radio Range (VOR): A VHF radio navigational aid
which provides a continuous indication of bearing from the selected VOR
ground 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 observed
against a bright background; or
b. the greatest distance at which lights in the vicinity of 1,000 candelas
can be seen and identified against an unlit background.
Visibility Marker: A dark object of suitable dimensions for use as a
reference in evaluating runway visibility.
Visual (ATC usage): Used by ATC to instruct a pilot to see and avoid
obstacles while conducting flight below the MVA or MSA/LSALT.
Visual (Pilot usage): Used by a pilot to indicate acceptance of
responsibility to see and avoid obstacles while operating below the MVA or
MSA/LSALT.

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AIP Australia 25 MAY 2017 GEN 2.2 - 29
Visual Approach Slope Indicator System (VASIS): A system of lights so
arranged as to provide visual information to pilots on approach of their
position in relation to the optimum approach slope for a particular runway.
Vs1g means the one-g stall speed at which the aeroplane can develop a lift
force (normal to the flight path) equal to its weight.
Waypoint: A specified geographical location used to define an area
navigation route or the flight path of an aircraft employing area navigation.
Waypoints are identified as either:
a. Fly-by Waypoint: A waypoint which requires turn anticipation to allow
tangential interception of the next segment of a route or procedure, or
b. Flyover Waypoint: A waypoint at which a turn is initiated in order to
join the next segment of a route or procedure.

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 GEN 2.2 - 30 25 MAY 2017 AIP Australia

2. GENERAL AND METEOROLOGICAL ABBREVIATIONS

This list covers abbreviations which may be found throughout the AIP and
on associated charts, or which are used in NOTAM, AIP Supplements
(SUP) and in meteorological messages and documentation.
Abbreviations marked “+” may be used as spoken words in radio
telephony. Abbreviations marked “#” may be spoken using the constituent
letters rather than the phonetic alphabet.
Abbreviations marked “•” are not included in ICAO Doc 8400 and must not
be used in international NOTAM.
# 2D Two-dimensional ACN Aircraft Classification
# 3D Three-dimensional Number
ACPT Accept, Accepted
A/A Air to Air ACT Active, Activated,
Activity
• AAR Actual Arrival Report
D AD Aerodrome
• AAIS Automatic Aerodrome D
Information Service ADDN Addition, Additional
AAL Above Aerodrome # ADF Automatic Direction
Level Finding Equipment
D + ADIZ Air Defence
ABM Abeam
Identification Zone
ABN Aerodrome Beacon
D ADJ Adjacent
ABV Above... D
# ADS-B Automatic Dependent
AC Altocumulus
Surveillance-
+ ACARS Aircraft Broadcast
Communication
# ADS-C Automatic Dependent
Addressing and
Surveillance-Contract
Reporting System
(pronounced “AY- ADZ Advise
CARS”) • AEP Aerodrome
+ ACAS Airborne Collision Emergency Plan
Avoidance System •+ AERIS Automatic En Route
# ACC Area Control Centre Information Service
D AFIL Flight notification:
• ACD Airways Clearance
Delivery - filed in the air, or
- indicating the
ACFT Aircraft
position at which ATS
ACK Acknowledge services will first be
required

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AIP Australia 09 NOV 2017 GEN 2.2 - 31
AFM Yes, Affirm, ALT Altitude
Affirmative, That is ALTN Alternate, Alternating
correct (light alternates in
•+ AFRU Aerodrome colour)
Frequency Response ALTN Alternate (aerodrome)
Unit
• ALTRV Altitude Reservation
AFT After....
AMD Amend, Amended
• AFZ Australian Fishing
• AMDAR Aircraft
Zone(s)
Meteorological Data
A/G Air-to-Ground Relay
AGA Aerodromes, Air AMDT Amendment (AIP
Routes and Ground Amendment)
Aids
• AMSA Australian Maritime
# AGL Above Ground Level Safety Authority
AGN Again # AMSL Above Mean Sea
• AH After Hours Level
# AIC Aeronautical • AOC Air Operator’s
Information Circular Certificate
# AIP Aeronautical AP Airport
Information + APAPI Abbreviated Precision
Publication Approach Path
+ AIRAC Aeronautical Indicator (pronounced
Information “AY-PAPI”)
Regulation and APCH Approach
Control
APN Apron
+ AIREP Air-Report
APP Approach Control,
+ AlRMET Information Approach Control
concerning weather Office, Approach
significant to aircraft Control Service
operations at or below
APR April
10,000FT not
contained in a valid APRX Approximate,
GAF Approximately
# AIS Aeronautical # APU Auxiliary Power Unit
Information Service APV Approach Procedure
•# ALA Aircraft Landing Area with Vertical guidance
+ ALERFA Alert Phase • AQZ Area QNH Zone
D
ALS Approach Lighting • ARN Aviation Reference
System Number

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GEN 2.2 - 32 09 NOV 2017 AIP Australia

ARNG Arrange + AT-VASIS Abbreviated “T”

ARP Aerodrome Visual Approach
Reference Point Slope Indicator
ARR Arrive, Arrival System (pronounced
“AY-TEE-VASIS”)
AS Altostratus
ATZ Aerodrome Traffic
# ASAP As Soon as Possible Zone
ASDA Accelerate-Stop AUG August
Distance Available
AUTH Authorised,
ASE Altimetry System Authorisation
Error
AUTO Automatic
• A-SMGCS Advanced Surface
AUW All Up Weight
Movement Guidance
and Control System AUX Auxiliary
ASPH Asphalt • AVM Abrupt Vertical
# ATA Actual Time of Arrival Manoeuvres (by the
MIL)
# ATC Air Traffic Control (in
general) AVBL Available
+• AVFAX Meteorological and
# ATD Actual Time of
NOTAM Facsimile
Departure
Service
ATFM Air Traffic Flow
Management AVG Average
• ATFMX Exemption from + AVGAS Aviation Gasoline
ATFM measures by •+ AWIS Aerodrome Weather
ATC Information Service
ATM Air Traffic • AWK Aerial Work
Management • AWR Aerodrome Weather
ATP At... (time or place) Report
+ ATIS Automatic Terminal • AWS Automatic Weather
Information Service Station
# ATS Air Traffic Services AWY Airway
• ATSAS Automatic AZM Azimuth
Thunderstorm Alert
Service B Blue
ATTN Attention + BARO- (to be pronounced
VNAV “BAA-RO-VEENAV”)
Barometric Vertical
Navigation
+ BASE Cloud Base

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AIP Australia 01 MAR 2018 GEN 2.2 - 33
BCFG Fog Patches + CAVOK Visibility, cloud and
BCN Beacon (aeronautical present weather
ground light) better than prescribed
BCST Broadcast values or conditions
(pronounced
• BCTA Base of CTA (used "KAV-OH-KAY")
only on charts)
# CB Cumulonimbus
BDRY Boundary
CC Cirrocumulus
BECMG Becoming
• CCTS Circuits
BFR Before
• CDFA Continuous Descent
BKN Broken (cloud Final Approach
descriptor) technique
BL... Blowing (followed by • CEN En Route and Area
DU=dust, SA=sand or ATC Unit
SN=snow)
CFM Confirm, I confirm
BLDG Building
CH Channel
BLW Below
CHEM Chemical
• BOF Briefing Office
• CHTR Charter
BOMB Bombing
CI Cirrus
BR Mist
CIV Civil
BRG Bearing
CK Check
BRKG Braking
CL Centre Line
BS Broadcasting Station
(Commercial) CLA Clear type of ice
formation
BTN Between
CLBR Calibration
CLD Cloud
C Degrees Celsius
(Centigrade) CLG Calling
• CLIAS Climbing Indicated
C Centre (Runway)
Airspeed
• CA/GRS Certified Air/Ground
Radio Service CLR Clear, Cleared to...,
Clearance
• CAO Civil Aviation Order
CLSD Closed, Close,
• CAR Civil Aviation Closing
Regulation
CM Centimetre
• CASA Civil Aviation Safety
Authority CMB Climb to or Climbing
to
+ CAT Category
CAT Clear Air Turbulence
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GEN 2.2 - 34 01 MAR 2018 AIP Australia

CMPL Completion, CTN Caution

Completed, or CTOT Calculated Take-off
Complete Time
• CMSD Commissioned CTR Control Zone
CNL Cancel, Cancelled CU Cumulus
CNS Communications, CUF Cumuliform
Navigation and
CUST Customs
Surveillance
CWY Clearway
COBT Calculated Off Blocks
Time
COM Communications # D... Danger Area
(followed by
CONC Concrete
identification)
COND Condition
D Downward (tendency
CONS Continuous in RVR during
CONST Construction, previous 10 minutes)
Constructed DA Decision Altitude
CONT Continue(s), • DAH Designated Airspace
Continued Handbook
COOR Coordinate, • DAP Departure and
Coordinated Approach Procedures
COORD Coordinates DCKG Docking
COR Correct, Corrected, • DCMSD Decommissioned
Correction
# DCPC Direct Controller-Pilot
• COS Conical Surface Communications
COT At the Coast, Coastal DCT Direct (in relation to
COV Cover, Covered, flight plan clearances
Covering and type of approach)
# CPDLC Controller-Pilot Data DEC December
Link Communication DEG Degrees
CRZ Cruise DEP Depart, Departure,
CS Cirrostratus Departed, Departing,
CS Callsign Departure Message
# CTA Control Area DER Departure End of
•+ CTAF Common Traffic Runway
Advisory Frequency DEST Destination
CTC Contact + DETRESFA Distress Phase
CTL Control DEV Deviation, Deviating

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AIP Australia 01 MAR 2018 GEN 2.2 - 35
D
# DF Direction Finder/ E East, East Longitude
Finding EAT Expected Approach
DFDR Digital Flight Data Time
Recorder EB Eastbound
DH Decision Height # EET Estimated Elapsed
DIF Diffuse Time
• DlSP Displaced ELEV Elevation
DlST Distance # ELT Emergency Locator
DIV Diversion, Divert, Transmitter
Diverting EM Emission
• DLE Delay En route EMBD Embedded in a Layer
DLY Daily (to indicate
# DME Distance Measuring cumulonimbus
Equipment embedded in layers of
other clouds)
DNG Danger, Dangerous
EMERG Emergency
• DOC Documents
• ENDCE Endurance
+ DOF Date of Flight
ENE East North-East
DOM Domestic
ENG Engine
DP Dew Point
ENR En Route
Temperature
DPT Depth ENRC En Route Chart
(followed by name/
# DR Dead Reckoning title)
DR... Low drifting (followed EOBT Estimated off Block
by DU=dust,SA=sand Time
or SN=snow)
•+ EPIRB Electronic Position
DRG During Indicating Radio
DS Duststorm Beacon (marine term)
DTG Date-Time Group EQPT Equipment
DTHR Displaced Runway •# ERC En Route Chart
Threshold •+ ERSA En Route Supplement
DTRT Deteriorate, # Australia
Deteriorating ESE East South-East
DU Dust EST Estimate or estimated
DUC Dense Upper Cloud or estimate (message
DUR Duration type designator)
DVOR Doppler VOR
DZ Drizzle
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GEN 2.2 - 36 01 MAR 2018 AIP Australia

# ETA Estimated Time of FC Funnel Cloud

Arrival, Estimating (tornado or water
Arrival spout)
# ETD Estimated Time of FCST Forecast
Departure or • FDE Fault Detection and
Estimating Departure Exclusion
ETO Estimated Time Over FDPS Flight Data
significant point Processing System
EV Every FEB February
EVS Enhanced Vision FEW Few (cloud
System descriptor)
EXC Except • FFR Flood or Fire Relief;
EXER Exercises, Exercising, Fire Fighting
to exercise FG Fog
EXP Expect, Expected, •# FIA Flight Information
Expecting Area
EXTD Extend, Extending, # FIR Flight Information
Extended Region
# FIS Flight Information
F Fixed (chart symbol) Service
FAC Facility, Facilities FL Flight Level
FAF Final Approach Fix FLD Field
• FANS 1/A The term used to FLG Flashing
describe the initial FLR Flares
future air navigations
FLT Flight
system
FLTCK Flight Check For
FAP Final Approach Point
Calibration of Navaids
FAS Final Approach
FLUC Fluctuating,
Segment
Fluctuation,
FATO Final Approach and Fluctuated
Take-off Area
FLW Follow(s), Following
+ FAX Facsimile
FLY Fly, Flying
Transmission
FM From
FBL Light (used to indicate
the intensity of WX FM... From (followed by
phenomena, time weather change
interference or static is forecast to begin)
reports, e.g. FBL RA
= light rain)
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AIP Australia 09 NOV 2017 GEN 2.2 - 37
• FMC WPR The term used to G Variation from mean
describe flight wind speed (gusts)
management (MET - used in
computer waypoint METAR/SPECI and
position reporting TAF code forms)
# FMS Flight Management # GA General Aviation
System + GAF Graphical Area
FMU Flow Management Forecast
Unit # GBAS Ground Based
• FN Fly Neighbourly Area Augmentation System
FNA Final Approach GEN General
• FPA Flight Procedure GEO Geographic, true
Authorisation GES Ground Earth Station
FPL Filed Flight Plan • GFY Glider Flying
Message
GLD Glider
FPM Feet per Minute
+ GLONASS Global Orbiting
FR Fuel Remaining Navigation Satellite
FREQ Frequency System (pronounced
FRI Friday “GLO-NAS”)
FRNG Firing # GLS GBAS Landing
FRQ Frequent System
•# FS Flight Service GND Ground
(in general) GNDCK Ground Check
• FSP Fish Spotting # GNSS Global Navigation
FST First Satellite System
FT Feet GP Glide Path
# GPS Global Positioning
FU Smoke
System
• FXD Fixed
# GPU Ground Power Unit
FZ Freezing
# GPWS Ground Proximity
FZDZ Freezing Drizzle Warning System
FZFG Freezing Fog • GPWT Grid Point Wind and
• FZLVL Freezing Level (in Temperature
AIRMET products) GR Hail
FZRA Freezing Rain • GRAD Minimum Required
Climb Gradient
G Green + GRASS Grass Landing Area

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GEN 2.2 - 38 09 NOV 2017 AIP Australia

+ GRIB Processed HLP Heliport

meteorological data in HLS Helicopter Landing
the form of grid point Site
values expressed in
# HN Sunset to Sunrise
binary form
(meteorological code) HO Service available to
meet operational
GRVL Gravel
requirements
GS Groundspeed
HOSP Hospital Aircraft
GS Small Hail and/or
HPA Hectopascal
Snow Pellets
HR Hours
HRP Heliport Reference
H High pressure area or
Point
the centre of high
pressure (MET) • HS Homestead
# H24 Continuous day and HS Service available
night service during hours of
scheduled operations
• HH Time of
commencement of a HSL Hold Short Lights
meteorological report HUD Head-up display
validity period HUM Humanitarian
• HAZMAT Hazardous Material HVY Heavy
HBN Hazard Beacon HVY Heavy (used to
HDG Heading indicate the intensity
• HDS Hours of Daylight of WX phenomena,
Saving e.g. HVY RA = heavy
rain)
• HEAD Head of State
HX No specific working
HEL Helicopter
hours
# HF High Frequency
HZ Haze
(3,000 to 30,000 kHz)
HZ Hertz (cycle per
HGT Height, Height Above
second)
•+ HIAL High Intensity
• HZS Horizontal Surface
Approach Lighting
• HIOL High Intensity
Obstacle Lights IAC Instrument Approach
Chart (followed by
• HIRL High Intensity
name/title)
Runway Lighting
IAF Initial Approach Fix
# HJ Sunrise to Sunset
•# IAL Instrument Approach
HLDG Holding
and Landing
93
AIP Australia 01 MAR 2018 GEN 2.2 - 39
lAP Instrument Approach •+ INTER Intermittent (ie.
Procedure lasting less than 30
# IAS Indicated Airspeed minutes) Fluctuations
• IAWP Initial Approach from forecast
Waypoint prevailing conditions
+ ICAO International Civil lNTL International
Aviation Organization lNTRP Interrupt, Interruption,
Interrupted
ICE Icing
ID Identifier, identify lNTSF Intensify, Intensifying
+ lDENT Identification lNTST Intensity
+ ISA International
•+ IDEP Instrument Departure
Standard Atmosphere
(FPA)
lSOL Isolated
IF Intermediate Fix or
Intermediate • IVA Independent Visual
Approach Fix Approach
# IFR Instrument Flight • IWI Illuminated Wind
Rules Indicator
# ILS Instrument Landing
System JAN January
lM Inner Marker • JF Saturday, Sunday
# lMC Instrument and PH
Meteorological • JO Monday to Friday
Conditions except PH
lMG Immigration JTST Jet Stream
lMPR Improve, Improving, JUL July
Improvement JUN June
lNBD Inbound
+ INCERFA Uncertainty Phase KG Kilograms
+ INFO Information kHz Kilohertz
+ INOP Inoperative KIAS Knots Indicated
# INS Inertial Navigation Airspeed
System KM Kilometres
lNSTL Install, Installed, KMH Kilometres per Hour
Installation
kPa Kilopascals
INSTR Instrument
KT Knots
lNT Intersection
KW Kilowatts

94
GEN 2.2 - 40 01 MAR 2018 AIP Australia

L Left (runway LTD Limited

identification) • LUL Lowest Usable Level
L Litre LV Light and Variable
L Low pressure area or (relating to wind)
the centre of low LVL Level
pressure (MET)
• LVO Low Visibility
• LAHSO Land and Hold Short Operation(s)
Operations
# LVP Low Visibility
+ LAT Latitude Procedure(s)
LCA Locally, Location, LYR Layer, Layered
Located, Local
LDA Landing Distance
M Metres (preceded by
Available
figures)
LDG Landing
M Mach number
LEN Length (followed by figures)
LGT Light, Lighting • MAE Men and Equipment
LGTD Lighted MAG Magnetic
LIH Light Intensity High MAlNT Maintenance
LlL Light Intensity Low • MAN Manual
LlM Light Intensity MAP Aeronautical Maps
Medium and Charts
• LIOL Low Intensity MAPT Missed Approach
Obstacle Lights Point
• LIRL Low Intensity Runway MAR At Sea
Lights
MAR March
• LJR Low Jet Route
•+ MARSA Military Assumes
• LL Lower Limits Responsibility for
• LLN Low Level Navigation Separation of Military
(by the MIL) Aircraft
• LLO Low Level Operations + MAX Maximum
(by the MIL) MBST Microburst
LMT Local mean time MDA Minimum Descent
+ LNAV Lateral Navigation Altitude
LOC Localiser MDH Minimum Descent
• LOE Lane of Entry Height
+ LONG Longitude # MEA Minimum En Route
• LSALT Lowest Safe Altitude Altitude

94
AIP Australia 09 NOV 2017 GEN 2.2 - 41
+ MEDEVAC Medical Evacuation MOD Moderate (used to
Flight indicate the intensity
+ MET Meteorological, of WX phenomena,
Meteorology interference or static
+ METAR Aviation routine reports, e.g. MOD RA
weather report (in = moderate rain).
aeronautical MON Monday
meteorological code) + MOPS Minimum Operational
MET REPORT Performance
Standards
Aviation routine
weather report MOV Move, Moved,
MF Medium Frequency Moving, Movement
(300 to 3,000 kHz) • MOWP Method of Working
MHz Megahertz Plan
• MI Shallow (MET) MS Minus
# MSA Minimum Sector
MlFG Shallow Fog
Altitude
MlL Military
MSG Message
MlN Minutes
MSL Mean Sea Level
• MIOL Medium Intensity
MSSR Monopulse
Obstacle Lights
Secondary
• MIRL Medium Intensity Surveillance Radar
Runway Lights
MT Mountain
• MISC Miscellaneous
• MTOW Maximum Take-off
• MLJ Military Low Jet Weight
# MLS Microwave Landing • MTP Maximum Tyre
System Pressure
MM Middle Marker MTW Mountain waves
MNM Minimum • MVA Minimum Vector
MNT Monitor, Monitoring, Altitude
Monitored MWO Meteorological Watch
MNTN Maintain, Maintained, Office
Maintaining MX Mixed type of ice
• MO Meteorological Office formation (white and
clear)

N No distant tendency
(in RVR during
previous 10 minutes)
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 GEN 2.2 - 42 09 NOV 2017 AIP Australia

N North, North Latitude # NOZ Normal Operating

• NAIPS National Aeronautical Zone
Information + NOTAM Notice to Airmen (A
Processing System notice containing
• NAP Noise Abatement information
Procedures concerning the
• NAT NAVAID Training establishment,
condition or change in
NAV Navigation facility, service,
NAVAID Navigation Aid procedure or hazard
NB Northbound which is essential to
NC No Change personnel concerned
with flight operations)
• NCC Network Coordination
Centre NOTAMC Cancelling NOTAM
NCD No Cloud Detected NOTAMN New NOTAM
(by ceilometer) [used NOTAMR Replacing NOTAM
in automated NOV November
METAR/SPECI] NPA Non-Precision
# NDB Non-Directional Radio Approach
Beacon NR Number
NE North-East NS Nimbostratus
NEG Negative, No, NSC Nil Significant Cloud
permission not
granted, or, that is not NSW Nil Significant
correct Weather
NGT Night • NTA No TAF Amendment
NTL National
+ NIL None
NM Nautical Miles # NTZ No Transgression
Zone
NML Normal
•# NVG Night Vision Goggles
NN No name, unnamed
NW North-West
NNE North North-East
NXT Next
NNW North North-West
D
NOF International NOTAM
OBS Observe, Observed,
Office
Observation
NONSTD Non-Standard
OBSC Obscure, Obscured,
+ NOSlG No Significant Obscuring
Change
OBST Obstacle
• OBSTR Obstruction

93
AIP Australia 09 NOV 2017 GEN 2.2 - 43
# OCA Oceanic Control # P.... Prohibited Area
Area, (followed by
OCA Obstacle Clearance identification)
Altitude PA Precision Approach
OCC Occulting (light) •+ PAL Pilot Activated
OCH Obstacle Clearance Lighting
Height PANS Procedures for Air
OCNL Occasional, Navigation Services
Occasionally + PAPI Precision Approach
OCT October Path Indicator
•# OCTA Outside Control Area PARL Parallel
•# OCTR Outside Control Zone PAX Passengers
OFZ Obstacle Free Zone PBN Performance-based
OHD Overhead navigation
OK We agreed, or, It is PCD Proceed, Proceeding
correct PCL Pilot Controlled
Lighting
• OLS Obstacle Limitation
Surface PCN Pavement
OM Outer Marker Classification Number
OPA Opaque. White type # PDC Pre-Departure
of ice formation Clearance
• PEC Pressure Error
+ OPMET Operational
Correction
Meteorological
(information) PER Performance
OPN Open, Opening, PERM Permanent
Opened • PH Public Holiday
OPR Operator, Operate, • PFR Preferred Route
Operative, Operating, PIB Pre-flight Information
Operational Bulletin
OPS Operations • PILS Practice ILS
O/R On Request • PIFR Private IFR (rating)
• OT Other Times PJE Parachute Jumping
OVC Overcast Exercise
• OW Over Water PL Ice Pellets
• PLN Flight Plan
PN Prior Notice Required
# PNR Point of No Return

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GEN 2.2 - 44 09 NOV 2017 AIP Australia

PO Dust Devils R Red

# POB Number of Persons R Right (runway
on Board identification)
POSS Possible R Runway (followed by
# PPl Plan Position figures in METAR/
Indicator SPECI)
PPR Prior Permission R... Radial from VOR
Required (followed by three
PPSN Present Position figures)
• PRD Prohibited, Restricted R.... Restricted Area
and Danger Areas (followed by number)
• RA Radio Altimeter
PRFG Aerodrome Partially
Covered by Fog (MET RA Rain
code) RA Resolution Advisory
PRl Primary • RA Restricted Area
PRKG Parking • RAD Radius
• PRM Precision Runway + RAIM Receiver
Monitoring Autonomous Integrity
+ PROB Probability Monitoring
PROC Procedure •+ RAPIC Radar Picture (MET)
PROV Provisional + RASC Regional AIS System
Centre
PS Plus
PSG Passing # RCC Rescue Coordination
Centre
PSN Position
• RCGL Runway Circling
PSP Pierced Steel Plank Guidance Lights
# PSR Primary Surveillance RCH Reach, Reaching
Radar
RCL Runway Centre Line
• PTBL Portable
RCLL Runway Centre Line
PTN Procedure Turn Lights
• PTT Press to Talk RDH Reference Datum
• PVT Private Height
PWR Power RDL Radial
RDO Radio
# QNH Altimeter subscale RE... Recent (used to
setting to obtain qualify weather
elevation or altitude phenomena, e.g.
QUAD Quadrant RERA = recent rain)

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AIP Australia 09 NOV 2017 GEN 2.2 - 45
REC Receive, Receiver, + ROBEX Regional OPMET
Received Bulletin Exchanges
REDL Runway Edge Lights ROC Rate of Climb
REF Reference to..., Refer ROD Rate of Descent
to... # RP Remote Pilot
REG Registration # RPA Remotely Piloted
RENL Runway End Lights Aircraft
REP Report, Reported, + RPAS Remotely Piloted
Reporting, Reporting Aircraft System
Point • RPT Regular Public
REQ Request, Requested Transport
RERTE Re Route RPT Repeat, I Repeat
• RES Reserve Fuel RQ Require(d)
RESA Runway End Safety RQMNTS Requirements
Area RSCD Runway Surface
• RESTR Restrictions Condition
• REV Review RSP Responder Beacon
# RF Constant Radius Arc RTE Route
to Fix RTF Radio Telephone
• RFC Regional Forecasting RTHL Runway Threshold
Centre (MET) Light(s)
RFFS Rescue and Fire • RTIL Runway Threshold
Fighting Services Identification Lights
RHC Right Hand Circuit RTN Return, Returned,
RIF Reclearance in Flight Returning
RL Report Leaving RTS Return to Service
RLA Relay to RTZL Runway Touchdown
RLLS Runway Lead-in Zone Light(s)
Lighting System # RVR Runway Visual
RMK Remark Range
+ RNAV Area Navigation RVSM Reduced Vertical
(Navigation Separation Minimum
Specification prefix) • RWS Runway Strip
RNP Required Navigation RWY Runway
Performance
(Navigation
S South, South Latitude
Specification prefix)
SA Sand

93
GEN 2.2 - 46 09 NOV 2017 AIP Australia

#• SA Special Authorisation SER Service, Servicing,

SALS Simple Approach Served
Lighting System SEV Severe (used e.g. to
+ SAR Search and Rescue qualify icing and
SARPS Standards and turbulence report)
Recommended SFC Surface
Practices (ICAO) • SFL Sequenced Flashing
•+ SARTIME Time search action Lights
required SG Snow Grains
SAT Saturday SH... Showers (followed by
+ SATCOM Satellite RA=rain, SN=snow,
Communication (used PL=ice pellets,
only when referring GR=hail, GS=small
generally to both hail and or snow
voice and data pellets or
satellite combinations thereof,
communication or e.g. SHRASN =
only data satellite showers of rain and
communication) snow)
+ SATVOICE Satellite Voice + SID Standard Instrument
Communication Departure
SB Southbound SIGWX Significant Weather
+ SBAS Satellite-Based + SlGMET Information
Augmentation System concerning en route
SC Stratocumulus weather and other
phenomena in the
SCT Scattered atmosphere that may
SDBY Standby affect the safety of
SE South East aircraft operations
SEA Sea (used in SlMUL Simultaneous, or
connection with sea- Simultaneously
surface temperature •+ SIS Surveillance
and state of the sea) Information Service
SEC Seconds + SKED Schedule, Scheduled
SECT Sector SLP Speed Limiting Point
+ SELCAL Selective Calling SLW Slow
System # SMC Surface Movement
SEP September Control

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AIP Australia 09 NOV 2017 GEN 2.2 - 47
•# SMCV Surface Movement SST Supersonic Transport
Control Vehicles SSW South South-West
SMR Surface Movement ST Stratus
Radar
+ STAR Standard Instrument
SN Snow Arrival
+ SNOWTAM A special series STD Standard
NOTAM notifying the
STF Stratiform
presence or removal
of hazardous STN Station
conditions due to STNR Stationary
snow, ice, slush or • STODA Supplementary
standing water Take-off Distance
associated with snow, STOL Short Take-off and
slush and ice on the Landing
movement area
STS Status
• SOT Start of TORA
STWL Stopway Light(s)
(take-off)
SUBJ Subject to
• SP Single Pilot
SUN Sunday
• SPA Sport Aviation
SUP Supplement (AIP
+ SPECI Aviation Special
Supplement)
Weather (in
aeronautical SUPPS Regional
meteorological code) Supplementary
Procedures
• SPFIB Specific Preflight
Information Bulletin SVCBL Serviceable
+ SPOT Spotwind • SVY Survey Operations
SQ Squall SW South-West
SQL Squall Line • SWS Soft Wet Surface
SR Sunrise SWY Stopway
# SRR Search and Rescue
Region T Bearing (true)
SRY Secondary T Temperature
SS Sandstorm TA Traffic Advisory
SS Sunset TA Transition Altitude
SSB Single Sideband •+ TAC Terminal Area Chart
SSE South South-East + TACAN UHF Tactical Air
SSR Secondary Navigation Aid
Surveillance Radar + TAF Aerodrome Forecast

93
GEN 2.2 - 48 09 NOV 2017 AIP Australia

# TAS True Airspeed TN Indicator for Minimum

TAX Taxiing, Taxi Temperature (MET -
• TBA To be advised used in TAF code
form)
TC Tropical Cyclone
• TNS Transitional Surface
+ TCAS (tee-kas) Traffic Alert
TODA Take-off Distance
and Collision
Available
Avoidance System
TCH Threshold Crossing TOP Cloud Top
Height + TORA Take-off Run
• TCTA Trans-Continental Available
Control Area TOX Toxic
• TCU Terminal Control Unit TP Turning Point
TCU Towering Cumulus TR Track
• TDA Temporary Danger •# TRA Temporary Restricted
Area Area
TDO Tornado TRANS Transmits,
Transmitter
TDZ Touchdown Zone
TECR Technical Reason TROP Tropopause
TEL Telephone TS... Thunderstorm
(followed by RA=rain,
+ TEMPO Temporary, SN=snow, PE=ice
Temporarily pellets, GR=hail,
TFC Traffic GS=small hail and/or
• TFR Terrain Following snow pellets or
Radar (by the MIL) combinations thereof,
TGL Touch & Go Landing e.g. TSRASN =
thunderstorm with
THR Threshold
rain and snow)
THRU Through
• TSO Technical Standard
THU Thursday Order
TIBA Traffic Information + TSUNAMI Tsunami (used in
Broadcasts by Aircraft aerodrome warnings)
+ TlL Until •# TTF Trend Forecast
TKOF Take-off TUE Tuesday
• TLW Time Limited WIP TURB Turbulence
(work in progress)
+ T-VASIS “T” Visual Approach
# TMA Terminal Control Area Slope Indicator
System (pronounced
“TEE-VASIS”)
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AIP Australia 09 NOV 2017 GEN 2.2 - 49
TWR Aerodrome Control VAAC Volcanic Ash
Tower or Aerodrome Advisory Centre
Control VAR Magnetic Variation
TWY Taxiway + VASlS Visual Approach
TX Indicator for Slope Indicator
Maximum System
Temperature (MET - VC Vicinity of the
used in TAF code aerodrome (followed
form) by FG=fog,
TXL Taxilane FC=funnel cloud,
TYP Type of Aircraft PO=dust/sand whirls,
TYPH Typhoon BLDU=blowing dust,
BLSA=blowing sand
or BLSN=blowing
U Upward (tendency in snow; e.g.
RVR during previous VCFG=vicinity fog
10 minutes) VCY Vicinity
UA Unmanned aircraft # VFR Visual Flight Rules
UAS Unmanned aircraft # VHF Very High Frequency
system (30 to 300 MHz)
UFN Until Further Notice • VIA By way of...
# UHF Ultra High Frequency # VIP Very Important
(300 to 3,000 MHz) Person
• UL Upper Limits VIS Visibility
UNA Unable # VMC Visual Meteorological
UNL Unlimited Conditions
UNREL Unreliable # VNAV Vertical Navigation
UP Unknown • VNC Visual Navigation
Precipitation Chart
U/S Unserviceable + VOLMET Meteorological
# UTC Coordinated Information for
Universal Time Aircraft in Flight
# VOR VHF Omnidirectional
V Variation from mean Radio Range
wind speed (MET - VRB Variable
used in METAR/ VSA by Visual reference to
SPECI code forms) the ground
VA Volcanic Ash • VTC Visual Terminal Chart

93
GEN 2.2 - 50 09 NOV 2017 AIP Australia

VTOL Vertical Take-off and WT Weight

Landing WTSPT Water Spout
WWW World Wide Web
W West,West Longitude WX Weather
W White WXR Weather Radar
WAC World Aeronautical
Chart - ICAO
X Cross
1:1,000,000 (followed
by name/title)
• WAFS World Area Forecast Y Yellow
System YCZ Yellow Caution Zone
• WATIR Weather and YR Your/s
Terminal Information
Reciter Z Coordinated
WB Westbound Universal Time (in
WDI Wind Direction meteorological
Indicator messages)
WDSPR Widespread
WED Wednesday
WEF With Effect From,
Effective From
WGS-84 World Geodetic
System - 1984
WI Within
WID Width
WIE With Immediate
Effect, Effective
Immediately
+ WILCO Will Comply
WIP Work in Progress
WKN Weaken, Weakening
WNW West North-West
WO Without
WPT Waypoint
WRNG Warning
WS Wind Shear
WSW West South-West

93
AIP Australia 10 NOV 2016 GEN 2.3 - 1
GEN 2.3 CHART SYMBOLS

1. Symbols used for Australian aeronautical charts are identified on

the legend of individual charts.

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GEN 2.3 - 2 10 NOV 2016 AIP Australia

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89
AIP Australia 10 NOV 2016 GEN 2.4 - 1

GEN 2.4 LOCATION INDICATORS

1. CODE ALLOCATION
1.1 Australia follows international conventions in the allocation of
codes. For locations where a landing area exists (fixed-wing or
helicopter), a four-letter location indicator is assigned with the
first letter being a “Y”. This is referred to as the “Y” code.
Locations other than those given a “Y” code are identified by two,
three, four or five letter codes, but to avoid confusion with
location indicators, visual waypoint codes do not begin with the
letter “Y”. The following table summarises code allocation:
Type Code Example
Certified or Registered 4 letters (first letter “Y”) Renmark (YREN)
Aerodrome
Aircraft Landing Area
Helicopter Landing Site
Navigation Aid 2 or 3 letters Caiguna VOR (CAG)
(2 letter codes no lon-
ger issued)
Visual Waypoint 4 letters (first letter Cranbourne (CRAN)
(as depicted on chart) other than “Y”)
(3 letter codes no lon-
ger issued)
IFR Waypoint 5 letters DADOP
(3 letter codes no lon-
ger issued)
2. LIST OF CODES
2.1 Codes are listed in ERSA GEN.

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GEN 2.4 - 2 10 NOV 2016 AIP Australia

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AIP Australia 10 NOV 2016 GEN 2.5 - 1

GEN 2.5 RADIO NAVIGATION AIDS

1. Australian radio navigation aids are identified in ERSA Facilities

(FAC) section for each location under the heading NAVIGATION
AIDS. Listings conform to the following sequence:
Aid Ident Frequency Lat/Long Remarks

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GEN 2.5 - 2 10 NOV 2016 AIP Australia

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89
AIP Australia 10 NOV 2016 GEN 2.6 - 1

GEN 2.6 CONVERSION TABLES

1. Conversion tables are contained in ERSA GEN.

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GEN 2.6 - 2 10 NOV 2016 AIP Australia

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89
AIP Australia 09 NOV 2017 GEN 2.7 - 1

GEN 2.7 FIRST LIGHT AND LAST LIGHT COMPUTATIONS

1. For all intents and purposes, ‘first light’ should be construed as

the beginning of morning civil twilight, and ‘last light’ as the end of
evening civil twilight.
2. To compute first light and last light using the graphs contained in
this section:
D
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 if
necessary);
c. move horizontally to the left or right and read local mean time
on the vertical scale at the side;
d. to convert to UTC, subtract (in E longitudes) from the LMT
obtained, the time increment corresponding to the longitude of
the place concerned in the “Conversion of Arc to Time” table.
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 last light at Echuca
(S36 09.0 E144 46.0) on 20th November.
Using the graph, enter at 20th November at the top of the page
and follow downwards to latitude 36° (by interpolation), then
horizontally to the left and read off LMT = 1919. To convert to
UTC, enter the “Conversion of Arc to Time” table, at longitude
144° (9 hours 36 minutes). Add the increment corresponding to
46’ in the right hand column
= 3’ 04” + 0936 = 0939.
Subtract this from the LMT found: 1919 – 0939 = 0940 UTC.
To find EST add 10 hours to UTC = 1940 EST.
Users of these graphs should note that the parameters used in
compiling the Time of First Light/Last Light Graphs do not include
the nature of the terrain surrounding a location, or the presence
of other than a cloudless sky and unlimited visibility at that
location.

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GEN 2.7 - 2 09 NOV 2017 AIP Australia

Consequently, the presence of cloud cover, poor visibility or high

terrain to the west of an aerodrome will result in last light
occurring at a time earlier than that extracted from the
appropriate graph. Allowance should be made for these factors
when planning a flight having an ETA near the time of last light.
3. NAIPS automatically computes first light and last light. This
information can be provided through pilot access, as part of a
telephone briefing, or from FLIGHTWATCH.
4. Local Time
Local 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; and
Western 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 the
Australian Capital Territory;
b. CST is used in the State of South Australia, the Northern
Territory and the Broken Hill area; and
c. WST is used in the State of Western Australia.
However, certain States introduce Daylight Saving Time each
year between October of that year and April of the succeeding
year, which adds an additional hour to the local time applicable in
that State.
NOTAM or AIP Supplements will be issued detailing revised
hours of operation for those aeronautical facilities affected by
local time changes during periods of State Daylight Saving Time
and which do not have such hours promulgated in AlP.

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AIP Australia 09 NOV 2017 GEN 2.7 - 3

TIME OF FIRST LIGHT

93
GEN 2.7 - 4 09 NOV 2017 AIP Australia

TIME OF FIRST LIGHT

93
AIP Australia 09 NOV 2017 GEN 2.7 - 5

TIME OF LAST LIGHT

93
GEN 2.7 - 6 09 NOV 2017 AIP Australia

TIME OF LAST LIGHT

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AIP Australia 10 NOV 2016 GEN 2.7 - 7
CONVERSION OF ARC TO TIME
DEGREES MINUTES
Time Time Time Time
Long Long Long
Deg Hours
Deg
Hours
Min Min Sec Long
Min Min Sec
Min Min
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 2.7 - 8 10 NOV 2016 AIP Australia

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AIP Australia 09 NOV 2017 GEN 3.1 - 1

GEN 3. SERVICES
GEN 3.1 AERONAUTICAL INFORMATION SERVICES

1. AERONAUTICAL AUTHORITY
1.1 Responsibility for civil aviation in Australia and its Territories
rests with two organisations: the Civil Aviation Safety Authority
(CASA) and Airservices Australia (abbreviated: Airservices).
CASA is responsible for safety regulation of all civil aviation in
Australia, including the safety regulation of Airservices’ provision
of support services. Requests for advice on Australia’s civil
aviation support services including Air Traffic Services (ATS),
Rescue and Fire Fighting (RFF) services, Aeronautical
Information Service (AIS) and Search and Rescue (SAR) may
be directed to:
Postal Address: Business Reply Post
PERMIT No 1986 - CIVIC SQUARE
Airservices Australia
Aeronautical Information Service
GPO Box 367
CANBERRA ACT 2617
AUSTRALIA
D
Aeronautical/ YSHOYOYX
Telegraphic Address:
D
Email: [email protected]
Website: www.airservicesaustralia.com/aip/ccards
2. AERONAUTICAL INFORMATION SERVICE
2.1 The Aeronautical Information Service (AIS) is established
pursuant to para 8.(1) of the Air Services Act 1995. The AIS is
responsible for the collection, collation and dissemination of
aeronautical information and instructions relating to the safety,
regularity and efficiency of air navigation within the areas
covered.
An International NOTAM Office (NOF) is established at
Canberra (YBBBYNYX) for the purpose of the international
exchange of NOTAM.

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GEN 3.1 - 2 09 NOV 2017 AIP Australia

2.2 Area of Responsibility.

The AIS is responsible for the collection and dissemination of
aeronautical information for the entire territory of Australia and
its associated airspace, and for the airspace over the high seas
encompassed by the Brisbane and Melbourne FIRs.
3. PUBLISHED AERONAUTICAL INFORMATION
3.1 The Australian Aeronautical Information Publication (AIP)
provides the primary source of information concerning rules of
the air and procedures for the safe and efficient movement of
aircraft in Australian airspace. The AIP should be read in
conjunction with CASRs, CARs, CAOs and CAAPs which detail
the statutory requirements.
3.2 NOTAM
3.2.1 Area of Responsibility. Airservices Australia’s NOTAM Office
is responsible for the issuing of NOTAM. Contact details are:
Airservices NOTAM Office
GPO BOX 367
CANBERRA ACT 2601
Phone: +61 2 6268 5063
Fax: +61 2 6268 5044
Email: [email protected]
3.2.2 NOTAM provide information that is of direct operational
significance and which may 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 by oblique
strokes.
1. FIR in which the location listed in field A) is located.
2. NOTAM code. This is a coded version of the subject and
status of the NOTAM preceded by the letter ‘Q’
3. Traffic field. Signifies if a NOTAM affects IFR or VFR flights
4. Purpose field. Signifies if a NOTAM is for immediate attention
and/or for briefings or concerning flight operations.

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AIP Australia 17 AUG 2017 GEN 3.1 - 3
5. Scope field. Signifies if the NOTAM is an aerodrome, en
route or warning NOTAM
6. Lower level of the activity in the NOTAM. If no level specified
the default is 000.
7. Upper level of the activity in the NOTAM. If no level specified,
the default is 999.
8. Coordinates. For location specific NOTAM, the latitude/
longitude of the location listed in field A) of the NOTAM is
listed. If not a specific location, the field is left blank.
Example of Q field:
Q) YBBB/QMRAU/IV/BO/A/000/999/2723S15307E
Note: The list of codes used in the Q) field is available in ICAO
Annex 15 and Doc-8126. Briefings obtained from NAIPS are
decoded.
A. Location identification.
B. Time of commencement of information contained in Field E.
or
Time of publication where prior notification is required. In this
case, Field E commences with “WEF...(date/time)...”.
This date/time will then reflect the actual commencement
time of the NOTAM information.
C. Time of cessation of information. If timing is uncertain, the
duration is indicated by using an estimated date-time group
followed by EST. PERM is used in lieu of the date-time group
when the information is permanent.
D. Times of periods of activity.
Note: When the days of the week are referenced in Item D of a
NOTAM, the day refers to the local day with timings in UTC, i.e.
SUN 2300-0300 refers to SAT 2300 UTC - SUN 0300 UTC.
E. Plain language text (for international NOTAM, ICAO codes
are used).
F. Lower limit.
G. Upper limit.
In Australian Domestic distribution only, NOTAM series and their
respective categories are
1. ‘B’ series for Domestic NOTAM - ATS category only
2. ‘C’ series for Domestic NOTAM - All other categories

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GEN 3.1 - 4 17 AUG 2017 AIP Australia

For example NOTAM numbering is preceded by the letter “C”

followed by the year; e.g.
C0689/08
For each location, a separate series of numbers is issued; thus
the NOTAM is identified by both the location and the number, not
by the number alone.
3.2.4 In the international environment, Australia issues NOTAM
against a series of registers. These registers are by individual
FIRs, multiple FIRs, or Australia General. The individual FIRs
and multiple FIRs registers are further subdivided by NOTAM
category. The series are as follows:
Brisbane FIR - PRD NOTAM category D
Brisbane FIR - AD NOTAM category J
Brisbane FIR - ATS NOTAM category K
Brisbane FIR - all other NOTAM category N
Melbourne FIR - PRD NOTAM category E
Melbourne FIR - AD NOTAM category H
Melbourne FIR - ATS NOTAM category L
Melbourne FIR - all other NOTAM category F
Australia 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
para 1.1.
3.3.2 An AIP Supplement (SUP) is issued to supplement the
information in the AIP when the information is of a temporary
nature, requires advanced distribution, or is appropriate to the
AIP, but would not be made available with sufficient rapidity by
the issue of an amendment to the AIP.
3.3.3 SUPs which conform with the international schedule of effective
dates for a minimum 28 days’ notice of effect have the word
AIRAC included 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 is
advised in the SUP under the heading DISTRIBUTION. SUPs
that have relevance to only a small section of the industry will be
distributed electronically via the Airservices Australia website.
When a restricted distribution is required, notice to industry is via
a “trigger” NOTAM.

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AIP Australia 01 MAR 2018 GEN 3.1 - 5
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 is
responsible for publication and distribution of AIC. Responsibility
for content is shared. Refer to AIS Services para 1.1.
3.4.2 AICs are used to disseminate aeronautical information to
aircrew. Usually, the information is of an administrative nature
and not directly concerned with the present conduct of airborne
operations, but may have implications for the future. AICs
contain advice which does not qualify for promulgation in AIP or
NOTAM. Some examples of information suitable for
promulgation as an AIC are:
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
to affect flight safety; and
c. information or notification of an explanatory or advisory
nature concerning technical, legislative or purely
administrative matters.
3.4.3 Each AIC to be distributed in hard copy is addressed to all AIP
holders and, if necessary, those persons or organisations
affected, and this selective addressing is advised in the AIC
under the heading DISTRIBUTION. AICs which address
information applicable to a limited section of the aviation
community may be disseminated by the 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 significant
changes requiring amendments to aeronautical charts, route
listings, etc, such changes will generally be issued on
predetermined dates according to the Aeronautical Information
Regulation and Control (AIRAC) system. This type of information
will normally be published as a planned AIP amendment or an
AIRAC SUP. In circumstances in which AIRAC notification
should be given, but a normal AIP amendment or an SUP cannot
be produced due to a lack of time, a non-AIRAC SUP or NOTAM
will be issued.
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GEN 3.1 - 6 01 MAR 2018 AIP Australia

4.2 The table below indicates AIRAC effective dates for the coming
years. AIRAC information will be issued so that the information
will be received by the user not later than 28 days before the
effective date. In some circumstances of major change, AIRAC
notice of 56 days may be given.
4.3 Documents and charts issued in accordance with the AIRAC
cycle become effective at 1600 hours UTC on the day prior to
the nominated date unless otherwise notified; e.g. a document
with an AIRAC date 26 June becomes effective 06251600UTC
(i.e. during Australian Eastern Standard Time, becomes effective
at 0200 hours local on 26 June).
4.4 At each AIRAC effective date, a Head Office “trigger” NOTAM
will be issued which identifies the elements of the AIP effective
on that date and their respective “with effect” dates, plus any
additional SUPs that become effective on that date. This “trigger”
NOTAM remains in force until the next AIRAC date.

AIRAC Effective Dates

2018 2019 2020 2021
4 Jan 3 Jan 2 Jan 28 Jan
1 Feb 31 Jan 30 Jan 25 Feb
1 Mar 28 Feb 27 Feb 25 Mar
29 Mar 28 Mar 26 Mar 22 Apr
26 Apr 25 Apr 23 Apr 20 May
24 May 23 May 21 May 17 Jun
21 Jun 20 Jun 18 Jun 15 Jul
19 Jul 18 Jul 16 Jul 12 Aug
16 Aug 15 Aug 13 Aug 09 Sep
13 Sep 12 Sep 10 Sep 7 Oct
11 Oct 10 Oct 8 Oct 4 Nov
8 Nov 7 Nov 5 Nov 2 Dec
6 Dec 5 Dec 3 Dec 30 Dec
31 Dec

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AIP Australia 09 NOV 2017 GEN 3.1 - 7

5. PREFLIGHT INFORMATION SERVICE

5.1 A preflight information service is provided from the Network
Coordination Centre (NCC) Pilot Briefing Office, located in
Canberra. This office provides a NOTAM, meteorological, and
flight notification service. Contact details are:
Airservices Pilot Briefing Office
GPO BOX 367,
CANBERRA ACT 2601
Ph: +61 2 6268 5062
Fax: +61 2 6268 5033
5.2 A description of the preflight information service available in
Australia is contained in ERSA GEN.
6. OBSTACLE AND TERRAIN DATASETS
6.1 Airservices may supply Australian obstacle data for the
purposes of situational awareness, flight simulation, or aircraft
performance planning calculations. This data cannot be used for
air navigation purposes.
6.2 Access to the Airservices obstacle dataset is provided on
application through Airservices online store:
www.airservicesaustralia.com/services/electronic-data.
6.3 Terrain data is available from Geoscience Australia via the
following online store: elevation.fsdf.org.au.
6.4 Obstacle data in the vicinity of aerodromes is collated and
provided by the respective airport owner/operator and is
published as ICAO Type A / B charts. Terrain data for precision
approach runways is collected and published by the aerodrome
owner/operator as Precision Approach Terrain Charts. The
aerodromes where these obstacle and terrain charts are
available, and the contact details for the aerodrome operator,
are listed in AIP ERSA.

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GEN 3.1 - 8 09 NOV 2017 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 09 NOV 2017 GEN 3.2 - 1

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) chart
Apron chart
Standard Instrument Departure (SID) chart
Standard Instrument Arrival (also called Standard Arrival
Route) (STAR) chart
DME and GPS Arrival chart
Instrument Approach and Landing (IAL) chart
Obstruction chart (Type A) (available from aerodrome
operator).
1.2 Planning Chart Australia
1.2.1 PCA depicts the following information:
a. Briefing/Area QNH boundaries,
b. GAF boundaries,
c. WAC coverage and chart titles,
d. location names and abbreviations,
e. estimated FIS VHF coverage at 5,000FT and 10,000FT, and
f. HF network boundaries.
1.3 Visual Charts
1.3.1 WACs (scale of 1:1 000 000) are designed for preflight planning
and pilotage. They are constructed on Lambert’s conformal
conic projection. Australian coverage is shown on the back of
each chart.

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GEN 3.2 - 2 09 NOV 2017 AIP Australia

1.3.2 VNCs (scale 1:500 000) are designed for operations under the
VFR. They contain an aeronautical overlay of controlled
airspace over a topographical base, and contain some radio
communication and other navigational data appropriate for
visual navigation. Map coverage is shown on the front of each
map.
1.3.3 VTCs (scale of 1:250 000) are designed for visual operations
near terminal areas. They contain some topographical detail and
appropriate airspace, radio communication and navigation aid
information. These charts are intended for use up to and
including FL180.
Note: When planning visual navigation outside the coverage of
VTCs, pilots will need to refer to the appropriate VNC (if
available) or IFR chart ERC-L for depiction of controlled airspace
and Prohibited, Restricted and Danger areas.
1.4 IFR Charts
1.4.1 ERCs-L, ERCs-H and TACs are presented at various scales and
depict 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 routes
may not be shown due to lack of space.
b. Air route information within these areas will usually only
include the route line and bearing. Where space permits, the
route designator, distance and LSALT may also be shown.
c. Within the areas covered by TACs and VTCs, full details of
airspace may not be shown. Information may only indicate
lateral boundaries. Restricted and Danger area numbers and
sport aviation symbols may not be shown.
For complete details of aeronautical data in these areas refer to
the appropriate TACs or VTCs.
1.4.4 ERCs-H are intended to be used for operations above FL200.

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AIP Australia 09 NOV 2017 GEN 3.2 - 3
1.4.5 All data represented on ERCs that lies outside the Australian
FIR is compiled from a variety of state sources and is
representative of the airspace and air route mosaic as it was
understood at the time of compilation. Amendments will routinely
occur to non-Australian FIR data outside of the publication cycle
of the Australian AIP MAP products, and pilots should therefore
check the AIP, AIP SUP and NOTAM of relevant adjoining states
to ensure they are in receipt of the most up to date information
for non-Australian FIRs.
1.4.6 TACs show details applicable to both high and low level
operations in terminal areas.
1.4.7 Aerodrome charts, Apron charts, Noise Abatement Procedures,
SID charts, STAR charts, DME and GPS Arrival charts, and IAL
charts are published in DAP EAST and DAP WEST.
1.4.8 Obstruction charts (Type A), when required to be produced, are
available from respective aerodrome owners/operators.
2. AIR ROUTE DETAILS, SPECIFICATIONS AND CHART
DEPICTIONS
2.1 Air Routes
2.1.1 The following designators are used to identify ATS routes:
REGIONAL ROUTES - A, B, G & R
REGIONAL ROUTES (TASMAN) - L, M, N, P
DOMESTIC ROUTES - H (ONE WAY) & J (TWO WAY)
DOMESTIC ROUTES - V (ONE WAY) & W (TWO WAY)
Predominantly Low Level
DOMESTIC ROUTES - Q (180° - 359°), Y (360° - 179°), T (TWO
WAY) & Z (LOW LEVEL)
Note: Prefix U INDICATES ROUTE NEAR MAJOR TERMINAL.
2.1.2 A black arrowhead on a route designator box indicates that the
route is to be used, within controlled airspace, only in the
direction shown by the arrow.
2.1.3 Air routes are divided into route segments. Each route segment
contains data for the magnetic track, distance, lowest safe
altitude (LSALT) and reporting requirements.

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GEN 3.2 - 4 09 NOV 2017 AIP Australia

2.2 Lowest Safe Altitude

2.2.1 The LSALT specified for a route segment is only valid for RNP 2
operations. For operations other than RNP 2 operations,
operators and pilots must use a pilot calculated LSALT or grid
LSALT.
The minimum LSALT published is 1,500FT due to lack of data
concerning terrain near sea level. Techniques for calculating
LSALT are detailed in GEN 3.3 para 4.
2.2.2 LSALT details for Area Navigation routes are shown in each grid
square formed by the parallels and meridians. On the ERCs-H,
the grid is at 4° intervals, and at 1° intervals on the ERCs-L and
TACs. (See also GEN 3.3 Para 4.)
2.2.3 On IFR charts, some LSALTs on one-way air routes have an
associated direction arrow. This arrow indicates that the LSALT
is only applicable in the direction of the one-way route, and a
LSALT has not been calculated for the opposite direction.
2.2.4 A LSALT without a direction arrow on any air route indicates that
the LSALT is the same in both directions. However, one-way
routes should only be flown, in controlled airspace, in the
direction indicated by the route designator box.
2.2.5 On ERCs, the LSALT figure is always attached adjacent to the
distance “bubble” of the route to which the LSALT applies. In
areas of chart clutter, these LSALT figures may sometimes cross
adjacent 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, fall
outside the combined visible and near-infrared spectrum of
night-vision goggles. This means that those obstacles will not be
visible to aircrew operating on NVG.
2.2.6.2 Current aircraft standards allows the “Aviation Red” light
wavelength to range from about 610-700NM. NVGs approved
for operations in Australia are Class B, which are only sensitive
to energy in the wavelengths ranging from 665 to 930NM.
2.2.6.3 As the current number and distribution of LED lighting systems is
unknown and will increase in the future, aircrew using NVGs are
warned to use extra caution when flight planning into unknown
areas as well as operating near obstacle areas.

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AIP Australia 09 NOV 2017 GEN 3.2 - 5
2.3 Track Bearing Specifications
2.3.1 Each route segment is shown as the minor arc of a Great Circle
passing through the end points. The track angles of the Great
Circle segments are measured at the end points. Rhumb Line
track angles can be determined by taking the track out and the
track in to the next waypoint, and then averaging the Great
Circle track angles.
D
2.4 Reporting Points
2.4.1 Reporting points are normally referenced to a radio-navigation
aid, aerodrome, town or within 10NM of a town or a geographical
feature. Where this is not possible, names have been invented.
2.4.2 The following examples and diagrams detail the reporting
requirements that apply on crossing air routes that intersect at a
reporting point:
a. A report is required on both routes

b. A report is required only on W435. The route segment on

W242 is a single segment between D&C and the compulsory
position report does not apply.

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GEN 3.2 - 6 09 NOV 2017 AIP Australia

c. A compulsory position report is required on W646, indicated

by the arrows associated with the report symbol. A
compulsory position report for aircraft with TAS less than
300KT and for other aircraft on request applies on W570.

2.4.3 Where arrows are associated with a reporting point, then a solid
triangle (compulsory report for ALL aircraft) applies in the
direction indicated by the arrows, and an open triangle
(compulsory report for aircraft with TAS less than 300KT and for
other aircraft on request) applies on the crossing route. The
same principle applies if the AIREP Section 3 report is required.
2.5 Intersection Waypoint
2.5.1 An intersection waypoint is included at the intersection of two air
routes, but is not included in the description of either air route.
Effectively, this waypoint is a “point in space”.
2.5.2 For a flight that will plan via one air route, the intersection
waypoint is not displayed in the FMS route data. However, if the
crossing route is to be flown from the intersection, the waypoint
is included in the flight plan and appears in the FMS.
2.5.3 An intersection waypoint is displayed on en route charts as a
Type 1 (solid square) waypoint and the tracks arc around that
waypoint. The legend defines a Type 1 reporting point as
“waypoint - no report required unless used as a turning point
between two routes”. An example of an intersection waypoint is
depicted on the following page.

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AIP Australia 10 NOV 2016 GEN 3.2 - 7

2.5.4 As the intersection waypoint is not included on either air route,

operators wishing to plan two routes will flight plan via:
a. the air route to the waypoint short of the intersection
waypoint, then
b. direct to the intersection waypoint, then
c. direct to the first waypoint on the second air route, then
d. via the new air route.
2.5.5 An example of a flight plan entry based on the map at para 2.5.3
is as follows:
L503 IGEVO DCT LEKET DCT VIMAV N759
3. AIRSPACE DEPICTIONS
3.1 Airspace categories and their lateral and vertical limits are
indicated by labels, boundary lines and colour tints. The
depictions used on the ERCs-L, ERCs-H and TACs are common
across all these charts. Differing depictions have been utilised
on the VTCs in order to complement the topographic base.
3.2 The depiction of airspace vertical limits where the lower limit is
the surface of the earth is shown as “SFC”.
3.3 The vertical limits of airspaces are shown on all charts by
indicating the airspace class and the lower limit, i.e.
C LL 7500 (blue label), D LL 3500 (blue label), and
E LL 8500 (brown label).
3.4 Where different classes of airspace are vertically stacked the
labels will be shown in layers, e.g.
A LL FL180 (blue label)
E LL 8500 (brown label).

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GEN 3.2 - 8 10 NOV 2016 AIP Australia

3.5 Airspace depictions used on the ERCs-H, ERCs-L and TACs are
as 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 below
Class A airspace are depicted with blue lines and a blue
tint.
(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 depicted
with 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 of Class E are depicted with a brown line
and 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 as Class
A, C, D, or E.
(2) Class G airspace is not tinted or specifically labelled.
3.6 Airspace depictions used on the VTCs are as follows:
a. Blue lines indicate the lateral boundaries of classes A, C & D
airspace.
b. The lower limits of classes A, C and D airspace are shown
with blue labels.
c. A broken brown line indicates the lateral boundary of Class E
airspace.

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AIP Australia 10 NOV 2016 GEN 3.2 - 9
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
specifically labelled.
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 magenta
verge. RA conditional status is displayed in tables within the
legend.
b. On the ERCs and TACs, Danger area boundaries are shown
with a solid magenta line.
c. On the VTCs, Danger areas are shown with a solid magenta
line with a magenta dot verge along the inside of its
boundary.
d. On all charts where a Restricted and Danger area have a
common lateral boundary, only the Restricted area verge is
shown. The Danger area boundary is indicated by labels.
3.8 Airspace Boundary Information
3.8.1 Distances associated with airspace boundaries indicate the
datum on which the airspace is based, and is shown as follows:
a. “NM” indicates a distance from the ARP.
b. “DME” or “TAC” indicates a distance based on that navigation
aid.
c. Some control zones have boundaries based on a runway
threshold; e.g. “7NM FM THR RWY 33” indicates a distance
based on the threshold of Runway 33 at the associated
aerodrome.
4. FREQUENCY INFORMATION
4.1 Flight Information Area (FIA) frequencies and associated
boundaries are depicted in green.
4.2 ATC frequencies and associated boundaries for use in Class E
airspace 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 different
frequencies, the vertical limits applicable to each frequency will
be indicated.

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GEN 3.2 - 10 10 NOV 2016 AIP Australia

4.5 Depiction of Common Traffic Advisory Frequency (CTAF)

4.5.1 At non-controlled aerodromes where MULTICOM (126.7MHz) is
not the CTAF, or non-controlled aerodromes that have an
associated navaid, an entry “CTAF” followed by the designated
frequency, is annotated in a box associated with the location.
Radio carriage is required at all non-controlled aerodromes
which are identified in the ERSA as being certified or registered
or military. ERSA should always be consulted as part of the pre-
flight planning process prior to operating at non-controlled
aerodromes.
4.6 Broadcast Areas
4.6.1 Broadcast Areas are defined airspace volumes in Class G
airspace for which a discrete frequency (CTAF) has been
allocated. All operations within the area, including those at
aerodromes (charted and uncharted) and landing sites, shall use
this CTAF as the broadcast frequency. A note on charts states
“for operations 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 an
operating limitation such as reduced range, bearing fluctuations,
terrain shielding, etc. Details of the limitation will be listed in
ERSA FAC.
5.2 An asterisk will not be shown to indicate that an aid is pilot
monitored.
6. AERODROME OBSTRUCTION CHARTS
6.1 Aerodrome obstruction charts, as detailed in ERSA FAC, are
available to aircraft operators operating in accordance with CAO
20.7.1B by contacting the appropriate aerodrome operator.
7. COPYRIGHT
7.1 All charts are subject to the copyright conditions detailed on
each chart.

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AIP Australia 10 NOV 2016 GEN 3.3 - 1

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; and
e. notify appropriate organisations regarding aircraft in need of
search and rescue aid, and assist such organisations as
required.
1.2 The air traffic services shall comprise three services identified as
follows.
1.2.1 The air traffic control service, to accomplish objectives a, b
and c. of para 1.1, this service being divided in three parts as
follows:
a. Area Control Service: the provision of ATC service for
controlled flights, except for those parts of such flights
described in 1.2.1 b and c, in order to accomplish objectives a
and c of 1.1;
b. Approach Control Service the provision of ATC service for
those parts of controlled flights associated with arrival or
departure, in order to accomplish objectives a and c of 1.1;
c. Aerodrome Control Service the provision of ATC service for
aerodrome traffic, except for those parts of flights described
in 1.2.1 b, in order to accomplish objectives a, b and c of 1.1
1.2.2 The flight information service, to accomplish objective d of
para 1.1.
1.2.3 The alerting service, to accomplish objective e of para 1.1.
1.3 An ATC 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;
c. to all special VFR flights; and
d. to all aerodrome traffic at controlled aerodromes.

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GEN 3.3 - 2 10 NOV 2016 AIP Australia

Furthermore, when requested, and as far as is practicable, ATC

will provide VFR flights in Class C airspace with a suggested
course of action to avoid other VFR flights. Nothing in this
provision changes the responsibility of the pilot in command to
see and avoid other aircraft (CAR 163A).
1.4 In providing an ATC service, an ATC unit will issue clearances
and information for the purposes of preventing collision between
aircraft under its control and expediting and maintaining an
orderly flow of traffic.
1.5 Clearances issued by ATC units will provide separation:
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; and
e. between special VFR flights when so prescribed by the
appropriate ATS authority;
except that, when requested by an aircraft, and if so prescribed
by the appropriate ATS authority for the cases listed under b.
above in classes D and E airspace, a flight may be cleared
without separation being so provided in respect of a specific
portion of the flight conducted in VMC.
1.6 Hours of operation, services provided, and identification of ATS
units are published in ERSA.
1.7 In some circumstances, a number of services may operate
under a common callsign and can be on a common or separate
frequency:
a. DELIVERY: used by the Airways Clearance Delivery (ACD)
service when established on a discrete frequency.
b. GROUND: used by Surface Movement Control and Apron
Service (if provided by ATC) when established on a discrete
frequency. At some locations, this service also provides the
Airways Clearance Delivery service on the same frequency.
c. TOWER: the following services use this identification:
(i) Aerodrome Control.
(ii) 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.

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AIP Australia 10 NOV 2016 GEN 3.3 - 3
e. DEPARTURES: used by Departure Control (DEP) service
when established on a discrete frequency.
f. CENTRE: used for Area Control (ACC) service, SIS and FIS,
excluding AFIS.
g. INFORMATION used when an AFIS is being provided on a
discrete frequency.
2. FLIGHT INFORMATION SERVICE (FIS)
2.1 Pilot Responsibility
2.1.1 Pilots are responsible for obtaining information necessary to
make operational decisions. To ensure that accurate information
is obtained in adequate time, pilots must take into consideration
that ATC initiated FIS is limited to aircraft within one hours flight
time of the condition or destination at time of receipt of the
information by ATC. The only exception to this is SIGMET
information, which shall cover a portion of the route up to two
hours flying time ahead of the aircraft.
2.2 Operational Information
2.2.1 Information about the operational aspects of the following
subjects is 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; and
j. 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 all
available information appropriate to the intended operation. This
requirement includes all Head Office and FIR NOTAM applicable
to the en route phase of flight and location specific NOTAM for
aerodromes.

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GEN 3.3 - 4 10 NOV 2016 AIP Australia

2.3.2 The Preflight Briefing Service is primarily an automated service.

Pilots are encouraged to obtain preflight briefing, either via the
self-help electronic systems or through the briefing offices.
These services are listed in ERSA GEN.
2.3.3 For pilots who require an elaborative briefing, contact numbers
for ATS and Bureau of Meteorology (BoM) staff are available
from the briefing offices.
2.3.4 Pilots must obtain an appropriate preflight briefing before
departure from those places where suitable facilities exist.
Where suitable facilities are not available, a briefing may be
obtained from FLIGHTWATCH as soon as practicable after the
flight commences. The information requested should be
confined to data considered essential for the safe conduct of the
flight to the first point of intended landing where additional
information can be obtained.
2.3.5 Preflight briefing will not normally be provided on ATC
communications channels.
2.4 In-flight Information
2.4.1 The in-flight information services are structured to support the
responsibility of pilots to obtain information in-flight on which to
base operational decisions relating to the continuation or
diversion of a flight. The service consists of three elements:
a. ATC Initiated FIS;
b. Automatic Broadcast Services; and
c. an On-Request Service.
2.5 ATC Initiated FIS
2.5.1 ATC initiated FIS will include the provision of pertinent operational
information such as:
a. meteorological conditions and the existence of non-routine
MET products;
b. changes to air routes;
c. changes to serviceability of navigation facilities, e.g. 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
h. information on medium and heavy unmanned free balloons.

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AIP Australia 09 NOV 2017 GEN 3.3 - 5
2.5.2 When providing FIS, ATC will not alert pilots to the availability of
aerodrome weather reports that are available from an automatic
broadcast service.
2.5.3 ATC will not use directed transmissions to disseminate AIRMET
but will broadcast their availability on appropriate ATS
frequencies. To ensure adequate dissemination the broadcast
will be repeated in the hour following the initial broadcast at
H+15 and H+45.
2.5.4 A sudden change to a component of FIS, not described in a
current MET product or NOTAM, having an immediate and
detrimental effect on the safety of an aircraft will be
communicated by ATC using the prefix “Hazard Alert”.
2.5.5 When a change is expected to be prolonged, ATC broadcasts
prefixed “Hazard Alert” will be repeated at H+15 and H+45 in the
hour following the initial transmissions. These broadcasts will
normally cease after one hour or after an updated MET product
or NOTAM 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), and
d. Meteorological Information for Aircraft in Flight (VOLMET).
2.7 ATIS
2.7.1 At aerodromes specified in ERSA the normal operational
information required by aircraft prior to takeoff or landing is
broadcast automatically and continuously either on a discrete
frequency or on the voice channel of one or more radio
navigation aids. The broadcast may be pre-recorded or
computerised.
2.7.2 On first contact with ATC (e.g. GROUND, TOWER,
APPROACH), notify receipt of the ATIS received using the
alphabetical code word appended to the broadcast.
2.7.3 When control zones are deactivated, the ATIS may be used to
broadcast operational information of an unchanging nature. This
information may include the CTAF, PAL frequency, preferred
runways and noise abatement procedures. It may also include
the expected reopening time of the tower. Pilots are encouraged
to monitor the ATIS outside the normal hours of the tower.

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GEN 3.3 - 6 09 NOV 2017 AIP Australia

2.7.4 The following information is transmitted on the ATIS:

(aerodrome) TERMINAL INFORMATION (code letter
ALPHA, BRAVO, etc, as assigned to each separately
prepared transmission. “ZULU” is not used)
TIME (hh mm UTC) [Time of observations, if appropriate]
Type of approach expectation; e.g. “EXPECT ILS
APPROACH”, etc.
One Runway in Use:
RUNWAY (number), [DAMP] [WET] [WATER PATCHES]
[FLOODED] (if applicable); or
More Than One Runway in Use:
RUNWAY/S (number/s) AND (number/s) FOR ARRIVALS,
RUNWAY/S (number/s) AND (number/s) FOR
DEPARTURES, [DAMP] [WET] [WATER PATCHES]
[FLOODED] (if applicable)
Holding delay, if appropriate; e.g. “... MINUTES HOLDING
MAY BE EXPECTED”, etc
(when being used) LAND AND HOLD SHORT
OPERATIONS IN PROGRESS, LOW VISIBILITY
PROCEDURES IN FORCE
CURFEW RUNWAY NOMINATION (when runway/s
nominated due to Noise Abatement legislation and the
crosswind and/or tailwind component is in excess of that
specified in ENR 1.1 para 2.3.5)
WIND... /...
WIND DIRECTION quoted as either:
a. SINGLE MEAN DIRECTION
b. TWO VALUES representing variation in wind direction
will be given whenever:
(i) the extremes in wind direction vary by 60° or more,
or
(ii) the variation is considered to be operationally
significant (e.g. the variation is less than 60°, but the
variation from the mean results is either a tailwind
and/or significant cross-wind component on a
nominated runway)
Note: At Defence aerodromes the term DOWNWIND will be
heard on the ATIS and TAILWIND in air ground RTF.

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AIP Australia 02 MAR 2017 GEN 3.3 - 7
c. VARIABLE will be used when the reporting of a mean
wind 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 (e.g.
passage of thunderstorms, or localised wind effect).
WIND SPEED quoted as either:
a. CALM (less than 1KT, e.g. “WIND CALM”)
b. SINGLE MEAN VALUE whenever the extremes
between minimum and maximum are 10KT or less (e.g.
“WIND 250 DEGREES, 25 KNOTS”)
c. TWO VALUES REPRESENTING MINIMUM AND
MAXIMUM VALUES whenever the extremes in wind
vary by more than 10KT (e.g. “WIND 250 DEGREES
MINIMUM 15 KNOTS, MAXIMUM 28 KNOTS”).
Note: When quoting a wind with variations in speed and
direction, the above criteria may be varied in order to indicate
the true cross-wind and/or tailwind.
Where threshold wind analysers are installed, and the wind at
the threshold of a duty runway varies from that of the central
wind analyser or the threshold wind on the other duty runway
by the criteria specified for the revision of ATIS, threshold
winds may be broadcast on the ATIS; e.g. THRESHOLD
WIND RUNWAY (number)... /..., RUNWAY (number).../...
VISIBILITY (distance is reported as appropriate):
a. >10KM – “GREATER THAN WUN ZERO
KILOMETRES” or actual distance “... KILOMETRES”;
b. Greater than 5KM and up to and including 10KM – “...
KILOMETRES”;
c. Up to and including 5,000M – “... METRES”; and
d. between 1,500M and 800M – RVR may be reported;
800M or less – RVR will be reported.
Multiple RVR observations are always representative of
the touchdown zone, midpoint zone and the roll-out/
stop end zone, respectively.
PRESENT WEATHER (as applicable; e.g. showers in area)
or
CAVOK

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GEN 3.3 - 8 02 MAR 2017 AIP Australia

CLOUD (below 5,000FT or below MSA, whichever is greater;

cumulonimbus, if applicable; if the sky is obscured, vertical
visibility when available).
TEMPERATURE
QNH
ACTUAL QNH NOT AVAILABLE AERODROME FORECAST
QNH... (when the QNH is sourced from the Aerodrome
Forecast (TAF) due to unavailability of actual QNH).
Any available information on significant meteorological
phenomena in the approach, takeoff and climb-out. Including
the presence of freezing fog.
Advice on hazard alert information including unauthorised
laser illumination events and RPAS activity:
* ON FIRST CONTACT WITH (e.g. GROUND, TOWER,
APPROACH) NOTIFY RECEIPT OF (code letter of the ATIS
broadcast).
*This contact information may not be transmitted when
recording space is limiting.
2.7.5 At locations where runway threshold wind analysers are installed, a
tower controller must provide a departing aircraft with the wind at
the upwind end of the runway if it varies from the ATIS broadcast by
10or 5KT or more, and the variation is anticipated to continue for
more than 15MIN. Such information shall be passed by use of the
phrase, “WIND AT UPWIND END.../...”.
2.7.6 Wind Shear
When moderate, strong or severe wind shear has been reported
on the approach or takeoff paths, or has been forecast, the
information will be included on the ATIS in the following format,
e.g.
a. WIND SHEAR WARNING - BOEING 737 [(wake turbulence
category) CATEGORY AIRCRAFT (if military CATIS)]
REPORTED MODERATE OVERSHOOT WIND SHEAR ON
APPROACH RUNWAY 34 AT TIME 0920, (plus, if available,
wind shear advice issued by MET, e.g. FORECAST WIND AT
300 FEET ABOVE GROUND LEVEL 360 DEGREES 45
KNOTS); or

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AIP Australia 24 MAY 2018 GEN 3.3 - 9
b. WIND SHEAR WARNING - AIRBUS A320 [(wake turbulence
category) CATEGORY AIRCRAFT (if military CATIS)]
REPORTED STRONG WIND SHEAR LOST 20 KNOTS
AIRSPEED BETWEEN 300 FEET AND 600 FEET ON
DEPARTURE RUNWAY 19 AT TIME 0640; or
c. PROBABLE VERTICAL WIND SHEAR FROM 0415 TO 0430
- FORECAST WIND AT 200 FEET ABOVE GROUND LEVEL
110 DEGREES 50 KNOTS.
2.7.7 Wind Shear Escape Manoeuvre
2.7.7.1 Wind shear significantly affects the aircraft performance and
hence it’s potentially adverse effects on flight safety. Wind shear
in close proximity to the ground i.e. 1,500FT and below is of
considerable significance to aircraft during landing and takeoff.
During climb out after takeoff and in the approach configuration,
aircraft speed and height are near critical values therefore
rendering the aircraft especially vulnerable to the adverse effects
of wind shear. The response of aircraft to wind shear is
extremely complex and depends on many factors including type
of aircraft, the phase of flight, the scale of the wind shear relative
to the size of the aircraft and the intensity and duration of the
wind shear encountered. Pilots and controllers must be aware
that their timely actions may prevent an impending wind shear
encounter.
2.7.7.2 A Wind Shear Escape Manoeuvre is considered to constitute an
emergency operation.
2.7.7.3 A Wind Shear Escape Manoeuvre should be carried out when
wind shear is:
a. recognised by the flight crew;
b. detected by the on board system.
When wind shear is recognised or detected the recommended
wind shear recovery procedure should be carried out. Flight
crew adherence to wind shear recovery procedures will take
precedence over ATC clearances, instructions and/or published
procedures.

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GEN 3.3 - 10 24 MAY 2018 AIP Australia

2.7.7.4 The flight crew will inform ATC, as soon as safely practicable
when permitted by the flight crew workload, of a recognised,
predicted or detected wind shear. Crews will also advise when
“clear of wind shear” on completion of the Wind Shear Escape
Manoeuvre. The manoeuvre will be conducted at any time the
flight crew recognises or, the on-board warning system predicts
or detects wind shear.
A wind shear escape manoeuvre may result in the aircraft being
on other than a published or instructed missed approach, takeoff
path and/or altitude.
2.7.7.5 ATC will issue instructions to the aircraft not experiencing the
wind shear to attempt to preserve separation. A traffic alert will
be provided to the aircraft conducting the Wind Shear Escape
Manoeuvre and/or to other aircraft in the vicinity.
2.7.7.6 When a pilot reports “wind shear escape” ATC shall not attempt
to modify the aircraft flight path until the pilot reports “clear of
wind shear”.
2.7.7.7 Once an aircraft departs from its ATC clearance, instruction or
prescribed procedure while carrying out a Wind Shear Escape
Manoeuvre, or a pilot reports “wind shear escape”, ATC cease to
be responsible for providing separation between that aircraft and
any other aircraft affected as a direct consequence of the Wind
Shear Escape Manoeuvre. ATC will resume responsibility for
providing separation for that aircraft from all affected aircraft
when:
a. ATC acknowledges a report from the crew of the aircraft
carrying out the Wind Shear Escape Manoeuvre that the
aircraft has resumed the current clearance, instruction or
applicable procedure, or
b. ATC acknowledges a report from the crew that the aircraft is
“clear of wind shear” and issues a further clearance or
instruction which is acknowledged by that crew.
2.8 Aerodrome Flight Information Service (AFIS)
2.8.1 An AFIS is an aerodrome based radio information service, which
may operate at non-controlled aerodromes. The service is an Air
Traffic Service (ATS) operated during published hours and
provides pilots with local traffic and operational information on
the CTAF assigned to the particular aerodrome.
2.8.2 ERSA defines the local procedures provided by each AFIS.

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AIP Australia 25 MAY 2017 GEN 3.3 - 11
2.8.3 All aircraft departing, arriving or transiting the broadcast area
during AFIS HRS must make broadcasts prior to or as soon as
possible after entering the broadcast area.
2.8.4 Aircraft making the normal inbound or taxiing broadcast receive
a response from the AFIS operator, providing:
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;
and
Note 1: Aircraft should advise callsigns of any copied or issued
traffic.
Note 2: Traffic information is provided as an advisory to assist
pilots in arranging self-separation.
c. other operational information of a local nature, relevant to the
safety of operations at the aerodrome.
2.8.5 Essential aerodrome information is provided by an Automatic
Aerodrome Information Service (AAIS) broadcast on a discrete
frequency (similar to ATIS) during AFIS HRS or on request to the
AFIS operator.
2.8.6 During AFIS HRS:
a. IFR Departures:
(1) are not required to make a Taxi call to Centre;
(2) will be issued with an SSR transponder code if expected
to enter radar coverage;
(3) may be issued with a Flow Management statement if the
DEST is subject to ATFM procedures;
(4) may be issued with an amended route expectation on
behalf of Centre;
(5) should make a DEP report to the AFIS; and
(6) will be directed to transfer to Centre.
b. IFR arrivals will be:
(1) provided a traffic statement by Centre prior to transfer;
(2) directed to contact the AFIS; and
(3) provided with further traffic by the AFIS operator as
required.

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GEN 3.3 - 12 25 MAY 2017 AIP Australia

2.8.7 The AFIS operator will initiate aerodrome emergency

procedures automatically and at the request of the pilot in an
emergency or, if in the opinion of the operator, a call-out is
warranted.
2.8.8 The AFIS operator will automatically initiate and terminate
SARWATCH responsibilities for IFR aircraft and assist VFR
aircraft on request.
2.9 AERIS
2.9.1 The Automatic En Route Information Service continuously
broadcasts METAR/SPECI and TTF (where available) from a
network of VHF transmitters installed around Australia.
2.9.2 The information broadcast on the individual transmitters caters
primarily for the needs of aircraft operating in control areas
within VHF range of the facility.
2.9.3 The network frequencies and the operational information menus
are contained in ERSA GEN.
2.10 Aerodrome Weather Information Service (AWIS) and
Weather and Terminal Information Reciter (WATIR)
2.10.1 AWIS and WATIR provide actual weather conditions, via
telephone and broadcast, from sites which use Bureau of
Meteorology (BoM) AWS equipment, or other AWSs that have
met BoM standards for acceptance into its network. AWIS
provides information from the AWS. WATIR provides the AWS
information with additional terminal information from the airport
operator.
2.10.2 More detail on AWIS and WATIR is contained at GEN 3.5
Section 7.4.
2.11 VOLMET
2.11.1 VOLMET broadcasts, prefixed by the designator ‘VOLMET’
provide meteorological information for Australian major
international aerodromes and Townsville.
2.11.2 Information on VOLMET is contained at GEN 3.5 Section 7.3.
2.12 On-Request Service - ATC and FLIGHTWATCH
2.12.1 An On-Request FIS is available to aircraft in all classes of
airspace on ATC VHF or HF (Domestic and International)
frequencies.

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AIP Australia 25 MAY 2017 GEN 3.3 - 13
2.12.2 Pilots must prefix any request for FIS on ATC VHF frequencies
with the callsign of the appropriate ATC unit and the generic
callsign ‘FLIGHTWATCH’. e.g. ‘MELBOURNE CENTRE
FLIGHTWATCH REQUEST ACTUAL WEATHER (location)’.
2.12.3 Due to workload considerations, ATC may re-direct pilot requests
for FIS to an alternative VHF frequency or Flightwatch HF.
2.12.4 When operating on Domestic HF (callsign ‘FLIGHTWATCH’)
and International HF (callsign ‘BRISBANE’), pilots must include
the frequency on which they are calling, e.g. ‘(FLIGHTWATCH
or BRISBANE), ROMEO JULIET DELTA, SIX FIVE FOUR ONE,
REQUEST ACTUAL WEATHER (location)’.
2.12.5 Information will be provided in an abbreviated form, paraphrased
into brief statements of significance. The full text of messages
will be provided on request.
2.13 Weather Radar
2.13.1 Weather radar data derived from BoM radar sites is displayed at
various ATS working positions by means of a PC-based system
known as RAPIC or Weatherwatch.
2.13.2 RAPIC/Weatherwatch images are not ‘real time’, but are the
results of a ten minute update cycle. The most effective range of
the radars is up to 75NM.
2.13.3 Weather radar sites, which may be utilised by ATS, are shown in
ERSA MET. Weather radar information within 75NM of radar
sites is available to pilots, subject to ATS workload, on request.
2.13.4 When providing RAPIC/Weatherwatch information to pilots, ATS
will use the prefix “MET RADAR DISPLAY INDICATES...”.
2.14 Traffic Information
2.14.1 A traffic information service will be provided, where applicable,
depending on higher priority duties of the controller or other
limitations; e.g. surveillance limitations, volume of traffic,
frequency congestion, or controller workload. Traffic information
does not relieve pilots of their responsibility to see and avoid
other aircraft.
Pilots are cautioned that there are many times when the
controller is not able to give traffic information concerning all
traffic in the aircraft’s proximity; in other words, when a pilot
requests or is receiving traffic information, he/she should not
assume that all traffic will be issued.

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GEN 3.3 - 14 25 MAY 2017 AIP Australia

2.14.2 Traffic information may be based on:

a. visual observation;
b. identified and non-identified aircraft targets on an ATC
situation display; or
c. verbal reports from pilots or other facilities.
2.15 Traffic Information in Controlled Airspace
2.15.1 In controlled airspace, when a separation standard does not
exist, ATC will provide traffic information to the aircraft
concerned when, in the opinion of the Air Traffic Controller, the
information is warranted by the proximity of the aircraft.
2.15.2 The traffic information provided will contain as much information
as is known and is necessary to assist the pilot in identifying the
other aircraft, e.g.
a. type;
b. altitude;
c. position, either by clock reference, bearing and distance,
relation to a geographical point or reported position and
estimate;
d. intentions or direction of flight.
2.15.3 ATC will provide relevant traffic information to aerodrome traffic
to enable pilots, while complying with ATC instructions, to
maintain separation from other aircraft.
2.15.4 At military aerodromes traffic conditions may preclude the
transmission of a complete traffic information service to
individual aircraft.
2.16 Traffic Information in Class G Airspace
2.16.1 In Class G airspace, a traffic information service is provided to
IFR flights about other conflicting IFR and observed VFR flights.
MLJ flights are considered to be IFR for traffic purposes
regardless of flight planned category. Services provided may be
based on ATS surveillance system data where coverage exists.
2.16.1.1 An IFR flight reporting taxiing or airborne at a non-controlled
aerodrome will be advised of conflicting IFR traffic which is not
on the CTAF.
2.16.1.2 An IFR flight inbound to a non-controlled aerodrome will be
advised of conflicting IFR traffic. The ATS obligation to provide
the pilot with traffic information ceases when the pilot reports
changing to the CTAF.

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2.16.1.3 Traffic information will continue to be provided about an IFR
flight following cancellation of its SARWATCH, until expiry of the
flights ETA. Traffic information may be provided to an IFR pilot
who has cancelled SARWATCH where workload and
communications permit.
2.16.2 In accordance with the preceding paragraphs, traffic information
will 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; or
d. the ATS officer becomes aware of conflicting traffic.
2.16.3 Pilots of IFR flights should advise ATS of the callsign(s) of
relevant IFR traffic, previously intercepted, to avoid receiving the
same traffic information from ATS.
2.16.4 Traffic information will be provided in accordance with the
preceding paragraphs whenever there is a possibility of
confliction between aircraft in the following situations:
a. aircraft that climb, descend or operate with less than 1,000FT
vertical spacing and less than 15NM lateral or longitudinal
spacing;
b. overtaking or opposite direction aircraft on the same or
reciprocal tracks with less than 1,000FT vertical spacing and
less than 10 minutes longitudinal spacing based on pilot
estimates;
c. more than one aircraft arriving at, or departing from, the
same aerodrome with less than 10 minutes between arrival
and/or departure and falling within these guidelines.
2.16.5 When the traffic assessment is based entirely on the use of an
ATS surveillance system, traffic information will be provided
when, in the opinion of the controller, it is warranted by the
proximity of the aircraft to each other.
2.16.6 Having regard to sub-paras 2.16.4 a. and b. above, traffic
information will be based on aircraft having less than 2,000FT
vertical spacing:
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.
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GEN 3.3 - 16 25 MAY 2017 AIP Australia

2.16.7 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. any other data which may enhance the value of the
information.
2.16.8 Pilots intercepting broadcasts from aircraft in their vicinity which
are considered to be in potential conflict with their own aircraft
must acknowledge intercept by transmitting own callsign and, as
appropriate, aircraft type, position, actual level and intentions.
2.16.9 Traffic information in respect of military aircraft operating on
LJRs may refer to the flight as “military low jet operations”.
2.16.10 When an aircraft is instructed by an ATS unit to standby for
traffic, the pilot should continue to monitor the frequency until
traffic information is received.
2.17 Surveillance Information Service (SIS) to VFR Flights in
Class E and Class G Airspace
2.17.1 SIS is available, on request, to VFR flights in classes E and G
airspace within ATS surveillance system coverage, subject to
ATC workload. The SIS is available to improve situational
awareness and assist pilots in avoiding collisions with other
aircraft.
2.17.2 Pilots wishing to receive a SIS must be in direct VHF
communications with ATC and equipped with a serviceable SSR
transponder or ADS-B transmitter.
2.17.3 VFR pilots receiving a SIS will be provided with traffic
information and, upon request, position or navigation
information.
Note: All information is advisory in nature, and the pilot remains
responsible for the safe operation of the aircraft. Terrain
clearance, aircraft-to-aircraft separation, and obtaining
clearances into controlled airspace remain pilot responsibilities.

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2.17.4 Pilots of VFR flights receiving a SIS will be provided with
information about ATS surveillance system observed traffic.
However, due to the nature and type of ATS surveillance system
coverage, not all aircraft will be detected, and not all aircraft are
equipped with a SSR transponder or ADS-B transmitter.
Consequently, traffic information provided by ATC may be
incomplete. Pilots must comply with the see-and-avoid
requirements of CAR163A.
2.17.5 ATC will provide an alerting service for flights receiving a SIS.
2.17.6 On initial contact with ATC, the pilot must advise the ATS
surveillance service required and, if an ongoing service is
requested, include the phrase “REQUEST FLIGHT
FOLLOWING”.
2.17.7 When ATC respond to this request, the pilot must advise
position, level, and intentions.
2.17.8 The SIS commences on ATC notification of identification, and
ATC may also assign a specific transponder code prior to, or
during, the provision of the SIS.
2.17.9 If ATC are unable to provide a SIS, the pilot will be advised
“SURVEILLANCE SERVICE NOT AVAILABLE”. Requests for
emergency assistance should be prefixed by “MAYDAY” (three
times) or “PAN PAN” (three times), and will receive priority.
Note: Many factors, such as the limitations of radar and ADS-B,
volume of traffic, ATC workload and frequency congestion may
prevent ATC from providing a surveillance service. The reason
for not providing or continuing to provide the service in a
particular case is not subject to question, nor need it be
communicated to the pilot.
2.17.10 If, following a request for a SIS, a request for flight following is
not made and the requested information has been provided to
the pilot, ATC will advise “IDENTIFICATION TERMINATED” to
indicate that the surveillance service is terminated.
Note: When ATS surveillance services to VFR flights are
terminated, pilots should monitor the ATS frequency appropriate
to their area of operation.
2.17.11 If the pilot has requested flight following, the SIS will be provided
on an ongoing basis, and generally limited to within the
controller’s area of responsibility. However, the SIS may be
terminated at any time by the controller, or by pilot advice.

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GEN 3.3 - 18 10 NOV 2016 AIP Australia

2.17.12 Whilst receiving a SIS, the pilot must:

a. maintain a continuous listening watch with ATC and advise
prior to leaving the frequency; and
b. advise ATC prior to any changes to track or level.
2.17.13 Approaching the boundary of the controller’s area of
responsibility, the pilot will generally be advised
“IDENTIFICATION TERMINATED, FREQUENCY CHANGE
APPROVED”. If a continued service is requested, the pilot must
advise “REQUEST HAND-OFF FOR FLIGHT FOLLOWING”
and, subject to the approval of the adjacent ATC unit, the pilot
will be instructed to change frequency for continuation of the
SIS.
3. ALERTING SERVICE
3.1 An Alerting service will be provided:
a. for all aircraft provided with ATC service;
b. in so far as practicable, to all other aircraft having filed a flight
plan or otherwise known to the air traffic services; and
c. to any aircraft known or believed to be the subject of unlawful
interference.
4. CALCULATION OF LOWEST SAFE ALTITUDE
4.1 A pilot using Grid LSALT for obstacle clearance is responsible
for determining the allowance for navigation error that should be
applied, considering the limitations of the navigation aids or
method of navigation being used for position fixing. This
navigation error allowance must be applied to the proposed
track. The highest Grid LSALT falling within the area covered by
the determined navigation error must be used.
4.2 For routes and route segments not shown on AIP aeronautical
charts, the lowest safe altitude must not be less than that
calculated in accordance with para 4.3 within an area defined in
the following paras 4.6, 4.7, 4.8 and 4.9.
4.3 Unreported obstacles up to 360FT may exist in navigation
tolerance areas. The LSALT must be calculated using the
following method:

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AIP Australia 17 AUG 2017 GEN 3.3 - 19
a. where the highest obstacle is more than 360FT above the
height determined for terrain, the LSALT must be 1,000FT
above the highest obstacle; or
b. where the highest obstacle is less than 360FT above the
terrain, or there is no charted obstacle, the LSALT must be
1,360FT above the elevation determined for terrain; except
that
c. where the elevation of the highest terrain or obstacle in the
tolerance area is not above 500FT, the LSALT must not be
less than 1,500FT.
4.4 An aircraft must not be flown under the IFR, lower than the
published lowest safe altitude or the lowest safe altitude
calculated in accordance with this section, except when being
assigned levels in accordance with ATS surveillance service
terrain clearance procedures or when being flown in accordance
with a published DME arrival, instrument approach or holding
procedure, or except when necessary during climb after
departure from an aerodrome, or except during VMC by day
(CAR 178 refers).
4.5 If the navigation of the aircraft is inaccurate, or the aircraft is
deliberately flown off-track, or where there is a failure of any
radio navigation aid normally available, the area to be
considered is a circle centred on the DR position, with a radius of
5NM plus 20% of the air distance flown from the last positive fix.
4.6 For Routes Defined by Radio Navigation Aids or to be
Navigated by DR
The area to be considered must be within an area of 5NM
surrounding and including an area defined by lines drawn from
the departure point or en route radio aid, 10.3° each side of the
nominal track (where track guidance is provided by a radio
navigation aid), or 15° each side of the nominal track (where no
track guidance is provided) to a limit of 50NM each side of track,
thence paralleling track to abeam the destination and then
converging by a semicircle of 50NM radius centred on the
destination.

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On shorter routes, where these lines are displaced by less than

50NM abeam the destination, they shall converge by a radius
based on that lesser distance. Where the lines thus drawn come
at any time within the coverage of an en route or destination
radio aid the aircraft is equipped to use, they will converge by
straight lines to that aid. The minimum angle of convergence
which must be used in this case is 10.3° each side of track.
4.7 For Routes Operated Under the RNP 2 Navigation
Specification
The area to be considered must be within an area of 5NM
surrounding and including the departure point, the destination
and each side of the nominal track.
4.8 For Other Area Navigation Operations
The area to be considered must be within an area of 5NM
surrounding and including an area defined by lines drawn from
the departure point not less than 15° each side of the nominal
track to a maximum of:
a. 8NM for a flight under the RNP 4 navigation specification;
b. 7NM for flight under an RNAV navigation specification having
a GNSS input; or
c. 30NM for flight under a non GNSS area navigation
specification.
Thence paralleling track to abeam the destination and
converging by a semicircle of the same radius centered on the
destination.
4.9 For Aircraft Flown at Night Under the VFR
The area to be considered must be:
a. the area specified in para 4.6, 4.8 or 4.10 for aircraft
navigated by means of a radio navigation system; or
b. within a radius of 10NM from any point along the aircraft’s
nominal track.
However, the pilot of an aircraft who has positively determined
by visual fix that a critical obstruction has been passed may
nevertheless descend immediately to a lower altitude, provided
that the required obstacle clearance above significant
obstructions ahead of the aircraft is maintained.
4.10 An aircraft must not be flown at night under the VFR, lower than
the published lowest safe altitude or the lowest safe altitude
calculated in accordance with this section except:

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AIP Australia 17 AUG 2017 GEN 3.3 - 21
a. during takeoff and climb in the vicinity of the departure
aerodrome;
b. when the destination aerodrome is in sight and descent can
be made within the prescribed circling area of 3NM radius of
the destination; or
c. when being vectored.
4.11 Night Vision Goggles and Obstacle Lighting
4.11.1 Some LED lighting systems, clearly visible to the naked eye, fall
outside the combined visible and near-infrared spectrum of
night-vision goggles. This means that those obstacles will not be
visible to aircrew operating on NVG.
4.11.2 Current aircraft standards allows the “Aviation Red” light wave
length to range from about 610-700NM. NVGs approved for
operations in Australia are Class B, which are only sensitive to
energy in the wavelengths ranging from 665 to 930NM.
4.11.3 As the current number and distribution of LED lighting systems is
unknown and will increase in the future, aircrew using NVGs are
warned to use extra caution when flight planning into unknown
areas as well as operating near obstacle areas.
5. SAFETY ALERTS AND AVOIDING ACTION
5.1 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 is
considered to place it in unsafe proximity to:
a. terrain;
b. obstruction;
c. active restricted or prohibited areas; or
d. other aircraft.
5.1.1 When providing an ATS surveillance service, ATC will issue
advice to pilots regarding avoiding action as a priority, when they
become aware that an aircraft is in a situation that is considered
to place it at risk of collision with another aircraft.
5.1.2 ATC will prefix advice to turn or change level with “suggest”
unless the alerts are for controlled flights with reference to other
controlled flights.
Note 1: This is an emergency situation. Pilots may need to
deviate from their clearance or planned route in order to avoid
collision with another aircraft.
Note 2: Pilots are required to comply with any TCAS RA
manoeuvre irrespective of ATC traffic advisories or instructions.
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GEN 3.3 - 22 17 AUG 2017 AIP Australia

5.1.3 ATC may discontinue issuing Safety Alerts or advice regarding

avoiding action when the pilot has advised action is being taken
to resolve the situation or has reported the other aircraft in sight.
6. CONTINGENCY PROCEDURES - AIR TRAFFIC SERVICES
TEMPORARILY NOT AVAILABLE
6.1 Introduction
6.1.1 When Air Traffic Services are temporarily not available in a given
airspace, the procedures contained in the following paragraphs
may be authorised. Operators/pilots are responsible for
obtaining any required changes to their Air Operator’s Certificate
(AOC) for operations in the classes and types of airspace
addressed in the following paragraphs. Details of specific
procedures will be promulgated by NOTAM.
6.1.2 Nothing in these procedures precludes the pilot from exercising
responsibility for safe operations, including separation and
collision avoidance with other aircraft in the air and on the
ground.
6.2 Airspace Classification
6.2.1 Airspace subject to contingency will retain its ATS classification
except that airspace associated with a tower whose hours of
operation are non continuous will revert to the classification
normally in place when the tower is closed.
6.3 En route Service Not Available
6.3.1 TIBA procedures will apply on published TIBA high and low
frequencies, except that in Class G airspace other than over the
high seas, published area VHF frequencies shall be used.
6.3.2 FIS and SAR alerting will be provided as remaining capability
permits.
6.4 Approach Control Service Not Available
6.4.1 In Class C terminal airspace and control zones, TIBA
procedures will apply utilising a nominated broadcast frequency.
Additionally, mandatory broadcast procedures as specified in
para 6.7 shall be adopted.
6.4.2 In terminal airspace and the control zone associated with a
Class D tower, ATS will be in accordance with procedures in
force when the tower is closed under normal circumstance.
6.4.3 FIS and SAR alerting will be provided as remaining capability
permits.

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AIP Australia 17 AUG 2017 GEN 3.3 - 23
6.5 Aerodrome Control Service Not Available
6.5.1 At continuous aerodromes, TIBA procedures will apply utilising a
nominated broadcast frequency. Additionally, mandatory
broadcast procedures as specified in para 6.7 shall be adopted.
6.5.2 At non continuous aerodromes, ATS will be in accordance with
procedures in force when the tower is closed under normal
circumstances.
6.5.3 FIS and SAR alerting will be provided as remaining capability
permits.
6.6 Airspace Management
6.6.1 Procedures consistent with Attachment C to ICAO Annex 11
may be promulgated by NOTAM to assist with management of
operations in contingency airspace. Procedures may include one
or more of, but not be limited to:
a. Programmed takeoff 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;
and
f. a requirement to display navigation lights.
6.7 Mandatory Broadcast Procedures
(ATC Temporarily Not Available)
6.7.1 When ATC is temporarily not available, mandatory broadcast
procedures may be specified in addition to TIBA broadcasts and
will be used by pilots to provide advisory traffic information to
other aircraft and to arrange mutual segregation. Mandatory
broadcast frequencies will be notified by NOTAM.
6.7.2 When arriving or departing from an aerodrome where mandatory
broadcast procedures apply, pilots must monitor the appropriate
mandatory broadcast frequency. Broadcasts must be made as
follows:

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GEN 3.3 - 24 17 AUG 2017 AIP Australia

Situation Phrase
1. Broadcasts ALL STATIONS (location)
When a pilot broadcasts intentions. (appropriate information)
2. Taxi (aircraft type) TAXIING (location)
Taxiing at an aerodrome. RUNWAY (number) FOR
(destination, or departure
quadrant or intention)
3. About to Commence Takeoff LINING UP/ROLLING (runway
number) TURNING (left/right)
TRACKING (quadrant) CLIMBING
TO (level)
4. Departing DEPARTED (location) TRACKING
(degrees magnetic) CLIMBING TO
(level) FOR (destination)
5. Inbound (Aircraft type) (position reported
When inbound - before crossing as either the radial, bearing or
the boundary of the area in which quadrant from the aerodrome)
mandatory broadcasts apply. (level) (intentions)
6. Joining the Circuit (Aircraft type) JOINING (position
in circuit) RUNWAY (number)

6.7.3 Pilot discretion should be used in making other than the

prescribed calls to assist other traffic; e.g. executing a missed
approach, or position in the circuit area, or leaving levels
designated on TMA routes.
7. TRAFFIC INFORMATION BROADCAST BY AIRCRAFT
(TIBA)
7.1 TIBA Procedures
7.1.1 TIBA procedures are intended to permit reports and relevant
supplementary information of an advisory nature to be
transmitted by 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 TIBA
frequency. Where VHF is used for air-ground communications
with ATS and an aircraft has two serviceable VHF sets, one
must be tuned to the appropriate ATS frequency and the other to
the TIBA frequency.

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AIP Australia 17 AUG 2017 GEN 3.3 - 25
7.2.2 The appropriate TIBA frequencies are:
a. at or above FL200, 128.95MHz;
b. below FL200:
(1) In Class G airspace other than in oceanic areas, the
relevant Area VHF;
(2) otherwise 126.35MHz.
7.3 Listening Watch
7.3.1 A listening watch must be maintained on the TIBA frequency 10
minutes before entering the designated airspace until leaving
this airspace. For an aircraft taking off from an aerodrome
located within 10 minutes flying time of that airspace, listening
watch must start as soon as practicable after takeoff.
7.4 Time of Broadcasts
7.4.1 Broadcasts must be made:
a. 10 minutes before entering the designated airspace or, for an
aircraft taking off from an aerodrome located with 10 minutes
flying time of the airspace, as soon as practicable after
takeoff;
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; and
g. at any other time considered necessary by the pilot.
7.5 Acknowledgement of Broadcasts
7.5.1 Broadcasts should not be acknowledged unless a potential
collision risk exists.
7.6 Changes of Cruising Level
7.6.1 Cruising level changes should not be made within the
designated airspace, unless considered necessary by pilots to
avoid traffic conflicts, for weather avoidance or for other valid
operational reasons.

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7.6.2 When changes to cruising level are unavoidable, all available

aircraft lighting which would improve the visual detection of the
aircraft must be displayed while changing levels.
7.6.3 When a change of level is anticipated or initiated, a change of
level report must be made. When the new level is reached, a
report advising that the aircraft is maintaining the new level must
be made.
7.7 Collision Avoidance
7.7.1 If, on receipt of a traffic information broadcast from another
aircraft, a pilot decides that immediate action is necessary to
avoid an imminent collision risk to the aircraft, and this cannot be
achieved in accordance with the right of way provisions or TCAS
resolution, the pilot should:
a. unless an alternative manoeuvre appears more appropriate,
immediately descend 1,000FT if above FL410, or 500FT if at
or below FL410;
b. display all available aircraft lighting which would improve the
visual detection of the aircraft;
c. as soon as possible, reply to the broadcast advising action
being taken;
d. notify the action taken on the appropriate TIBA frequency;
and
e. as soon as practicable, resume normal 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 all
times, regardless of any action taken to initiate or acknowledge a
traffic information broadcast.
7.8.2 A position report must be made on the next CTA/Area VHF 15
minutes prior to leaving airspace in which TIBA procedures
apply to obtain a clearance or re-establish SARWATCH on the
appropriate ATS frequency.
8. CONTROL OF VEHICULAR AND PEDESTRIAN MOVEMENT
ON AERODROMES
8.1 Drivers of vehicles which need to operate on the manoeuvring
area must not seek permission to do so from ATC, unless the
driver and vehicle holds the appropriate Driver Authority for Use
Airside as issued by the airport operator and/or owner.

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AIP Australia 01 MAR 2018 GEN 3.3 - 27
8.2 ATC has the authority to issue or to withhold for reasons of
traffic, permission for vehicular or pedestrian movement on the
manoeuvring area. When it is permitted, such movement will be
rigidly controlled.
8.3 All persons, including drivers of vehicles, will be instructed to
stop and hold position for radio clearances, or light signal
clearances, from the tower before crossing any runway or
taxiway, unless they are on a portion of the manoeuvring area
marked off by lights, flags or other conventional warning signs.
In radio advices to aircraft, ATC will identify as distinctly as
possible, persons or vehicles on the manoeuvring area.
8.4 All persons, including drivers of vehicles, on the manoeuvring
area must stop and hold at all lighted stop bars and may only
proceed further when a clearance to enter or cross the runway
has been received and the stop bar lights have been switched
off. (See also ENR 1.1 Section 2.4.3.)
8.5 All persons, including drivers of vehicles, required to hold short
of a runway, 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
clearance from ATC to enter a runway, must hold short of an
intersecting runway except when an instruction “CROSS
RUNWAY (number)” has been issued and the stop bar lights,
where fitted, have been switched off. (See also
ENR 1.1 Section 2.4.3.)

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INTENTIONALLY BLANK

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AIP Australia 10 NOV 2016 GEN 3.4 - 1

GEN 3.4 COMMUNICATION SERVICES

1. INTRODUCTION
1.1 The following services are provided:
a. Radio Navigation,
b. Radio Communication, and
c. Special Broadcast.
1.2 Details of facilities and services appear in ERSA, DAP and
aeronautical charts.
2. RADIO NAVIGATION SERVICE
2.1 General
The following types of radio aids to navigation operate within
Australian 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. GBAS Landing System (GLS) - (Polarisation GBAS/H);
i. Tactical Air Navigation System (TACAN) (military locations);
j. Automatic Dependent Surveillance – Contract (ADS-C)
(FANS-1/A); and
k. Automatic Dependent Surveillance – Broadcast (ADS-B)
(1090MHz Extended Squitter).
2.2 Identification
2.2.1 Radio navigation aids serving the same location normally radiate
the same identification codes. Further, at ILS/localiser
installations, the normal identification is preceded by the letter
“I”; and at private non-accredited NDBs, a four letter identifier is
radiated, the first letter being “X”.

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2.2.2 A GBAS station is identified by the relevant Aerodrome’s 4 letter

ICAO code where the GBAS is installed (e.g. YSSY).
Approaches provided from the GBAS station are identified by the
Reference Path ID field in the Final Approach Segment (FAS)
data blocks. The Reference Path ID is unique to the approach to
be used and published on the Approach Plate for the runway.
Each Reference Path ID commences with a letter “G”.
2.3 Non-Directional Beacons
2.3.1 Due to the frequency range available within Australia, a number
of beacons share the same frequency. Where this occurs, the
beacons are widely spaced geographically.
2.3.2 Some NDBs have been sited in mountainous country and
reflections of the signal can cause bearing fluctuations which
may occasionally exceed 10°. Since these fluctuations may tend
to obscure the “over the top” indications, other aids should be
used as a check. The rated coverage of these NDBs is generally
reduced 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. The
track radials are designated by their magnetic bearing away from
the station.
2.5 Distance Measuring Equipment (DME)
2.5.1 Australia uses the international 1000MHz system. The system
uses the channels designated in ICAO Annex 10 for operation
with the VOR frequency selected for the same site. This “pairing”
facilitates compatible airborne equipment to display both the
DME and VOR information by the selection of only the VOR
frequency.
2.5.2 When specific ICAO requirements are met, collocated DME and
VOR are said to be “associated” and are shown in AIP
documents as VOR/DME with the VOR frequency. In other
cases, a bracket will be used to indicate collocation of navigation
aids.
2.5.3 When a DME is not “associated” with the VOR at the same site,
it is identified in NOTAM and AIP documents by its channel
number and suffix with the VOR frequency in parenthesis - e.g.
DME 111X (116.4).

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2.6 Tactical Air Navigation (TACAN)
TACAN systems are installed at a number of military/joint-user
aerodromes. The DME element of the TACAN can be obtained
by using its “paired” VOR frequency.
Note: TACAN and VOR installations at joint-user airfields are
never “associated”.
TACAN is shown on AIP aeronautical charts by the channel
number with the “paired” VOR frequency - e.g. TACAN88
(114.1).
2.7 Public Broadcasting Stations
Some broadcast stations are shown on visual navigation charts
when they may be of value as supplementary aids to navigation.
Broadcast station locations and frequencies are published in
ERSA.
2.8 Abnormal Operation of Radio Navigation Aids
2.8.1 Users must notify ATS of any abnormal condition in the
operation of any radio navigation facility.
2.8.2 Aids not Available for Navigation. Sometimes a facility that is
not suitable for navigation has to be operated for test purposes.
To provide a warning to pilots in such cases, in addition to
NOTAM or verbal advice, the station identifier will either:
a. be suppressed; or
b. for ILS:
(1) if the localiser is out of service, the glide path will not be
radiated and there will be no identifier; or
(2) if the glide path is out of service but radiating test signals,
the localiser will not be radiated; or
(3) if the glide path is out of service and switched off, the
localiser may be radiated together with the station
identification; or
c. for GLS:
(1) when required for maintenance or on failure the system
will be withdrawn from service; or
(2) if the audible Reference Path ID is corrupt or not
received, the system will be withdrawn from service.
d. for newly installed NDBs or experimental facilities, the
identifier XP will be used.

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Note: When a disabled GLS approach is selected, the Reference

Path ID may still be displayed on the Primary Flight Display and
the audible IDENT heard. No deviation indications or steering
commands will be displayed.
2.9 Remote facilities
Sometimes circumstances necessitate the introduction of a
station identification before the aid is notified as being available
for operational use. Whilst use of the aid in these circumstances
does not present an operational hazard, navigation by use of the
aid must not be planned until its availability is notified by
NOTAM.
2.10 Monitoring of Identifier
If a station identification is not received or is corrupt, the aid
should not be used as the primary means of navigation except
when its serviceability 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, aircraft
receivers and integrity monitoring, augmented as necessary to
achieve 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 provides
highly accurate position and velocity information.
2.12.2 Use of GPS for IFR operations is dependent on the US
Department of Defence GPS Standard Positioning Service
operating to its defined full operating capability. Use of this
service to meet the requirements for a sole means navigation
system must be in accordance with GEN 1.5 Section 2.
3. COMMUNICATIONS SERVICES
3.1 Radio Frequencies
3.1.1 General. Air ground communications in Australian FIRs are
conducted by radiotelephony in the VHF, UHF and HF bands.
Air-to-air communications are normally conducted in the VHF
band. The requirements for carriage of radio communications
systems are contained in GEN 1.5 Section 1. Frequencies are
published in ERSA. VHF is the primary frequency band, with HF
only being used when outside VHF coverage.

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Selected VHF frequencies are published in ERSA and are
depicted on AIP Aeronautical Navigation Charts. The estimated
coverage is shown on Planning Chart Australia (PCA).
3.1.2 UHF is intended primarily for use with military aircraft. At some
locations, re-transmit facilities, which permit UHF and VHF
aircraft to copy VHF/UHF transmissions conducted with a
common ATS unit, are installed.
3.1.3 HF - Domestic Operations. The National Aeronautical HF
network appropriate to the area of operations is shown in MAP
(Charts). In TCTAs and OCAs, the ground organisation may
nominate the appropriate International Network to be used by
aircraft. For those operations outside VHF coverage, where the
maintenance of a continuous two way communications watch
with an airways operations unit is mandatory, the carriage of
suitable HF frequencies is required.
3.1.4 HF - International Operations. HF networks to be used in order
of preference are:
a. the appropriate international network (SEA3, SP6, IN01); or
b. the national network shown in MAP (Charts).
3.1.5 Interpilot Air-to-Air Communication. In accordance with
regional agreements, 123.45MHz is designated as the air-to-air
VHF communications channel. Use of this channel will enable
aircraft engaged in flights over remote and oceanic areas out of
range of VHF ground stations and not in the vicinity of a non-
controlled aerodrome depicted on a chart to exchange
necessary operational information and to facilitate the resolution
of operational problems.
3.1.6 SELCAL is available to appropriately equipped aircraft.
Frequencies for this service are listed in ERSA.
3.2 Certified Air/Ground Radio Service (CA/GRS)
3.2.1 A Certified Air/Ground Radio Service is an aerodrome-based
radio information service, which may operate at non-controlled
aerodromes. The service is a safety enhancement facility which
provides pilots with operational information relevant to the
particular aerodrome. The service is operated by or for the
aerodrome operator to published hours, on the CTAF assigned
to the particular aerodrome. It is not an Airservices or RAAF-
provided air traffic service.
3.2.2 The CA/GRS does not provide any separation service.

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3.2.3 The callsign of the service is the aerodrome location followed by

“Radio”; e.g. “Ayers Rock Radio”. The radio operators of the
service have been certified to meet a CASA standard of
communication technique and aviation knowledge appropriate to
the service being provided.
3.2.4 The CA/GRS is provided to all aircraft operating within the
designated broadcast area for the specific location. Refer to
ERSA for the location specific designated broadcast areas.
3.2.5 When a CA/GRS is operating, pilot procedures are unchanged
from the standard non-controlled aerodrome operating and
communication procedures. ERSA includes location specific
information relating to procedures.
3.2.6 The operational information provided by a CA/GRS assists pilots
in making informed operational decisions. Pilots retain authority
and responsibility for the acceptance and use of the information
provided.
3.2.7 Aircraft making the normal inbound or taxiing broadcast receive
a responding broadcast from the CA/GRS operator, conveying
the following 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.
Traffic information 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 circuit
if relevant.
Note: this information is provided as an advisory to pilots in VMC
and 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.

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This information will be provided by means of an Automatic
Aerodrome Information Service (AAIS) broadcast on a discrete
frequency (similar to ATIS) during OPR HR of CA/GRS or on
request to the CA/GRS operator. Pilots should monitor the
published AAIS frequency before making the taxiing or inbound
broadcast, and indicate that the AAIS information has been
received when making the inbound or taxiing broadcast.
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 if
requested by the pilot in an emergency or, if in the opinion of the
operator, a call-out is warranted.
3.2.9 The weather information provided by the service is derived from
approved measuring equipment, which meets BoM aeronautical
precision standards. QNH provided by a CA/GRS or AAIS may
be used to reduce landing, circling and alternate minima in
accordance with ENR 1.5 para 5.3 (QNH Sources).
3.2.10 The CA/GRS operator may act as a representative of an air
operator (where formal agreement with the operator has been
established) for the purposes of holding SARWATCH.
3.3 UNICOM
3.3.1 UNICOM (Universal Communications) is a non-ATS
communications service provided to enhance the value of
information normally available about a non-controlled
aerodrome.
3.3.2 The primary function of the frequency used for UNICOM
services where the UNICOM is the CTAF is to provide pilots with
the means to make standard positional broadcasts when
operating in the vicinity of an aerodrome. Participation in
UNICOM services must not inhibit the transmission of standard
positional broadcasts.
3.3.3 Participation in UNICOM services relates to the exchange of
information 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;

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GEN 3.4 - 8 01 MAR 2018 AIP Australia

f. unscheduled landings to be made by aircraft;

g. general weather reports; and
h. basic information on traffic.
3.3.4 This information is available to all aircraft during the times that
the UNICOM is operating.
3.3.5 Weather reports, other than simple factual statements about the
weather, may not be provided by UNICOM operators unless they
are properly authorised to make weather observations under
CAR 120.
3.3.6 The UNICOM operator is solely responsible for the accuracy of
any information passed to an aircraft, while the use of
information obtained from a UNICOM is at the discretion of the
pilot in command.
3.3.7 Stations providing a UNICOM service are required to be licensed
by the Australian Communications and Media Authority (ACMA).
Detailed information regarding the licensing and use of
equipment may be obtained by contacting the ACA in the
appropriate State or Territory 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
incorrect VHF frequency when operating into non-controlled
aerodromes, a device known as an Aerodrome Frequency
Response Unit (AFRU) may be installed. An AFRU will provide
an automatic response when pilots transmit on the CTAF for the
aerodrome at which it is installed.
3.4.2 The features of the AFRU are as follows:
a. When the aerodrome traffic frequency has not been used for
the past five (5) minutes, the next transmission over two (2)
seconds long will cause a voice identification to be
transmitted in response, e.g. “GOULBURN CTAF”.
b. When the aerodrome traffic frequency has been used within
the previous five (5) minutes, a 300 millisecond tone will be
generated after each transmission over two (2) seconds long.
3.4.3 A series of three (3) microphone clicks within a period of five (5)
seconds will also cause the AFRU to transmit a voice
identification for the particular aerodrome.

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AIP Australia 24 MAY 2018 GEN 3.4 - 9
3.4.4 In the event that the transmitter in the AFRU becomes jammed
for a period of greater than one minute, the unit will automatically
shut down.
3.4.5 The operation of the AFRU provides additional safety
enhancements by confirming the operation of the aircraft’s
transmitter and receiver, the volume setting, and that the pilot
has selected the correct frequency for use at that aerodrome.
3.5 High Frequency Harmful Radio Interference
3.5.1 Domestic aeromobile HF communications in Australia are
sometimes subjected to periods of significant radio interference.
3.5.2 The harmful interference is generally broadcasting in a variety of
foreign languages and is not aviation related. Airservices
Australia may use recorded messages in a variety of languages
and dialects to advise the “target” that they are transmitting on a
frequency reserved for aviation communications, and that they
should cease transmitting.
3.5.3 Recorded messages may broadcast for up to three minutes.
During this time, the frequency will not be useable by the ATS
centre controlling the broadcast, and aircraft wishing to
communicate on HF may need to change to an alternative
frequency, or wait until the broadcast is completed.
3.5.4 Minor delays in responding to VHF calls may also occur whilst
HF broadcasts are taking place. Broadcasts are made on a
“workload permitting” basis and ATS will terminate the broadcast
if higher priority HF or VHF communications are required.
3.6 Telephone Facilities
3.6.1 Telephone services may be used as follows to contact Australian
ATS units for urgent, non-routine or safety-related matters, or to
report arrival:
a. ATS unit telephone numbers.
Direct dial or reverse charge to the ATS unit telephone
numbers listed in ERSA. Airservices will bear the cost of
operator-connected calls of an urgent operational nature.
b. Satellite Voice Communication (SatVoice).
Contact can be made by dialling the following full telephone
numbers or abbreviated dialling codes:

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GEN 3.4 - 10 24 MAY 2018 AIP Australia

Australian ATC Full Telephone Abbreviated

Facility Number Dialling Code
Brisbane Centre +61 7 3866 3868 450302
Melbourne Centre +61 3 9338 4032 450303
Perth TCU +61 8 9476 8545 450304
Sydney TCU +61 2 9556 6742 450305
3.6.2 Telephone facilities may be used to contact the National
Coordination Centre (NCC) for routine matter as detailed in AIP
and ERSA.
3.7 Recording Of Operational Communications
3.7.1 All ATS units are equipped with automatic recording facilities
which record all communications to and from each ATS unit,
irrespective of the medium used.
3.8 Aeronautical Fixed Telecommunication Network (AFTN)
3.8.1 The AFTN is established primarily for ATS unit
intercommunication. However, subject to certain provisos, the
AFTN may be used to transmit messages concerning flight
safety, flight regularity, reservation and general operating
agency aspects. Details are available from ATS units.
3.8.2 A matrix of the Australian AFTN circuitry is contained at
APPENDIX 1.
3.9 Special Broadcast Services
3.9.1 ATIS is a continuous transmission, on a discrete frequency or on
the IDENT channel of a VOR or NDB, of the operational
information. Details are in GEN 3.3 Section 2.7 and frequencies
in ERSA.
3.9.2 AERIS is a continuous transmission of operational information
on a discrete frequency. AERIS is described in GEN 3.3 Section
2.9 and in ERSA GEN.
3.9.3 VOLMET broadcasts contain selected meteorological
information on discrete frequencies. Details are in GEN 3.5
section 7.3 and frequencies in ERSA.
3.9.4 AWIS broadcasts actual weather conditions on navigation aids
from AWS sites which use Bureau of Meteorology AWS
equipment. Details are in GEN 3.5 Section 7.4 and frequencies
in ERSA.

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AIP Australia 24 MAY 2018 GEN 3.4 - 11
3.10 Aeronautical Codes
3.10.1 Aeronautical codes, including location indicators for Australian
aerodromes, are published in ERSA and on aeronautical charts.
4. RADIOTELEPHONY PROCEDURES
4.1 Introduction
4.1.1 The communication procedures, phraseologies and
requirements contained in this section have been selected to
harmonise with ICAO, and international practices where
applicable. Additional phrases to supplement where ICAO is
silent have been included.
4.1.2 Primary reference documents on radiotelephony are
ICAO Doc 4444, Doc 9432, and Annex 10. ATS and pilots
should refer to these documents to obtain additional information
as necessary. Only procedures appropriate to Australia and
commonly used phrases are contained in this section.
4.1.3 Use of standard phrases for radio telephony communication
between aircraft and ground stations is essential to avoid
misunderstanding the intent of messages and to reduce the time
required for communication.
4.1.4 Where circumstances warrant, and no phraseology is available,
clear and concise plain language should be used to indicate
intentions.
4.1.5 Phraseologies contained in this section are generic and,
although primarily reflecting a controlled airspace environment,
pilots operating in Class G airspace should use these generic
phrases unless specific Class G phrases are shown.
4.2 General
4.2.1 Symbols and Parentheses
Words in parentheses “()” indicate that specific information, such
as a level, a place, or a time, etc, must be inserted to complete
the phrase, or alternatively, that optional phrases may be used.
Words in square parentheses “[]” indicate optional additional
words or information that may be necessary in specific
instances.
4.2.2 The following symbols indicate phraseologies which may differ
from those used in an international aviation environment, but are
necessitated by Australian requirements.
• UNIQUE TO AUSTRALIA (ICAO SILENT)
 MILITARY SPECIFIC PHRASEOLOGIES

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 GEN 3.4 - 12 24 MAY 2018 AIP Australia

4.2.3 Phraseologies show the text of message components without

callsigns. They are not intended to be exhaustive, and when
circumstances differ, pilots, ATS and Air Defence personnel, and
other ground personnel will be expected to use appropriate
subsidiary phraseologies which should be clear, concise, and
designed to avoid any possible confusion.
4.2.4 For convenience, the phraseologies are grouped according to
types of air traffic service. However, users should be familiar
with and use, as necessary, phraseologies from groups other
than those referring specifically to the type of air traffic service
being provided. All phraseologies must be used in conjunction
with callsigns (aircraft, ground vehicle, ATC or other) as
appropriate.
4.2.5 Phraseologies for the movement of vehicles, other than tow-
tractors on the manoeuvring area, are not listed separately as
the phraseology associated with the movement of aircraft is
applicable. The exception is for taxi instructions, in which case
the word “PROCEED” will be substituted for the word “TAXI”
when ATC communicates with vehicles.
4.3 Transmission Format
4.3.1 When initiating a transmission to ATS, pilots will commence the
transmission with the callsign of the unit being addressed
followed by the aircraft callsign.
4.3.2 The ATS unit will respond using the station’s callsign followed by
their callsign. In the absence of an instruction to “STAND BY”,
this response by the ATS unit is an invitation for the aircraft
calling to pass their message.
Note: The use of the words “GO AHEAD” is no longer
considered appropriate due to the possibility of misconstruing
“GO AHEAD” as an authorisation for an aircraft to proceed.
4.3.3 A read-back of an ATS message will be terminated with the
aircraft’s callsign.
D
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. For
other than Item a, only key elements of the following clearances,
instructions, or information must be read back ensuring sufficient
detail is included to indicate compliance:

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AIP Australia 24 MAY 2018 GEN 3.4 - 13
a. an ATC route clearance in its entirety, and any amendments;
Note: “Rest of clearance unchanged” is not required to be read
back.
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 or HLS;
e. any approach clearance;
f. assigned runway or HLS;
g. altimeter settings directed to specific aircraft, radio and radio
navigation aid frequency instructions;
Note: An “expectation” of the runway to be used is not to be read
back.
h. SSR codes, data link logon addresses;
i. level instructions, direction of turn, heading and speed
instructions.
4.4.2 The controller will listen to the read-back to ascertain that the
clearance or instruction has been correctly acknowledged and
will take immediate action to correct any discrepancies revealed
by the read-back.
4.4.3 Reported level figures of an aircraft must be preceded by the
words “FLIGHT LEVEL” when related to standard pressure and
may 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 following
order and consist of:
a. identification (callsign);
b. the condition (including position of the subject of the
condition);
c. the clearance; and
d. brief reiteration of the condition, e.g.
ATS: “(aircraft callsign) BEHIND A340 ON SHORT FINAL,
LINE UP [RUNWAY (number)] BEHIND”.
Pilot: “BEHIND THE A340, LINING UP [RUNWAY (number)]
(aircraft callsign)”. (see ENR 1.1 Section 2.2.23)

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 GEN 3.4 - 14 24 MAY 2018 AIP Australia

4.6 Route Terminology

4.6.1 The phrase “FLIGHT PLANNED ROUTE” may be used to
describe any route or portion thereof that is identical to that filed
in the flight notification and sufficient routing details are given to
definitely establish the aircraft on its route.
4.7 Amended Route or Level
4.7.1 When ATS provide an initial airways clearance that is not in
accordance with the details currently held by ATC system, ATS
will prefix the route and/or level details with the word
“AMENDED”.
4.7.2 When an issued airways clearance needs to be changed ATS
will prefix the new route and/or level details with the word
“RECLEARED”. The level will be stated in all clearance changes
regardless of whether a change to the cleared level is made or
not.
4.7.3 The prefixes “AMENDED” and “RECLEARED” will not be used:
a. for SID or STAR clearances; or
b. during normal progressive climb/descent instructions
4.8 Language
4.8.1 English language must be used for all air-ground RTF
communications within Australian FIRs unless use of an
alternative language has been arranged with ATS prior to any
specific flight.
D
4.9 Phonetic Alphabet
4.9.1 Radiotelephony pronunciation of the Phonetic Alphabet shall be
as follows:

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AIP Australia 24 MAY 2018 GEN 3.4 - 15

A ALFA AL fah B BRAVO BRAH voh

C CHARLIE CHAR lee D DELTA DELL tah
E ECHO ECK ho F FOXTROT FOKS trot
G GOLF GOLF H HOTEL hoh TELL
I INDIA IN dee A J JULIETT JEW lee ETT
K KILO KEY loh L LIMA LEE mah
M MIKE MIKE N NOVEMBER no VEM ber
O OSCAR OSS cah P PAPA pah PAH
Q QUEBEC keh BECK R ROMEO ROW me oh
S SIERRA see AIR rah T TANGO TANG go
U UNIFORM YOU nee form V VICTOR VIK tah
W WHISKEY WISS key X X-RAY ECKS ray
Y YANKEE YANG key Z ZULU ZOO loo
4.10 Numerals
4.10.1 Radiotelephony pronunciation of numbers shall be in the
phonetic form as follows:

0 ZE-RO 5 FIFE Decimal DAY SEE MAL

1 WUN 6 SIX Hundred HUN dred
2 TOO 7 SEV en Thousand TOU SAND
3 TREE 8 AIT
4 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, which
contain whole hundreds and whole thousands, must be
transmitted by pronouncing each digit in the number of hundreds
or thousands followed by the word HUNDRED or THOUSAND
as appropriate, e.g.
ALTITUDES 800 “EIGHT HUNDRED”
1,500 “ONE THOUSAND FIVE HUNDRED”
6,715 “SIX SEVEN ONE FIVE”
10,000 “ONE ZERO THOUSAND”

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GEN 3.4 - 16 24 MAY 2018 AIP Australia

CLOUD HEIGHT
2,200 “TWO THOUSAND TWO HUNDRED”
4,300 “FOUR THOUSAND THREE
HUNDRED”
VISIBILITY
200 “TWO HUNDRED”
1,500 “ONE THOUSAND FIVE HUNDRED”
3,000 “THREE THOUSAND”
RUNWAY VISUAL RANGE
700 “SEVEN HUNDRED”.
4.11.2 All other numbers must be transmitted by pronouncing each digit
separately, e.g.
FLIGHT LEVELS
FL 180 “FLIGHT LEVEL ONE EIGHT ZERO”
FL 200 “FLIGHT LEVEL TWO ZERO ZERO”
HEADINGS 150 “ONE FIVE ZERO”
080 “ZERO EIGHT ZERO”
300 “THREE ZERO ZERO”
WIND
DIRECTION 020° “ZERO TWO ZERO DEGREES”
100° “ONE ZERO ZERO DEGREES”
210° “TWO ONE ZERO DEGREES”
WIND SPEEDS
70KT “SEVEN ZERO KNOTS”
18KT, gusting 30 “ONE EIGHT KNOTS GUSTING
THREE ZERO”
MACH NUMBER
0.84 “DECIMAL EIGHT FOUR”
ALTIMETER SETTING
1000 “ONE ZERO ZERO ZERO”
1027 “ONE ZERO TWO SEVEN”
29.95 “TWO NINE DECIMAL NINE FIVE”
RUNWAY VISUAL RANGE
350 “THREE FIVE ZERO”.
Note: For the transmission of numbers in aircraft callsigns, refer to
“FLIGHT NUMBER CALLSIGNS” at Section 4.16

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AIP Australia 24 MAY 2018 GEN 3.4 - 17
4.12 Time
4.12.1 Australia uses Coordinated Universal Time (UTC) for all
operations. The term “Zulu” is used when ATC procedures
require a reference to UTC, e.g.
0920 UTC “ZERO NINE TWO ZERO ZULU”
0115 UTC “ZERO ONE ONE FIVE ZULU”.
4.12.2 To Convert from Standard Time to Coordinated Universal Time:
Eastern Standard Time Subtract 10 hours
Central Standard Time Subtract 9.5 hours
Western Standard time Subtract 8 hours.
Note: Daylight Saving is not applied universally across Australia
and is not published in the AIP.
4.12.3 The 24-hour clock system is used in radiotelephone
transmissions. The hour is indicated by the first two figures and
the minutes by the last two figures, e.g.
0001 “ZERO ZERO ZERO ONE”
1920 “ONE NINE TWO ZERO”.
4.12.4 Time may be stated in minutes only (two figures) in
radiotelephone communications when no misunderstanding is
likely to occur.
4.12.5 Current time in use at a station is stated to the nearest minute in
order that pilots may use this information for time checks.
4.12.6 Control towers will state the time to the nearest half minute when
issuing a taxi clearance to a departing aircraft, e.g.
0925:10 “TIME, TWO FIVE”
0932:20 “TIME, THREE TWO AND A HALF”
2145:50 “TIME, FOUR SIX”.
4.13 Standard Words and Phrases
4.13.1 The following words and phrases are to be used in
radiotelephony communications, as appropriate, and have the
meaning given:

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GEN 3.4 - 18 24 MAY 2018 AIP Australia

Word/Phrase Meaning
ACKNOWLEDGE 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 where there is no clear
distinction between the text and
other portions of the message).
BREAK BREAK I hereby indicate separation between
messages transmitted to different
aircraft in a very busy environment.
CANCEL Annul the previously transmitted
clearance.
CHECK Examine a system or procedure (no
answer is normally expected).
CLEARED Authorised to proceed under the
conditions specified.
CONFIRM I request verification of: (clearance,
instruction, action, information).
CONTACT Establish communication with...
CORRECT True or Accurate.
CORRECTION An error has been made in this
transmission (or message indicated)
the correct version is...
DISREGARD Ignore.
HOW DO YOU What is the readability of my
READ transmission? The readability scale
is:
1. Unreadable
2. Readable now and then
3. Readable but with difficulty
4. Readable
5. Perfectly readable.
I SAY AGAIN I repeat for clarity or emphasis.
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AIP Australia 01 MAR 2018 GEN 3.4 - 19
Word/Phrase Meaning
MAYDAY My aircraft and its occupants are
threatened by grave and imminent
danger and/or I require immediate
assistance.
MAINTAIN Continue in accordance with the
condition(s) specified or in its literal
sense, e.g. “Maintain VFR”.
MONITOR Listen out on (frequency).
NEGATIVE No or Permission is not granted or
That is not correct or Not capable.
OUT This exchange of transmissions is
ended and I expect no response from
you (not normally used in VHF or
satellite communication).
OVER My transmission is ended and I
expect a response from you (not
normally used in VHF or satellite
communication).
PAN PAN I have an urgent message to transmit
concerning the safety of my aircraft
or other vehicle or of some person on
board or within sight but I do not
require immediate assistance.
READ BACK Repeat all, or the specified part, of
this message back to me exactly as
received.
RECLEARED A change has been made to your last
clearance and this new clearance
supersedes your previous clearance
or part thereof.
REPORT Pass me the following information.
REQUEST I should like to know or I wish to
obtain.

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GEN 3.4 - 20 01 MAR 2018 AIP Australia

Word/Phrase Meaning
ROGER I have received all of your last
transmission (under NO
circumstances to be used in reply to
a question requiring READBACK or
a direct answer in the affirmative or
negative).
SAY AGAIN Repeat all or the following part of
your last transmission
SPEAK SLOWER Reduce your rate of speech.
STANDBY Wait and I will call you.
UNABLE I cannot comply with your request,
instruction or clearance (normally
followed by a reason).
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
send every word or group of
words twice.
b. as information:
Since communication is difficult
every word or group of words in
this message will be sent twice.

4.14 Ground Station Callsigns

4.14.1 ATS Callsigns
4.14.2 ATS units are identified by the name of the location followed by
the service 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/DIRECTOR Surveillance control providing
vectors onto final approach.

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AIP Australia 01 MAR 2018 GEN 3.4 - 21
TOWER Aerodrome control or aerodrome and
approach control where these
services are provided from an
aerodrome control tower,
e.g. Coffs Harbour.
GROUND Surface movement control.
DELIVERY Clearance delivery to departing
aircraft.
FLIGHTWATCH Flight Information Service.
4.14.3 The name of the location or the service may be omitted provided
that satisfactory communication has been established.
4.15 Aircraft Callsigns
4.15.1 Improper use of callsigns can result in pilots executing a
clearance intended for another aircraft. Callsigns should never
be abbreviated on an initial contact or at any time when other
aircraft callsigns have similar numbers/sounds or identical
letters/numbers,
e.g. CHARLIE WHISKEY ZULU - WHISKEY CHARLIE ZULU.
4.15.2 Pilots must be certain that aircraft identification is complete and
clearly identified before taking action on an ATC clearance. ATS
will use full or abbreviated callsigns in accordance with section
4.21. The pilot may only use an abbreviates callsign when
initiated by ATS. When aware of similar/identical callsigns, ATS
will take action to minimise errors by:
a. emphasising certain numbers/letters,
b. repeating the entire callsign, e.g. QANTAS451 QANTAS451,
or
c. repeating the prefix, e.g. QANTAS451 QANTAS, or
d. asking pilots to use a different callsign, either temporarily or
for the duration of the flight.
Pilots should use the phrase “VERIFY CLEARANCE FOR
(complete callsign)” if doubt exists concerning proper identity.
4.15.3 Civil aircraft pilots may state the aircraft type, model or
manufacturer’s name, followed by the digits/letters of the
registration number, e.g.
Bonanza CHARLIE ALPHA ECHO
Cherokee ALPHA BRAVO CHARLIE.

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GEN 3.4 - 22 01 MAR 2018 AIP Australia

4.16 Flight Number Callsigns - Using Group Form

4.16.1 Within Australian airspace, “group form” is the preferred means
of transmitting callsign/flight number. Group form should also be
used with military and other aircraft using a rootword callsign
with numeric suffix.
4.16.2 Group form is the grouping of numbers into pairs, or where a
number ending in “00” is spoken in hundreds (refer para 4.17).
For three digit numbers, the second and third numbers are
grouped. Examples are as follows:
QLINK 122 QLINK ONE TWENTY TWO
QANTAS 1220 QANTAS TWELVE TWENTY
CAR 21 CAR TWENTY ONE
CLASSIC 12 CLASSIC TWELVE
VIRGIN 702 VIRGIN SEVEN ZERO TWO
BIRDOG 021 BIRDOG ZERO TWENTY ONE
4.16.3 Pilots and ATS should be aware that the preference to use
“group form” does not invalidate any transmissions made in
conventional formats. However, to retain the integrity in the
communication between ATS and operators, the identification
format used should be consistent.
4.16.4 A pilot not using “group form” in establishing communication, but
subsequently addressed by ATS in this format, should adopt the
use of “group form” for the remainder of the flight in Australian
airspace.
4.16.5 There is no additional abbreviated form when using flight
number callsigns. The airline designator and all digits of the
callsign, including leading zeros, must be pronounced.
4.17 Selection of Aircraft Identification Numbers and Suffixes
4.17.1 When selecting an aircraft identification number or callsign
suffix, operators should avoid using numbers that correlate with:
a. ending in “zero” or “five”, to avoid confusion with headings;
b. potential level utilisation (e.g. 3000, 500, 350 etc);
c. emergency codes (e.g. 7600, 7700 etc); and
d. numerical aircraft types (e.g. 767, 330 etc).
4.17.2 Flight numbers and callsign suffix numbers should be limited to 2
or 3 characters and take into account flight numbers already in
use by the operator and other agencies in the intended control
environment, operational area or nearby.

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AIP Australia 01 MAR 2018 GEN 3.4 - 23
4.18 Ground Vehicles
4.18.1 Ground vehicles shall be identified by the type of vehicle; e.g.
car, truck, tractor, tug, etc, or an ATS approved format, followed
by the assigned vehicle number spoken in group form.
e.g.
TRUCK 12 “TRUCK TWELVE”
CAR 23 “CAR TWENTY THREE”.
4.19 Interchange and Leased Aircraft
4.19.1 Controllers issue traffic information based on familiarity with
airline equipment and colour/markings. When an airline
dispatches a flight using another company’s aircraft and the pilot
does not advise the terminal ATC facility, the possible confusion
in aircraft identification can compromise safety.
4.19.2 Pilots flying an “interchange” or “leased” aircraft, not bearing the
normal colours/markings of the company operating the aircraft,
should inform the terminal ATC facility (on first contact) of the
name of the operating company and aircraft callsign, followed by
the company name as displayed on the aircraft, and aircraft
type,
e.g. VELOCITY THREE ELEVEN, AIR NEW ZEALAND
INTERCHANGE (or LEASE), BOEING SEVEN FOUR SEVEN.
4.20 Unmanned Aerial Vehicles
4.20.1 Unmanned Aerial Vehicles (UAV) should select identification
based on the aircraft manufacturer or model using a maximum of
three syllables. Numbers may be added. UAV flight plan
identification is detailed in ENR 1.10 APPENDIX 2
4.20.2 Communications on any frequency must use the prefix
“UNMANNED” before the callsign. When the UAV operation is
conducted in controlled airspace ATC may vary this requirement
after initial contact.
D
4.21 Callsigns - Full and Abbreviated Formats
4.21.1 When establishing two way communications and for subsequent
communications on any frequency, Australian registered aircraft
must use one of the following callsigns:
a. for VH-registered aircraft, the last 3 characters of the
registration marking (e.g. VH-TQK “TANGO QUEBEC KILO”);
or

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b. the approved telephony designator of the aircraft operating

agency, followed by the last 3 characters of a VH registration
marking (e.g. “QLINK TANGO QUEBEC KILO”); or
c. the approved telephony designator of the aircraft operating
agency, followed by the flight identification (e.g. “VELOCITY
EIGHT FIFTY SIX DELTA”); or
d. for recreation-category aircraft, the aircraft type followed by
the last 4 characters of the aircraft’s registration number (e.g.
“JABIRU THIRTEEN FORTY SIX”).
4.21.2 When establishing two way communications on any frequency,
foreign registered aircraft must use one of the following
callsigns:
a. the characters corresponding to the registration marking of
the aircraft (e.g. N35826 “NOVEMBER THREE FIFTY EIGHT
TWENTY SIX”); or
b. the approved telephony designator of the aircraft operating
agency, followed by the last 4 characters of the registration
marking of the aircraft (e.g. “UNITED FIFTY EIGHT TWENTY
SIX”); or
c. the approved telephony designator of the aircraft operating
agency, followed by the flight identification (e.g. “SPEEDBIRD
FIFTY FIVE”).
Note: The name of the aircraft manufacturer or aircraft model
may be used as a radiotelephony prefix to the callsign type
mentioned in sub-para 4.21.1a. and 4.21.2a.
4.21.3 For foreign registered aircraft, after establishing two way
communications, ATS may initiate abbreviated callsigns for the
type stated in 4.21.2a. and 4.21.2b. These callsigns may be
abbreviated to:
a. the first character of the registration and at least the last 2
characters of the registration marking (e.g. N35826
“NOVEMBER EIGHT TWENTY SIX”);
b. the telephony designator of the aircraft operating agency,
followed by at least the last 2 characters of the registration
marking (e.g. “UNITED TWENTY SIX”).
Note: For flight planning, all callsigns are limited to 7 characters.

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AIP Australia 01 MAR 2018 GEN 3.4 - 25
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 first
establishing two way communications on any frequency (e.g.
VH-WSO “HELICOPTER WHISKEY SIERRA OSCAR”).
4.21.5 Civil formation flights of Australian registered aircraft may use
the suffix “FORMATION” after one of the following callsigns:
a. the registration of the formation leader, e.g. “ALPHA BRAVO
CHARLIE FORMATION”, or
b. the approved telephony designator of the formation leader,
with or without an alpha or numeric, e.g. “JETSPEED
FORMATION” or “JETSPEED ONE FORMATION” or
“JETSPEED BRAVO FORMATION”.
4.22 Registration of Radiotelephony Designators
4.22.1 Operators wishing to use flight number callsigns must obtain
approval from Airservices Australia. In the first instance, the
operator should contact the appointment listed at para 4.23 and
provide:
a. three options for the telephony designator, including an
indication of the operator’s preferred option; and
b. three options for a two or three letter designator.
Note: Airservices Australia approves two letter designators and
associated telephony only for use within the Australian FIR.
Three letter designators and associated telephony are approved
for international use both by Airservices Australia and ICAO, and
are published within ICAO Doc 8585.
4.22.2 When requesting approval of telephony and two or three letter
designators, 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 and
dissimilar from any other telephony designators in use (e.g.
HORIZON).
b. The two or three letter designator should reflect correlation
with the telephony designator (e.g. HZA).
c. In order to reduce the length of transmission, the telephony
designator should be brief and comprising, if possible, one
word of two or three syllables.

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GEN 3.4 - 26 01 MAR 2018 AIP Australia

d. In order to reduce ATC screen clutter, approved two letter

designators should be used for domestic operations.
4.22.3 Once requests have been processed, Airservices Australia will
notify the operator in writing of the approval along with an
effective date. Approvals will be subject to the operator agreeing
to the use of group form.
Note: Effective dates usually align with the AIP Book amendment
AIRAC date.
4.23 Approvals Contact Information
4.23.1 Information and an application to request approval to use a flight
number callsign is available from Airservices Australia website:
www.airservicesaustralia.com/services/flight-number-call-signs
or may be obtained by contacting:
ATS Integrity
Office of the Chief Air Traffic Controller, Airservices Australia
GPO Box 367, CANBERRA ACT 2601
Email: [email protected]
4.24 Callsigns - Special Task Operations
4.24.1 Aircraft engaged in special task operations, and with the
agreement of ATS, may use a call sign indicative of the nature of
the task with a numerical suffix (if applicable)
(see 4.17), e.g.

Type of Operation Radio Telephony Flight Plan

Designator (Callsign) Designator
Ambulance AMBULANCE AM
Coordination of Firebombing Air- BIRDOG BDOG
craft
Fire Bombing BOMBER BMBR
Federal Police FEDPOL FPL
Federal Police (Priority) FEDPOL RED FPLR
Night-time NVG firefighting FIREAIR FYRA
operations
General Fire Support Tasks FIREBIRD FBIR
(light rotary)
Remote Sensing Fire Operations FIRESCAN FSCN
Fire Intelligence Gathering FIRESPOTTER SPTR

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AIP Australia 01 MAR 2018 GEN 3.4 - 27
Type of Operation Radio Telephony Flight Plan
Designator (Callsign) Designator
General Fire Support Tasks HELITAK HLTK
(medium rotary)
Lifesaver Operations LIFESAVER LIFE
Media Operations MEDIA MDIA
Validation of instrument NAVCHECK NVCK
procedures
NSW Parks and Wildlife Service PARKAIR PKAR
Police POLAIR POL
Police (Priority) POLAIR RED POLR
Rescue Mission RESCUE RSCU
Aerial Survey SURVEY SVY
4.24.2 Callsign suffix numbers are allocated as follows:
NSW/ACT – commencing with 2 (e.g. 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 borders
utilising the same callsign prefix do not duplicate an existing
callsign suffix number or flight plan.

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GEN 3.4 - 28 01 MAR 2018 AIP Australia

5. PHRASEOLOGIES
5.1 Traffic Alert and Collision Avoidance System (TCAS), Safety
Alerts and Avoiding Action and Wind Shear Escape

Circumstances Phraseologies
* Denotes pilot transmission
1. Level Changes, Reports/ Rates
a flight crew starts to deviate a.* TCAS RA
from any ATC clearance or b. ROGER
instruction to comply with an
ACAS resolution advisory (RA)
(pilot and controller
interchange)
after the response to an ACAS c.* CLEAR OF CONFLICT
RA is completed and a return RETURNING TO (assigned
to the ATC clearance or clearance)
instruction is Initiated (pilot and d. ROGER (or alternative
controller interchange) instructions)
after the response to an ACAS e.* CLEAR OF CONFLICT
RA is completed and the (assigned clearance)
assigned ATC clearance or RESUMED
instruction has been resumed f. ROGER (or alternative
(Pilot and Controller instructions)
interchange)
after an ATC clearance or g.* UNABLE TO COMPLY, TCAS
instruction contradictory to the RA
ACAS RA is received, the flight h. ROGER
crew will follow the RA and Note: Pilots are required to
inform ATC directly (Pilot and comply with any TCAS RA
Controller interchange) manoeuvre irrespective of ATC
traffic advisories or instructions
2. Safety Alert and Avoiding a. SAFETY ALERT, followed as
Action necessary by:
low altitude warning i. LOW ALTITUDE WARNING,
CHECK YOUR ALTITUDE
IMMEDIATELY, QNH IS
(number) [(units)]. [THE
MINIMUM SAFE ALTITUDE IS
(altitude)].

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AIP Australia 24 MAY 2018 GEN 3.4 - 29
Circumstances Phraseologies
* Denotes pilot transmission
terrain alert ii. TERRAIN, CHECK YOUR
ALTITUDE IMMEDIATELY
(suggested pilot action if
possible)
traffic alert iii. TRAFFIC (number) MILES
OPPOSITE DIRECTION/
CROSSING LEFT TO RIGHT/
RIGHT TO LEFT (level
information).
avoiding action b. AVOIDING ACTION, followed as
necessary by:
i. [SUGGEST] TURN LEFT/
RIGHT IMMEDIATELY
HEADING (three digits)
TRAFFIC ([LEFT/RIGHT]
number) O’CLOCK (distance)
MILES OPPOSITE DIRECTION/
CROSSING LEFT TO RIGHT/
RIGHT TO LEFT (level
information).
ii. [SUGGEST] CLIMB/ DESCEND
IMMEDIATELY TO (level)
TRAFFIC [LEFT/ RIGHT]
(number) O’CLOCK (distance)
MILES OPPOSITE DIRECTION/
CROSSING LEFT TO RIGHT/
RIGHT TO LEFT (level
information).
Note 1: Where clock codes are
used to provide the relative
bearing, the prefix left/right is
optional.

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 GEN 3.4 - 30 24 MAY 2018 AIP Australia
Circumstances Phraseologies
* Denotes pilot transmission
Note 2: In high density traffic
scenarios it may be impractical
for ATC to use the full
phraseologies for safety alerts
and avoiding action. ATC will
provide information that conveys
the immediacy of the situation
and relevant instructions to allow
pilots the best opportunity to
avoid a collision.
Note 3: Pilots are required to
comply with any TCAS RA
manoeuvre irrespective of ATC
traffic advisories or instructions.
3. Wind Shear Escape •a.* WIND SHEAR ESCAPE
Manoeuvre
ATC acknowledgement b. ROGER [SAFETY ALERT]
[TRAFFIC (distance) MILES
(relevant information)]
Mutual traffic information c. [SAFETY ALERT] TRAFFIC
(distance) MILES (relevant
information) EXPERIENCING
WIND SHEAR
Wind Shear Escape d. * CLEAR OF WIND SHEAR
Manoeuvre complete RETURNING TO (assigned
clearance, instruction and/or
procedure etc)
ATC acknowledgement e. ROGER [alternative instructions]
Wind shear prevents f. * UNABLE, WIND SHEAR
compliance with an ATC ESCAPE
clearance or instruction
D

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AIP Australia 24 MAY 2018 GEN 3.4 - 31
5.2 Status of Restricted Areas

Circumstances Phraseologies
* Denotes pilot transmission
When active: a. RESTRICTED AREA (number)
ACTIVE, followed as necessary
by:
i) CLEARANCE REQUIRED
ii) AVAILABLE FOR TRANSIT
iii) AVAILABLE UNTIL TIME
(time)
iv) CLEARANCE NOT
AVAILABLE
v)...(other qualification as
appropriate)

Released to civil ATC b. RESTRICTED AREA (number)

RELEASED TO (civil ATS unit),
followed as necessary by:
i) CLEARANCE NOT
AVAILABLE
ii) (clearance)
iii) APPROVED TO OPERATE
IN RESTRICTED AREA
(number) [CLASS (airspace
category) PROCEDURES
APPLY]
Unauthorised deviation into c. HAZARDOUS ACTIVITIES ARE
active restricted area OCCURRING, UNABLE TO
ISSUE CLEARANCE
PROCEED AT YOUR OWN
RISK, SQUAWK 7700

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 GEN 3.4 - 32 24 MAY 2018 AIP Australia

5.3 Emergency Descent

Circumstances Phraseologies
* Denotes pilot transmission
a.* EMERGENCY DESCENT
(intentions)
b. EMERGENCY DESCENT AT
(significant point or location) ALL
AIRCRAFT BELOW (level)
WITHIN (distance) OF
(significant point or navigation
aid) [LEAVE IMMEDIATELY]
[(specific instructions as to
direction, heading or track, etc)]
D
5.4 SARWATCH
5.4.1 SARTIME

Circumstances Phraseologies
* Denotes pilot transmission
1. SARTIME nomination a.* SARTIME details
b. 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
SARTIME
3. SARTIME amendment a.* SARTIME details
b. STANDBY or (callsign)
c. As required, including specific
phrases nominated above if
applicable.

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AIP Australia 24 MAY 2018 GEN 3.4 - 33
5.4.2 SARWATCH Other Than SARTIME

Circumstances Phraseologies
* Denotes pilot transmission
1. Departure Reports
to initiate a SARWATCH when •a.* AIRBORNE (location)
communication on the ground
is not available.
2. Flight & Arrival Reports •a.* (position) CANCEL SARWATCH
[ADVISE (unit) if appropriate]
•b. SARWATCH CANCELLED
[WILCO (unit)]
form of acknowledgement to •c. [location] SARWATCH
CANCEL SARWATCH TERMINATED
when the ATS unit accepting •d. ROGER (identity of unit
the arrival report is other than acknowledging)
the unit addressed
D
5.5 General Phrases
Circumstances Phraseologies
* Denotes pilot transmission
1. Description of Levels a. FLIGHT LEVEL (number) or
(subsequently referred to as b. (number) [FEET]
“(level)”
2. Level Instructions a. CLIMB (or DESCEND)
followed as necessary by:
when there is an expectation (i) TO (level)
that the aircraft will maintain (ii) TO AND MAINTAIN
the level or to eliminate (level)
confusion, the instruction “AND (iii) TO REACH (level) AT (or
MAINTAIN” shall be included BY) (time or significant
point)
(iv) TO (level) REPORT
LEAVING (or REACHING
or PASSING or
APPROACHING) (level)
(v) AT (number) FEET PER
MINUTE [MINIMUM (or
MAXIMUM)]

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GEN 3.4 - 34 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
when rate is required to be in
accordance with “STANDARD
RATE” specifications (vi) AT STANDARD RATE
when advising expectation of a b. EXPECT A REQUIREMENT TO
level requirement REACH (level) BY (time or
position) followed as necessary
by (a)
c. STEP CLIMB (or DESCENT)
(aircraft identification) ABOVE
(or BENEATH) YOU
d. REQUEST LEVEL CHANGE
FROM (name of unit) AT (time
or significant point)
e. STOP CLIMB (or DESCENT) AT
(level)
f. CONTINUE CLIMB (or
DESCENT) TO [AND
MAINTAIN] (level)
g. EXPEDITE CLIMB (or
DESCENT) [UNTIL PASSING
(level)]
h. EXPECT CLIMB (or DESCENT)
AT (time or location)
pilot requesting a change of i.* REQUEST CLIMB (or
level DESCENT) [AT (time or
location)] [TO (level)]
to require action at a specific j. IMMEDIATELY
time or place k. AFTER PASSING (significant
point)
l. AT (time or significant point)
to require action when m. WHEN READY (instruction)
convenient
when a pilot is unable to n.* UNABLE TO COMPLY
comply with a clearance or
instruction
when a descent clearance is •o. DESCEND TO (level) NOT
issued in relation to the DME BELOW DME (or GNSS)
(or GNSS) steps STEPS
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AIP Australia 24 MAY 2018 GEN 3.4 - 35
Circumstances Phraseologies
* Denotes pilot transmission
when a pilot is assigned and •p. FOLLOW (or MAINTAIN OWN
required to maintain separation SEPARATION WITH ([AND
with a sighted aircraft PASS BEHIND]) (aircraft type or
identification) [instructions or
restriction]
ATC requesting confirmation of •q.* CONFIRM (equipment,
equipment, capability or capability or approval)
approval e.g. RVSM, ADS-B, APPROVED (or EQUIPPED)
PRM.
Pilot report of equipment, •r.* AFFIRM (or NEGATIVE)
capability or approval status (equipment, capability or
approval) (reason if applicable)
Pilot of IFR flight requests to s.* REQUEST VFR CLIMB (or
climb/descend VFR DESCENT) [TO (level)]
t.* CLIMB (or DESCEND) VFR to
(level)
IFR separation is available for u. CLIMB (or DESCEND) [TO
part of the climb/descent (assigned level)] followed as
necessary by:
(i) CLIMB (or DESCEND)
VFR BETWEEN (level)
AND (level)]
(ii) CLIMB (or DESCEND)
VFR BELOW (or ABOVE)
(level)
3. NVG Operations
Pilots who have flight planned a.* REQUEST NOT ABOVE
for operations or request to (altitude) [PILOT CALCULATED
operate not above published or LOWEST SAFE] VISUAL
pilot calculated LSALT with b. CLIMB (or DESCEND) TO (or
NVG and visual. OPERATE NOT ABOVE)
(altitude) [PILOT CALCULATED
LOWEST SAFE] VISUAL
Pilots who have flight planned c.* REQUEST [NOT ABOVE]
for operations or request to (altitude) NVG

95
GEN 3.4 - 36 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
operate at a specific level d. CLIMB (or DESCEND) TO (or
which is at or below the OPERATE NOT ABOVE)
published or pilot calculated (altitude) NVG
LSALT
When climbing to regain e.* CLIMBING TO (level), (reason
LSALT/MSA other than in e.g. NVG failure or inadvertent
accordance with assigned IMC)
airways clearance
4. Maintenance of Specified a. MAINTAIN (level) [TO
Levels (significant point)] [condition]
Note: The term “MAINTAIN”
must not to be used in lieu of
“DESCEND” or “CLIMB” when
instructing an aircraft to change
level
5. Use of Block Levels •a.* REQUEST BLOCK LEVEL
(level) TO (level)
•b.* CLIMB (or DESCEND) TO AND
MAINTAIN BLOCK (level) TO
(level)
established in the level range •c. MAINTAIN BLOCK (level) TO
(level)
cancelling block level •d. CANCEL BLOCK CLEARANCE.
clearance CLIMB (or DESCEND) TO AND
MAINTAIN (level)
6. Specification of Cruising Levels a. CROSS (significant point) AT (or
ABOVE, or BELOW) (level)
b. CROSS (significant point) AT
(time) OR LATER (or BEFORE)
AT (level)
reply to cruise climb request c. CRUISE CLIMB NOT
AVAILABLE [reason]
7. Where an aircraft operation •a. OPERATE NOT ABOVE (or
requires random climb and BELOW) (level)
descent at and below (or at and
above) a specified level.

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AIP Australia 24 MAY 2018 GEN 3.4 - 37
Circumstances Phraseologies
* Denotes pilot transmission
8. Termination of Identification a. [IDENTIFICATION AND]
and Control Services or CONTROL SERVICE
Control Services only TERMINATED followed as
necessary by:
i) [DUE (reason)]
ii) (instructions)
iii) FREQUENCY CHANGE
APPROVED
9. When instructing an aircraft to a. TURN LEFT (or RIGHT) - I SAY
turn 180° or more when AGAIN - LEFT (or RIGHT)
tracking instructions follow [tracking instructions]
D
5.6 Frequency Management

Circumstances Phraseologies
* Denotes pilot transmission
1. Transfer of Control and/or a. CONTACT (unit callsign)
Frequency Change (frequency)
Note: An aircraft may be b.* (frequency)
requested to “STAND BY” on a c. AT (or OVER) (time or place)
frequency when the intention is CONTACT (unit callsign)
that the ATS unit will initiate (frequency)
communications, and to d. IF NO CONTACT (instructions)
“MONITOR” a frequency when
e.* REQUEST CHANGE TO
information is being broadcast
(frequency) (service)
thereon.
f. FREQUENCY CHANGE
APPROVED
g. MONITOR (unit callsign)
(frequency)
h.* MONITORING (frequency)
i. REMAIN THIS FREQUENCY
j. STAND BY FOR (unit callsign)
(frequency)
an IFR pilot changing to the •k.* CHANGING TO (location) CTAF
CTAF (frequency)
a pilot contacting next l.* HEADING (as previously
frequency when on a heading assigned)

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GEN 3.4 - 38 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
when a pilot/ATC broadcasts m.* ALL STATIONS (appropriate
general information information)
when a pilot broadcasts •n.* (location) TRAFFIC (appropriate
location specific general information) (location)
information
notifying wake turbulence o.* SUPER (or HEAVY)
category to approach,
departures, director, ground
and tower
ATC acknowledgment p.* SUPER (or HEAVY)
2. Flights Contacting Approach
Control
not identified or procedural •a.* (i) (distance) MILES (GNSS
tower or DME) [FROM]
(aerodrome)
(ii) (GNSS track) TRACK ((or
(VOR radial) RADIAL) or
(STAR designator) or
(compass quadrant from
aerodrome))
(iii) MAINTAINING (or
DESCENDING TO)
(level)
(iv) VISUAL if visual approach
can be made
(v) INFORMATION (ATIS
identification)
3. Change of callsign
to instruct an aircraft to change a. CHANGE YOUR CALLSIGN TO
callsign (new callsign) [UNTIL
FURTHER ADVISED]
to advise an aircraft to revert to b. REVERT TO FLIGHT PLAN
the callsign indicated in the CALLSIGN (callsign) (AT
flight notification to ATS (significant point))
4. After landing a. CONTACT GROUND
[frequency]
b. WHEN VACATED CONTACT
GROUND [frequency]
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AIP Australia 24 MAY 2018 GEN 3.4 - 39

5.7 Traffic Information

Circumstances Phraseologies
* Denotes pilot transmission
1. Traffic Information
pilot request for traffic a.* REQUEST TRAFFIC
information
to pass traffic information •b. NO REPORTED (IFR) TRAFFIC
c. [IFR] TRAFFIC (relevant
information) [REPORT
SIGHTING]
d. [ADDITIONAL] [IFR] TRAFFIC
(direction) BOUND (type of
aircraft) (level) ESTIMATED (or
OVER) (significant point) AT
(time)
to acknowledge traffic e.* LOOKING
information
f.* TRAFFIC IN SIGHT
g.* NEGATIVE CONTACT
(reasons)
interception of relevant traffic •h.* COPIED (callsign of traffic
information transmitted by intercepted)
other aircraft or ATS facility
2. Advice of Military Aircraft •a. ABRUPT VERTICAL
Conducting Abrupt Vertical MANOEUVRES AT (position)
Manoeuvres UP TO (level)
3. Advice of Military Low Jet •a. MILITARY LOW JET
Operations Known to be Taking OPERATIONS (relevant
Place information)

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GEN 3.4 - 40 24 MAY 2018 AIP Australia

5.8 Meteorological Information

Circumstances Phraseologies
* Denotes pilot transmission
1. Meteorological Conditions a. [THRESHOLD] WIND (number)
Note: Wind is always DEGREES (number) KNOTS
expressed by giving the mean b. WIND AT (height/altitude/flight
direction and speed and any level) (number) DEGREES
significant variations. (number) KNOTS
c. WIND AT UP WIND END
(number) DEGREES (number)
KNOTS
d. VISIBILITY (distance) (direction)
e. RUNWAY VISUAL RANGE
(RVR) or RUNWAY VISIBILITY
(RV) [RUNWAY (number)]
(distance) (for RV assessments
– ASSESSED AT TIME
(minutes))
During RVR/RV operations f. RUNWAY VISUAL RANGE
where an assessment is not (RVR) or RUNWAY VISIBILITY
available or not reported. (RV) [RUNWAY (number)] NOT
AVAILABLE (or NOT
REPORTED).
Where multiple RVR/RV g. RUNWAY VISUAL RANGE
observations are made. (RVR) or RUNWAY VISIBILITY
Note 1. Multiple RVR/RV (RV) RUNWAY (number) (first
observations are always position) (distance) (units),
representative of the (second position) (distance)
touchdown zone, midpoint (units), (third position) (distance)
zone and the roll-out/stop end (units) (for RV assessments –
zone, respectively. ASSESSED AT TIME (minutes))
Note 2. Where reports for three
locations are given, the
indication of these locations
may be omitted, provided that
the reports are passed in the
order of touchdown zone,
followed by the midpoint zone
and ending with the roll-out/
stop end zone report.

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AIP Australia 24 MAY 2018 GEN 3.4 - 41
Circumstances Phraseologies
* Denotes pilot transmission
When RVR/RV information on h. RUNWAY VISUAL RANGE
any one position is not (RVR) or RUNWAY VISIBILITY
available this information will (RV) RUNWAY (number) (first
be included in the appropriate position) (distance) (units),
sequence. (second position) NOT
AVAILABLE, (third position)
(distance) (units) (for RV
assessments – ASSESSED AT
TIME (minutes))
i. PRESENT WEATHER (details)
j. CLOUD (amount, [type] and
height of base) (or SKY CLEAR)
k. CAVOK
l. TEMPERATURE [MINUS]
(number) (and/or DEWPOINT
[MINUS] (number))
m. QNH (number) (units)
n. MODERATE (or SEVERE)
ICING (or TURBULENCE) [IN
CLOUD] (area)
o. REPORT FLIGHT
CONDITIONS
unless responding to a request •p.* IMC (or VMC)
for turbulence or icing
information

5.9 Reports and Information

Circumstances Phraseologies
* Denotes pilot transmission
1. Position Reporting a. NEXT REPORT AT (significant
Note: Phrases for use in en point)
route position and MET reports
are listed in APPENDIX 2
2. Additional Reports a. REPORT PASSING (significant
point)

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GEN 3.4 - 42 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
to request a report at a b. REPORT [GNSS] (distance)
specified place or distance FROM (name of DME station)
DME (or reference point)
c. REPORT PASSING (three
digits) RADIAL (name of VOR)
VOR
to request a report of present d. REPORT DISTANCE FROM
position (significant point)
e. REPORT DISTANCE FROM
(name of DME station) DME
when descending a non-DME •f. REPORT PASSING CONTROL
equipped aircraft to LSALT AREA STEPS FOR FURTHER
above CTA steps DESCENT
the pilot will give this only when •g.* INSIDE (distance of a CTA step
satisfied that the CTA step has as shown on ERC) MILES
been passed, allowing for
navigational tolerances.
3. Aerodrome Information a. RUNWAY (number) (condition)
b. LANDING SURFACE (condition)
c. CAUTION (WORK IN
PROGRESS) (OBSTRUCTION)
(position and any necessary
advice)
d. BRAKING ACTION REPORTED
BY (aircraft type) AT (time)
GOOD (or MEDIUM, or POOR)
e. RUNWAY (or TAXIWAY) WET
[or DAMP, WATER PATCHES,
FLOODED (depth)]
4. Information to Aircraft a. CAUTION
wake turbulence (i) WAKE TURBULENCE
jet blast on apron or taxiway (ii) JET BLAST
propeller-driven aircraft
(iii) SLIPSTREAM
slipstream
helicopter downwash (iv) DOWNWASH
5. Pilot Initiated Waiver of Wake •a.* ACCEPT WAIVER
Turbulence Separation
Standards

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AIP Australia 24 MAY 2018 GEN 3.4 - 43
Circumstances Phraseologies
* Denotes pilot transmission
6. Notification by Pilot of •a.* RAIM FAILURE
Approved GPS Failing to Meet
RAIM Requirements for
Navigation
Notification by Pilot of •b.* RAIM RESTORED
Approved GPS Resuming
Operation with RAIM
7. GNSS status a. CONFIRM NAVIGATION GNSS
D
5.10 Clearances
Circumstances Phraseologies
* Denotes pilot transmission
1. Clearances
a.* REQUEST CLEARANCE
If the route and/or level issued b. CLEARED TO
in the initial airways clearance c. CLEARED TO (destination)
is not in accordance with the [AMENDED ROUTE] (route
flight plan clearance details) [AMENDED
LEVEL] (level)
If an airways clearance is d. RECLEARED (amended
amended en route clearance details) [REST OF
CLEARANCE UNCHANGED]
[(level)]
e. RECLEARED (amended route
portion) TO (significant point of
original route) [REST OF
CLEARANCE UNCHANGED]
(level)
when the clearance is relayed f. (name of unit) CLEARS (aircraft
by a third party; e.g. pilot/ identification)
FLIGHT WATCH (ATC
excepted)
when clearance will be issued g. REMAIN OUTSIDE CLASS
subject to a delay (airspace class) (or
RESTRICTED) [AND CLASS
(airspace class)] AIRSPACE
AND STANDBY

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GEN 3.4 - 44 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
when clearance will be issued h. REMAIN OUTSIDE CLASS
at a specified time or place (airspace class) (or
RESTRICTED) [AND CLASS
(airspace class)] AIRSPACE,
EXPECT CLEARANCE AT
(time/place)
when a clearance will not be i. CLEARANCE NOT AVAILABLE,
available REMAIN OUTSIDE CLASS
(airspace class) (or
RESTRICTED) [AND CLASS
(airspace class)] AIRSPACE
when requesting a deviation j.* REQUEST TO DEVIATE UP TO
from cleared route (distance) MILES LEFT (or
RIGHT) OF ROUTE DUE
(reason)
when requesting a deviation k.* REQUEST TO DEVIATE UP TO
from cleared track (distance) MILES LEFT (or
RIGHT) OF TRACK DUE
(reason)
when a deviation from cleared •l. DEVIATE UP TO (distance)
route or track is requested MILES LEFT (or RIGHT) OF
ROUTE (or TRACK)
when clearance for deviation m. UNABLE, TRAFFIC (direction)
cannot be issued BOUND (type of aircraft) (level)
ESTIMATED (or OVER)
(significant point) AT (time)
CALLSIGN (callsign) ADVISE
INTENTIONS
when a weather deviation has n. *CLEAR OF WEATHER
been completed and onwards [REQUEST (route clearance)]
clearance is requested
when a weather deviation has o. * BACK ON ROUTE (or TRACK)
been completed and the
aircraft has returned to its
cleared route

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AIP Australia 24 MAY 2018 GEN 3.4 - 45
Circumstances Phraseologies
* Denotes pilot transmission
when subsequent restrictions/ •p. FURTHER REQUIREMENT
requirements are imposed in
addition to previous
restrictions/ requirements to be
complied with
q. [RE] ENTER CONTROLLED
AIRSPACE (or CONTROL
ZONE) [VIA (significant point or
route)] AT (level) [AT (time)]
r. LEAVE CONTROLLED
AIRSPACE (or CONTROL
ZONE) [VIA (significant point or
route)] AT (level) (or CLIMBING,
or DESCENDING)
s. LEAVE AND RE-ENTER
CONTROLLED AIRSPACE AT
(level) (or CLIMBING TO (level),
or DESCENDING TO (level) or
ON (type of approach))
t. JOIN (specify) AT (significant
point) AT (level) [AT (time)]
2. Indication of Route and a. FROM (location) TO (location)
Clearance Limit
b. TO (location) followed as
necessary by:
(i) DIRECT
(ii) VIA (route and/or
significant points)
(iii) FLIGHT PLANNED
ROUTE
(iv) VIA (distance) DME ARC
(direction) OF (name of
DME station)
c. (level or route) NOT AVAILABLE
DUE (reason) ALTERNATIVE[
S] IS/ARE (levels or routes)
ADVISE

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GEN 3.4 - 46 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
issuing a specific clearance •d. CLEARANCE LIMIT (place/aid)
limit
when a pilot requests, or ATC •e. [clearance details] VISUAL
issues a visual departure in lieu DEPARTURE
of a SID
3. When a Clearance has been •a. CANCEL CLEARANCE
Cancelled •b.* CANCEL CLEARANCE
4. Change of Flight Rules
cancelling or suspending IFR •a.* CANCEL IFR, REQUEST
(to be initiated only by the pilot) (intention)
•b. IFR CANCELLED OPERATE
VFR (instruction or clearance)
resuming IFR •c. REQUEST IFR CLEARANCE
[AT (time or place)] (IFR level)
5. Requesting Clearance
when notification of flight •a.* FLIGHT DETAILS [INBOUND or
details has not been submitted FOR (DEPARTURE or
to ATS TRANSIT)]
flight details to be passed after •b.* (Aircraft type) (position) (route in
ATS response controlled airspace and next
estimate) (preferred level)
if clearance cannot be issued •c. EXPECT CLEARANCE AT (time
immediately upon request) or place)
if giving warning of clearance •d.* EXPECT CLEARANCE
requirement REQUEST (aircraft type) VFR (if
appropriate) FOR (destination)
VIA (point outside controlled
airspace at which clearance will
be requested) ESTIMATE
(estimate at destination) AT
(altitude proposed for entry to
controlled airspace)
when requesting IFR Pick-up •e.* REQUEST IFR PICK-UP

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AIP Australia 24 MAY 2018 GEN 3.4 - 47
Circumstances Phraseologies
* Denotes pilot transmission
6. Pilot of IFR flight requests to a.* REQUEST VFR-ON-TOP
climb to VFR-on-top b. CLIMB TO [(level)] AND
REPORT REACHING VFR-ON-
TOP, TOPS REPORTED (level),
or NO TOPS REPORTS
Pilot of an IFR flight is c.* VFR-ON-TOP
established VFR-on-top d. MAINTAIN VFR ON TOP
Where vertical restrictions e. MAINTAIN VFR-ON-TOP AT
apply OR BELOW/ABOVE/BETWEEN
(level(s))
Pilot request to cancel VFR-on- f.* REQUEST (IFR level)
top
Note: Full IFR separation is g. MAINTAIN (IFR level)
applied when ATC re-clears the
aircraft to maintain an IFR level
7. VFR Departure:
Pilot of IFR flight requests VFR •a. *REQUEST VFR DEPARTURE
departure •b. VFR DEPARTURE APPROVED
Pilot of IFR flight approved to •c. *REQUEST IFR CLEARANCE
depart VFR wishing to revert to [AT (time or place)] (IFR level)
IFR
Note: The pilot is responsible
for separation until IFR
separation can be applied by
ATC
Pilot of IFR flight having •d. *RESUMING IFR
departed VFR, on first contact
with ATC entering Class G
airspace
Note: Pilots wishing to continue
VFR should CANCEL IFR. See
sub-para 4. above.
8. Parachute Operations: a. CLEAR TO DROP
Clearance for parachutists to
exit the aircraft and transit
Restricted Area(s) or Classes
A, C or D airspace

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GEN 3.4 - 48 24 MAY 2018 AIP Australia

5.11 SID

Circumstances Phraseologies
*Denotes pilot transmission
1. Issuing a SID a. CLEARED (SID designator)
DEPARTURE (level instruction)
2. Clearance to climb on a SID a. CLIMB VIA SID TO (level)
a. comply with published level
restrictions
b. follow the lateral profile of the
SID
c. comply with published speed
restrictions and ATC-issued
speed control instructions
3. During a SID climb: a. [CLIMB VIA SID TO (level)],
a. published level restrictions CANCEL LEVEL
are cancelled RESTRICTION(S)
b. follow the lateral profile of the
SID
c. comply with published speed
restrictions and ATC-issued
speed control instructions
4. During a SID climb: a. [CLIMB VIA SID TO (level)],
a. published level restrictions at CANCEL LEVEL
the specified point(s) are RESTRICTION(S) AT (point(s))
cancelled
b. follow the lateral profile of the
SID
c. comply with published speed
restrictions and ATC-issued
speed control instructions
5. During a SID climb: a. [CLIMB VIA SID TO (level)],
a. comply with published level CANCEL SPEED
restrictions RESTRICTION(S)
b. follow the lateral profile of the
SID
c. published speed restrictions
and ATC-issued speed control
instructions are cancelled

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AIP Australia 24 MAY 2018 GEN 3.4 - 49
Circumstances Phraseologies
*Denotes pilot transmission
6. During a SID climb: a. [CLIMB VIA SID TO (level)],
a. comply with published level CANCEL SPEED
restrictions RESTRICTION(S) AT (point(s))
b. follow the lateral profile of the
SID
c. published speed restriction
are cancelled at the specific
point(s)
d. comply with ATC-issued
speed control instructions
7. During a SID climb: a. [CLIMB TO (level)], CANCEL
a. published level restrictions LEVEL AND SPEED
are cancelled RESTRICTIONS
b. follow the lateral profile of the
SID
c. published speed restrictions
and ATC-issued speed control
instructions are cancelled
Note: the phrase ‘CLIMB
UNRESTRICTED TO...’ is not
used
8. Clearance to proceed direct a. CLEARED DIRECT (waypoint)
during a SID:
a. track direct to the specified
waypoint and then follow the
lateral profile of the SID
b. published level and speed
restrictions for bypassed
waypoints are cancelled
c. comply with published speed
and level restrictions at and
after the specified waypoint
Note: direct tracking on a SID
does not require a rejoin
instruction

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 GEN 3.4 - 50 24 MAY 2018 AIP Australia

Circumstances Phraseologies
*Denotes pilot transmission
9. Initiation of vectoring during a. TURN LEFT (or RIGHT)
SID HEADING (three digits)
[(reason)], (level instruction),
[EXPECT TO REJOIN SID] [AT
(waypoint)]
Clearance to proceed direct to b. CLEARED DIRECT (waypoint)
a waypoint that is not on a SID (level instruction)
10. Rejoining a SID a. REJOIN SID (or (SID
designator)) [AT (waypoint)]
[(transition restrictions)]
11. When a SID has been a. CANCEL SID (instructions)
cancelled
D
5.12 STAR

Circumstances Phraseologies
* Denotes pilot transmission
1. Notification of STAR
clearance availability (on first a. EXPECT STAR CLEARANCE
contact) when associated with
a frequency transfer
Notification of STAR clearance b. STAR CLEARANCE
availability when NOT AVAILABLE
associated with a frequency
transfer
2. Issuing a STAR clearance a. CLEARED (STAR designator)
ARRIVAL [(name)
TRANSITION]
[RUNWAY(number)] (level
instruction)
3. Descend to the cleared level: a. DESCEND VIA STAR TO (level)
a. comply with published level
restrictions
b. follow the lateral profile of the
STAR
c. comply with published speed
restrictions and ATC-issued
speed control instructions

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AIP Australia 24 MAY 2018 GEN 3.4 - 51
Circumstances Phraseologies
* Denotes pilot transmission
4. During a STAR descent: a. [DESCEND VIA STAR TO
a. published level restrictions (level)], CANCEL LEVEL
are cancelled RESTRICTION(S)
b. follow the lateral profile of the
STAR
c. comply with published speed
restrictions and ATC-issued
speed control instructions
5. During a STAR descent: a. [DESCEND VIA STAR TO
a. published level restrictions at (level)], CANCEL LEVEL
the specified point(s) are RESTRICTION(S) AT (point(s))
cancelled
b. follow the lateral profile of the
STAR
c. comply with published speed
restrictions and ATC-issued
speed control instructions
6. During a STAR descent: a. [DESCEND VIA STAR TO
a. comply with published level (level)], CANCEL SPEED
restrictions RESTRICTION(S)
b. follow the lateral profile of the
STAR
c. published speed restrictions
and ATC-issued speed control
instructions are cancelled
7. During a STAR descent: a. [DESCEND VIA STAR TO
a. comply with published level (level)], CANCEL SPEED
restrictions RESTRICTION(S) AT (point(s))
b. follow the lateral profile of the
STAR
c. published speed restrictions
are cancelled at the specific
point(s)
d. comply with ATC-issued
speed control instructions

95
GEN 3.4 - 52 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
8. During a STAR descent: a. DESCEND TO (level), CANCEL
a. published level restrictions LEVEL AND SPEED
are cancelled RESTRICTIONS
b. follow the lateral profile of the
STAR
c. published speed restrictions
and ATC-issued speed control
instructions are cancelled
Note: the phrase ‘DESCEND
UNRESTRICTED TO...’ is not
used
9. Clearance to proceed direct a. CLEARED DIRECT (waypoint)
during a STAR:
a. track direct to the specified
waypoint and then follow the
lateral profile of the STAR
b. published level and speed
restrictions for bypassed
waypoints are cancelled
c. comply with published speed
and level restrictions at and
after the specified waypoint
Note: direct tracking on a STAR
does not require a rejoin
instruction
10. Initiation of vectoring after a. TURN LEFT (or RIGHT)
STAR has been issued HEADING (three digits)
[(reason)], (level instruction),
[EXPECT TO REJOIN STAR]
[AT(waypoint)]
Clearance to proceed direct to b. CLEARED DIRECT (waypoint)
a waypoint that is not on a (level instruction)
STAR
11. Rejoining a STAR a. REJOIN STAR (or (STAR
designator)) [AT (waypoint)]
[(transition restrictions)]
12. When a STAR clearance is a. CANCEL STAR (instructions)
cancelled

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AIP Australia 24 MAY 2018 GEN 3.4 - 53

5.13 Approach and Area Control Services

Circumstances Phraseologies
* Denotes pilot transmission
1. Departures Instructions a. TRACK (three digits) DEGREES
[MAGNETIC] TO (or FROM)
(significant point) [UNTIL (time)
(or REACHING) (fix or
significant point or level)]
2. Approach Instructions •a. CLEARED DME (or GNSS, or
GPS) ARRIVAL [SECTOR
(identifying letter of the sector)]
b.* REQUEST [STRAIGHT-IN]
(chart title) APPROACH
c. CLEARED [STRAIGHT-IN]
(chart title) APPROACH
[FOLLOWED BY CIRCLING TO
RUNWAY (number)]
RNAV (GNSS) (or RNP APCH) d.* REQUEST (chart title)
approach via an IAWP or IF APPROACH VIA (last two letters
of the IAWP or IF designator)
•e. RECLEARED DIRECT (last two
letters of the IAWP or IF
designator) CLEARED (chart
title) APPROACH
f. COMMENCE APPROACH AT
(time)
RNAV (RNP) (or RNP AR g. RECLEARED DIRECT (IAF/
APCH) approach where an Latest Intercept Point
aircraft has been subject to designator) followed as
vectoring or random tracking necessary by:
and is subsequently re-cleared (i)TRACK VIA (chart title)
direct to the IAF. MAINTAIN (or DESCEND TO)
(level)
(ii) WHEN ESTABLISHED,
CLEARED (chart title)
APPROACH

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 GEN 3.4 - 54 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
D
GLS Approach h.* REQUEST GLS APPROACH
Note: The chart title for the RUNWAY (runway identifier)
procedure must be used.
Except for circling approaches,
the procedure suffix may be
omitted when no possibility of
confusion exists. The words
(GNSS) or (RNP) do not need
to be included in the RNAV
approach request or clearance.
3. Where a temporary level
restriction is to be imposed. •a. TRACK VIA (chart title)
(Applicable to civil aircraft APPROACH NOT BELOW
during practice approaches in (level)
VMC; or MIL aircraft NPA, or
precision if clearance will allow
descent in accordance with
procedure)
pilot to advise when able to b. REPORT VISUAL
conduct a visual approach
c. REPORT RUNWAY [LIGHTS]
IN SIGHT
d. REPORT (significant point)
[OUTBOUND or INBOUND]
visual approach e. CLEARED VISUAL APPROACH
(by day or night) [TRACKING VIA THE STAR]
visual approaches by night •f. WHEN ESTABLISHED
(position) CLEARED VISUAL
APPROACH
when including a VFR climb/
descent instruction:
– when VFR descent clearance g. DESCEND VFR, CLEARED
applies for the entire (chart title) APPROACH
approach

95
AIP Australia 24 MAY 2018 GEN 3.4 - 55
Circumstances Phraseologies
* Denotes pilot transmission
– when VFR descent clearance h. CLEARED (chart title)
applies for a portion of the APPROACH DESCEND VFR
approach ABOVE (or BETWEEN)
(level(s))
4. Holding Instructions
visual a. HOLD VISUAL [OVER]
(position)
published holding procedure b. HOLD AT (waypoint, facility or
over a waypoint, facility or fix fix) (level) EXPECT APPROACH
(or FURTHER CLEARANCE)
AT (time)
when pilot requires an oral c.* REQUEST HOLDING
description of holding INSTRUCTIONS
procedure based on a facility
d. HOLD AT (waypoint, facility or
fix) (callsign and frequency, if
necessary) (level) INBOUND
TRACK (three digits) DEGREES
RIGHT (or LEFT) HAND
PATTERN, OUTBOUND TIME
(number) MINUTES (additional
instructions, if necessary)
e. HOLD ON THE (three digits)
RADIAL OF THE (name) VOR/
TACAN (callsign and frequency,
if necessary) AT (distance) DME
(or BETWEEN (distance) AND
(distance) DME) (level)
INBOUND TRACK (three digits)
DEGREES RIGHT (or LEFT)
HAND PATTERN (additional
instructions, if necessary)
D
5. To advise ATC of Minimum a.* MINIMUM FUEL
Fuel status

95
GEN 3.4 - 56 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
ATC acknowledgment of b. MINIMUM FUEL
Minimum Fuel status ACKNOWLEDGED [NO DELAY
EXPECTED or EXPECT (delay
information)]
Note: Advice of fuel status
must be made to each
subsequent ATC sector on
frequency transfer and ATC will
acknowledge the status.
6. To advise ATC of Emergency a.* MAYDAY, MAYDAY, MAYDAY
Fuel status FUEL
b. ROGER MAYDAY
7. Expected Approach Time a. NO DELAY EXPECTED
b. EXPECTED APPROACH TIME
(time)

5.14 Phraseologies to be used related to CPDLC

Circumstances Phraseologies
* Denotes pilot transmission
1. Operational Status
failure of CPDLC a. [ALL STATIONS] CPDLC
FAILURE (instructions).
failure of a single CPDLC b. CPDLC MESSAGE FAILURE
message (appropriate clearance,
instruction, information or
request)
to correct CPDLC clearances, c. DISREGARD CPDLC (message
Instructions, information or type) MESSAGE, BREAK
requests (correct clearance, instruction,
information or request)
to instruct all stations or a d. [ALL STATIONS] STOP
specific flight to avoid sending SENDING CPDLC REQUESTS
CPDLC requests for a limited [UNTIL ADVISED] [(REASON)]
period of time

95
AIP Australia 24 MAY 2018 GEN 3.4 - 57
Circumstances Phraseologies
* Denotes pilot transmission
to instruct the flight crew to e. DISCONNECT CPDLC THEN
manually initiate a logon to the LOGON TO [facility designation]
subsequent ATSU
to advise the flight crew prior to f. CPDLC WILL BE SHUT DOWN
the commencement of CPDLC DISCONNECT CPDLC.
shutdown and instruct them to CONTINUE ON VOICE
continue on voice
to resume normal use of g. [ALL STATIONS] RESUME
CPDLC NORMAL CPDLC
OPERATIONS
5.15 Vicinity of the Aerodrome
5.15.1 Visual Identification

Circumstances Phraseologies
* Denotes pilot transmission
1. Identification of Aircraft a. SHOW LANDING LIGHT
2. Acknowledgment by Visual a. ACKNOWLEDGE BY MOVING
Means AILERONS (or RUDDER)
b. ACKNOWLEDGE BY ROCKING
WINGS
c. ACKNOWLEDGE BY
FLASHING LANDING LIGHTS
5.15.2 Starting and Initial Clearance Issue

Circumstances Phraseologies
* Denotes pilot transmission
1. Starting Procedures
to request permission to start a.* [aircraft location] REQUEST
engines START
b.* [aircraft location] REQUEST
START INFORMATION (ATIS
identification)
ATC response c. START APPROVED
d. START AT (time)

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GEN 3.4 - 58 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
e. EXPECT START AT (time)
f. EXPECT DEPARTURE (time)
START AT OWN DISCRETION
2. When clearance delivery is in •a.* (flight number, if any) TO
operation. (aerodrome of first intended
landing) REQUEST
CLEARANCE
if runway other than runway •b.* REQUIRE RUNWAY (number)
nominated is required.

5.15.3 Pushbacks

Circumstances Phraseologies
* Denotes pilot transmission
1. Pushback Procedures for a.* [aircraft location] REQUEST
Aircraft PUSHBACK
Note: Where a pushback does b. PUSHBACK APPROVED [TAIL
not enter the manoeuvring (direction e.g. North or Right)]
area, ERSA will specify the c. PUSHBACK AT OWN
frequency on which apron DISCRETION [TAIL (direction
service is provided. e.g. Left or West)]
d. EXPECT (number) MINUTES
DELAY DUE (reason)
2. Towing Procedures a. # REQUEST TOW [company
name] (aircraft type) FROM
(location) TO (location)
ATC response b. TOW APPROVED VIA (specific
routing to be followed)
# Denotes transmission from
aircraft/ tow vehicle combination

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AIP Australia 24 MAY 2018 GEN 3.4 - 59
Circumstances Phraseologies
* Denotes pilot transmission
D
3. To Request Aerodrome Data
for Departure
when no ATIS broadcast is a.* REQUEST DEPARTURE
available INFORMATION
b. RUNWAY (number), WIND
(direction and speed), QNH
(detail), TEMPERATURE
(detail), [VISIBILITY FOR TAKE-
OFF (detail) (or RVR) (detail)]
5.15.4 Taxi Procedure

Circumstances Phraseologies
* Denotes pilot transmission
1. Taxi Procedures
for departure at a controlled a.* [flight number] [aircraft type]
aerodrome [wake turbulence category if
“Super or Heavy”] [POB
(number)] [DUAL (or SOLO)]
INFORMATION (ATIS
identification) [SQUAWK (SSR
code)] [aircraft location] [flight
rules, if IFR] [TO (aerodrome of
destination)] REQUEST TAXI
[intentions]
for departure at a non- • b.* (aircraft type) [POB (number)]
controlled aerodrome [IFR (if operating IFR)] TAXIING
(location) FOR (destination or
intentions) RUNWAY (number)
military pilots on local sorties c.* (number of aircraft) FOR (area of
when ready to taxi (include operation) POB (number)
details of flight if not already (DANGEROUS CARGO)
notified) INFORMATION (ATIS
identification) REQUEST TAXI
d. TAXI TO (HOLDING POINT
[identifier] or intermediate point)
[RUNWAY (number)] [TIME
(minutes)]

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GEN 3.4 - 60 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
e.* (HOLDING POINT (identifier) or
intermediate point), RUNWAY
(number)
where detailed taxi f.* [aircraft type] REQUEST
instructions are required DETAILED TAXI
INSTRUCTIONS
g. TAXI VIA (specific routing to be
followed) TO HOLDING POINT
[identifier] [RUNWAY (number)]
[TIME (minutes)]
h.* HOLDING POINT (identifier),
RUNWAY (number)
where aerodrome i. TAXI TO HOLDING POINT
information is not available [identifier] (followed by
from an alternative source aerodrome information as
such as ATIS applicable) [TIME (minutes)]
j.* HOLDING POINT (identifier)
for arrival at a controlled k.* (aircraft callsign) [parking area or
aerodrome bay number]
l. TAXI TO [TERMINAL or other
location; e.g. GENERAL
AVIATION AREA] [STAND
(number)]
2. Intersection Departures • a.* REQUEST INTERSECTION
when a pilot requests an DEPARTURE FROM (taxiway
intersection departure identifier)
• b. TAXI TO HOLDING POINT
(taxiway identifier) [RUNWAY
(number)]
when a pilot is offered an • c. INTERSECTION DEPARTURE
intersection departure AVAILABLE FROM (taxiway
identifier) (distance) REMAINING
(if this information is not readily
available to the pilot)

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AIP Australia 24 MAY 2018 GEN 3.4 - 61
Circumstances Phraseologies
* Denotes pilot transmission
when a pilot accepts an • d. TAXI TO HOLDING POINT
intersection departure (taxiway identifier) [RUNWAY
(number)]
3. Specific Routing a. TAKE (or TURN) FIRST (or
SECOND) LEFT (or RIGHT)
b. TAXI VIA (identification of
taxiway)
c. TAXI VIA RUNWAY (number)
4. Manoeuvring on Aerodrome a.* REQUEST BACKTRACK
b. BACKTRACK APPROVED
c. BACKTRACK RUNWAY
(number)
general d.* (aircraft location) REQUEST
TAXI TO (destination on
aerodrome)
e. TAXI STRAIGHT AHEAD
f. TAXI WITH CAUTION (reason)
g. GIVE WAY TO (description and
position of other aircraft)
h.* GIVING WAY TO (traffic)
i. TAXI INTO HOLDING BAY
j. FOLLOW (description of other
aircraft or vehicle)
k. VACATE RUNWAY
Note: The pilot must, when l.* RUNWAY VACATED
requested, report RUNWAY m. EXPEDITE TAXI [reason]
VACATED” when the aircraft
is well clear of the runway. n.* EXPEDITING

5. ATFM Ground Delay a. PUSH BACK (or TAXI)

Program Calculated Off CLEARANCE NOT AVAILABLE
Block Time (COBT) non- DUE FLOW MANAGEMENT.
compliance - early request EXPECT CLEARANCE AT TIME
for taxi clearance (COBT - 5 minutes)

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GEN 3.4 - 62 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
Calculated Off Block Time b. YOU ARE NON-COMPLIANT
(COBT) non-compliance - WITH FLOW MANAGEMENT.
late request for taxi EXPECT AIRBORNE DELAY.
clearance
5.15.5 Aerodrome Movements

Circumstances Phraseologies
* Denotes pilot transmission
1. Holding a. HOLD (direction) OF (position,
Note: The procedure words runway number, etc)
ROGER and WILCO are b. HOLD POSITION
insufficient acknowledgment of
the instructions HOLD, HOLD c. HOLD SHORT OF (position)
POSITION and HOLD SHORT d.* HOLDING
OF (position). In each case, the e.* HOLDING SHORT
acknowledgment must be by
the phraseology HOLDING or
HOLDING SHORT, as
appropriate.
2. To Cross a Runway a.* [AT (or ON) (location)]
Note: If the control tower is REQUEST CROSS RUNWAY
unable to see the crossing (number)
aircraft (e.g. night, low visibility, b. AT (or ON) (location) CROSS
etc), the instruction should RUNWAY (number) [REPORT
always be accompanied by a VACATED]
request to report when the
aircraft has vacated and is c.* AT (or ON) (location)
clear of the runway. CROSSING RUNWAY (number)
d. EXPEDITE CROSSING
RUNWAY (number) TRAFFIC
(aircraft type) (distance) MILES
FINAL

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AIP Australia 24 MAY 2018 GEN 3.4 - 63
Circumstances Phraseologies
* Denotes pilot transmission
3. To Enter a Runway (not used in a.* [AT (or ON) (location)]
conjunction with clearance to REQUEST ENTER RUNWAY
line-up or enter the Operational (number)
Readiness Platform). b. AT (or ON) (location) ENTER
Note: If the control tower is RUNWAY (number) [REPORT
unable to see the relevant VACATED]
aircraft (e.g. night, low visibility,
etc), the instructions should c.* AT (or ON) (location) ENTER
always be accompanied by a RUNWAY (number)
request to report when the
aircraft has vacated and is
clear of the runway.

5.15.6 Runway Operations

Note: During multiple runway operations where the possibility of
confusion exists, the runway number will be stated. The runway
number may be stated if the caller wishes to emphasise the
runway to be used. For parallel runway operations on discrete
frequencies, at Class D aerodromes, the runway number may be
omitted.

Circumstances Phraseologies
* Denotes pilot transmission
1. Preparation for Take-off a. REPORT WHEN READY [FOR
DEPARTURE]
when reporting ready for b.* READY [FOR CIRCUITS] [VIA
operations wholly within Class (published departure route,
D CTR or departure from Class circuit leg for departure or first
D CTR not in receipt of airways tracking point)]
clearance for operations
outside Class D airspace. c. ARE YOU READY FOR
IMMEDIATE DEPARTURE?
d.* READY

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GEN 3.4 - 64 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
2. Clearance to Enter Runway
and Await Take-off
when the pilot desires to enter •a.* REQUEST LINE-UP [REQUIRE
the runway and assume take- (required number of seconds
off position for checks before delay in lined-up position before
departure departure) SECONDS ON
RUNWAY]
b. LINE UP [RUNWAY (number)]
[AND WAIT] [BE READY FOR
IMMEDIATE DEPARTURE]
conditional clearances c. (condition) LINE UP [(RUNWAY
(number)] (brief reiteration of
condition)
acknowledgment of a d.* (condition) LINE UP [RUNWAY
conditional clearance (number)] [AND WAIT]
3. Take-off Clearance a. CLEARED FOR TAKE-OFF
[REPORT AIRBORNE]
multiple runway operations, b. RUNWAY (number) CLEARED
other than Class D aerodromes FOR TAKE-OFF
where aircraft are operating on
parallel runways using discrete
frequencies
when take-off clearance has c. TAKE OFF IMMEDIATELY OR
not been complied with VACATE RUNWAY
d. TAKE OFF IMMEDIATELY OR
HOLD SHORT OF THE
RUNWAY
when LAHSO are in use •e. (aircraft type) LANDING ON
CROSSING RUNWAY WILL
HOLD SHORT - RUNWAY
(number) CLEARED FOR
TAKE-OFF

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AIP Australia 24 MAY 2018 GEN 3.4 - 65
Circumstances Phraseologies
* Denotes pilot transmission
when a radar SID has been •f. ASSIGNED HEADING [LEFT (or
issued RIGHT)] (three digits) [(altitude
restriction)] [RUNWAY
(number)] CLEARED FOR
TAKE-OFF
g.* HEADING (or LEFT or RIGHT)
(three digits) [(altitude
restriction)] [RUNWAY
(number)] CLEARED FOR
TAKE-OFF
when an IFR aircraft is cleared •h. (instructions) [RUNWAY
for a visual departure to a level (number)] CLEARED FOR
at or above the MVA or MSA/ TAKE-OFF, [MAKE LEFT (or
LSALT RIGHT) TURN]
•i.* (instructions) [RUNWAY
(number)] CLEARED FOR
TAKE-OFF, [LEFT (or RIGHT)
TURN]
when a VFR aircraft, or an IFR •j. (instructions) MAINTAIN
aircraft cleared for a visual RUNWAY HEADING (or TURN
departure is issued radar LEFT (or RIGHT) HEADING
heading instructions (three digits)) VISUAL, [(altitude
restriction)] [RUNWAY
(number)] CLEARED FOR
TAKE-OFF
•k.* (instructions) RUNWAY
HEADING (or LEFT (or RIGHT)
HEADING (three digits))
VISUAL, [(altitude restriction)]
[RUNWAY (number)] CLEARED
FOR TAKE-OFF
when an IFR aircraft cleared •l. (instructions) CLIMB TO (level)
for a visual departure is VISUAL, [RUNWAY (number)]
assigned a level below the CLEARED FOR TAKE-OFF
MVA or MSA/LSALT in the
departure instructions.

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GEN 3.4 - 66 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
•m.* (instructions) (level) VISUAL,
[RUNWAY (number)] CLEARED
FOR TAKE-OFF
when the airways clearance •n. [RUNWAY (number)] CLEARED
issued to an IFR aircraft FOR TAKE-OFF, VISUAL
includes a visual departure and
a level below the MVA or MSA/
LSALT and no turn on
departure required
4. Take-off Clearance a. HOLD POSITION, CANCEL, I
Cancellation SAY AGAIN CANCEL TAKE-
OFF (reasons)
b.* HOLDING
to stop a take-off in emergency c. STOP IMMEDIATELY (repeat
conditions aircraft callsign) STOP
Note: Used only when an IMMEDIATELY (reason)
aircraft is in imminent danger. d.* STOPPING RUNWAY (number)
5. Take-off or Landing Clearance •a. (APPROACH or DEPARTURE)
Where aircraft arrestor systems END CABLE (UP or DOWN) or
are installed BOTH CABLES [AND
Note: The tower controller will BARRIER] (UP or DOWN) and/
include the position of installed or BARRIER (UP or DOWN)
aircraft arresting system with
all take-off and landing
clearances, except to locally
based aircraft when the system
is in the normal operating
position
Where aircraft arrestor systems •b. BARRIER DOWN, OUT OF
are unserviceable SERVICE
•c. (APPROACH or DEPARTURE)
END CABLE [BOTH CABLES]
FAILED IN THE UP POSITION

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AIP Australia 24 MAY 2018 GEN 3.4 - 67
5.15.7 Helicopter Operations

Circumstances Phraseologies
* Denotes pilot transmission
1. Helicopter Operations a.* REQUEST AIR TAXI (or AIR
air taxi or air transit for TRANSIT or GROUND TAXI)
departure and arrival FROM (or VIA) TO (location or
routing as appropriate)
b. AIR TAXI (or AIR TRANSIT or
GROUND TAXI) TO (or VIA)
(location, parking position,
stand, or routing as appropriate)
[CAUTION (dust, loose debris,
taxiing light aircraft, personnel,
wake turbulence, etc)]
c. AIR TAXI (or AIR TRANSIT or
GROUND TAXI) VIA (direct, as
requested, or specified route)
TO (location, heliport, parking
position, stand, operating or
movement area, or runway)
AVOID (aircraft or vehicles or
personnel)
2. Departure from: a. (instructions as appropriate,
a) a RWY, or position or runway) CLEARED
FOR TAKE-OFF
b) HLS visible to the tower and
located on a manoeuvring
area subject to ATC.
Departure other than above b. (instructions as appropriate)
[DEPARTURE APPROVED]
REPORT AIRBORNE
3. Arrival to: a. (instructions as appropriate,
a) a RWY, or position or runway) CLEARED
TO LAND
b) HLS visible to the tower and
located within a manoeuvring
area subject to ATC.
Arrival other than above b. CLEARED VISUAL APPROACH
(instructions as appropriate),
REPORT ON THE GROUND
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GEN 3.4 - 68 24 MAY 2018 AIP Australia

5.15.8 After Take-off

Note: ALL “level” reports within ATS surveillance system
coverage must be to the nearest 100FT.

Circumstances Phraseologies
* Denotes pilot transmission
1. Tracking After Take-off a.* REQUEST RIGHT (or LEFT)
TURN [WHEN AIRBORNE]
b. LEFT (or RIGHT) TURN
APPROVED
c. AFTER PASSING (level)
(instructions)
when instructing an aircraft to d. MAKE LEFT (or RIGHT) - I SAY
turn 180° or more after take-off AGAIN - LEFT (or RIGHT)
TURN
heading to be followed e. CONTINUE ON (magnetic
direction of runway)
(instructions)
when a specific track is to be f. TRACK (magnetic direction of
followed runway) (instructions)
g. CLIMB STRAIGHT AHEAD
(instructions)
2. Airborne Report - where an •a.* PASSING (level) CLIMBING TO
ATS surveillance service is (level)
provided unrestricted turn to
track (including SID) heading
specified by ATC
heading specified by ATC •b.* TURNING LEFT (or RIGHT)
(three digits) PASSING (level)
CLIMBING TO (level) or
•c.* MAINTAINING RUNWAY
HEADING PASSING (level)
CLIMBING TO (level)

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AIP Australia 24 MAY 2018 GEN 3.4 - 69
Circumstances Phraseologies
* Denotes pilot transmission
confirmation of an assigned •d.* ASSIGNED HEADING LEFT (or
Radar SID heading when RIGHT) (three digits) PASSING
establishing contact with ATC (level) CLIMBING TO (level)
and unable to execute turn
immediately due procedural
requirements
when assigned heading e.* HEADING (three digits)
approximates runway bearing PASSING (level) CLIMBING TO
(level)
3. Departure Report - when •a.* TRACKING (track being flown)
notifying departure report to a (FROM (reference aid used to
Class D control tower establish track) or VIA SID
identifier)) CLIMBING TO (level)
non-controlled aerodromes - •b.* DEPARTED (location) (time in
non-surveillance minutes) TRACKING [TO
INTERCEPT] (track) CLIMBING
TO (intended level)
ESTIMATING (first reporting
point) AT (time)
non-controlled aerodromes- •c.* (location reference departure
surveillance aerodrome) PASSING (current
when notifying departure and level) CLIMBING TO (intended
identification is expected with level) ESTIMATING (first
the departure report reporting point) AT (time)

5.15.9 Arrival at Aerodrome

Circumstances Phraseologies
* Denotes pilot transmission
1. Entering an Aerodrome a.* [aircraft type] (position) (level)
Traffic Circuit (intentions)
when ATIS information is b.* [aircraft type] (position) (level)
available INFORMATION (ATIS
identification) (intentions)
c. JOIN (instruction) RUNWAY
(number) [(level)] [QNH (detail)]
[TRAFFIC (detail)] [TRACK
(requirements)]
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GEN 3.4 - 70 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
d. OVERFLY [(circuit direction)
RUNWAY (number) [(level)]
[QNH (detail)] [TRAFFIC (detail)]
[TRACK (requirements)]
2. In the Circuit a.* (position in circuit, e.g.
DOWNWIND/ FINAL)
when advising or requesting b.* (position in circuit, e.g.
a non-standard circuit DOWNWIND/FINAL) [GLIDE
APPROACH, FLAPLESS
APPROACH])
c. [NUMBER (sequence number)]
FOLLOW (aircraft type and
position) [additional instructions if
required]
d.* BASE (or CROSSWIND)
e.* FINAL (or LONG FINAL)
nearing position at which f.* SHORT FINAL
approach must be aborted if
not cleared to land
Abnormal Operations/Doubt
Exists – (additional phrases)

For a civil aircraft, when g.* CHECK GEAR DOWN [AND

doubt exists as to whether LOCKED]
the gear is fully extended, or
when a general aviation h.* GEAR DOWN [AND LOCKED]
aircraft with retractable
undercarriage has
experienced abnormal
operations
Military Pilots – (additional
phrases)
routine circuit reports must  i.* LEFT (or RIGHT) INITIAL
be made as and when
arranged
to sequence for downwind  j. PITCH LONG (or SHORT)

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AIP Australia 24 MAY 2018 GEN 3.4 - 71
Circumstances Phraseologies
* Denotes pilot transmission
base call and wheel check  k.* BASE GEAR GREEN (or THREE
(on reaching the base leg of GREENS or THREE WHEELS)
a circuit, each aircraft,
whether in stream landing or
single, is to call tower and
advise undercarriage down)
 l. (instruction) CHECK WHEELS
 m.* (readback) (activate beeper) or
 n.* (readback) GEAR GREEN (or
THREE GREENS or THREE
WHEELS)
ATC wheels check will  o. APPROACH/DEPARTURE END
include hook check for all CABLE UP (instruction) CHECK
hook cable operations WHEELS AND HOOK
 p.* (readback) HOOK DOWN
(activate beeper)
3. Arriving at an Aerodrome –  a.* (formation callsign), BASE
Military Formations THREE GREENS (or GEAR
Circuit Area GREEN or THREE WHEELS)
 b. (formation callsign) (instruction)
CHECK WHEELS
Lead aircraft undercarriage  c.* (individual callsign) (activate
status report beeper) or
 d.* THREE GREENS (or GEAR
GREEN or THREE WHEELS)
(individual callsign)
Subsequent formation  e.* (individual callsign), THREE
aircraft undercarriage status GREENS (or GEAR GREEN or
report THREE WHEELS) (activate
beeper if fitted)
 f. (formation callsign)
Pairs Landing  g.* (formation callsign), OUTER
MARKER (or FINAL APPROACH
FIX) SIX GREENS (or GEAR
GREEN or SIX WHEELS)

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GEN 3.4 - 72 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
 h. (formation callsign) CLEARED
TO LAND, CHECK WHEELS
 i.* LAND (individual callsign)
(activate beeper if fitted)
 j.* (individual callsign) (activate
beeper if fitted)
 k.* (formation callsign)
In-trail Landing  l.* (formation callsign) IN TRAIL,
OUTER MARKER (or FINAL
APPROACH FIX) THREE
GREENS (or GEAR GREEN or
THREE WHEELS)
 m.* (formation callsign) IN TRAIL
CLEARED TO LAND, CHECK
WHEELS
 n.* LAND (callsign) 1 (activate
beeper if fitted)
 o.* (callsign) 2 OUTER MARKER (or
FINAL APPROACH FIX) THREE
GREENS (or GEAR GREEN or
THREE WHEELS) (activate
beeper if fitted)
 p.* (callsign) 3 OUTER MARKER (or
FINAL APPROACH FIX) THREE
GREENS (or GEAR GREEN or
THREE WHEELS) (activate
beeper if fitted)
 q. CALLSIGN
4. Speed Adjustments -  a. REDUCE TO CIRCUIT SPEED
Military Aircraft
military ATC instruction
 b. REDUCE TO APPROACH
SPEED
 c. REDUCE TO MINIMUM SAFE
SPEED

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AIP Australia 24 MAY 2018 GEN 3.4 - 73
Circumstances Phraseologies
* Denotes pilot transmission
5. Approach Instructions a. MAKE SHORT APPROACH
Note: The report “LONG b. MAKE LONG APPROACH (or
FINAL” is made when EXTEND DOWNWIND)
aircraft turn on to final c. REPORT BASE (or FINAL or
approach at a distance LONG FINAL)
greater than 4NM from
touchdown or when an d. CONTINUE APPROACH
aircraft on a straight-in
approach is 8NM from
touchdown. In both cases, a
report “FINAL” is required at
4NM from touchdown.
6. Landing a. CLEARED TO LAND (or TOUCH
AND GO) (or STOP AND GO)
multiple runway operations, b. RUNWAY (number) CLEARED
other than Class D TO LAND (or TOUCH AND GO)
aerodromes where aircraft (or STOP AND GO)
are operating on parallel
runways using discrete
frequencies.
where the aircraft cannot be •c. [RUNWAY (number)] NOT IN
sighted by ATC SIGHT - CLEARED TO LAND
pilot requesting option for •d.* (position in circuit) REQUEST
touch and go, full stop, stop THE OPTION
and go, or go around
advising the pilot the option •e. [RUNWAY (number)] CLEARED
to touch and go, full stop, FOR THE OPTION
stop and go, or go around
where ATC require the f. MAKE FULL STOP (reason)
aircraft to make a full stop CLEARED TO LAND
landing during the conduct
of circuit operations
when runway is occupied  g. AT THE MINIMA GO AROUND
and ATC assessment is that
the runway will not become
available.

95
GEN 3.4 - 74 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
Note: The tower controller
will include the position of
installed aircraft arresting
system with all landing
clearances, except to locally
based aircraft when the
system is in the normal
operating position (for
phraseology see para
5.15.6.5.
7. When Landing Approved a. (aircraft type) DEPARTING (or
and LAHSO Are in Use LANDING) ON CROSSING
RUNWAY, HOLD SHORT
RUNWAY (number) CLEARED
TO LAND RUNWAY (number)
required readback •b.* HOLD SHORT RUNWAY
(number) CLEARED TO LAND
RUNWAY (number)
When the full length of the c. FULL RUNWAY LENGTH NOW
landing runway AVAILABLE
subsequently becomes
available Note: The HOLD SHORT lights
will remain illuminated even
though the full length of the RWY
is available
Where an aircraft operating d. * NEGATIVE ACTIVE (or
on a flight number callsign PASSIVE or ACTIVE AND
cannot participate in LAHSO PASSIVE) LAHSO

8. When a Pilot Advises That •a. ILS CRITICAL AREA NOT

an “Autoland”, “Coupled” or PROTECTED
Similar Approach is Being
Made (note not applicable
for GLS) and the ILS Critical
Area is Not Protected.

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AIP Australia 24 MAY 2018 GEN 3.4 - 75
Circumstances Phraseologies
* Denotes pilot transmission
9. Delaying Aircraft a. ORBIT RIGHT (or LEFT) [FROM
PRESENT POSITION]
10. Pilot Request for Low
Approach or Pass
to make an approach along a.* REQUEST LOW APPROACH
a runway descending to an (reasons)
agreed minimum level b. CLEARED LOW APPROACH
[RUNWAY (number)] [(altitude
restriction)] [(go around
instructions)]
to fly past the control tower •c.* REQUEST LOW PASS
or other observation point (reasons)
for the purpose of visual •d. CLEARED LOW PASS
inspection by persons on the [RUNWAY (number)] [(altitude
ground restriction)] [(go around
instructions)]
11. Missed Approach
to discontinue an approach a. GO AROUND [additional
information]
b.* GOING AROUND
multiple runway operations c.* GOING AROUND RUNWAY
(number)

5.16 ATS Surveillance Service Phraseologies

5.16.1 General Phrases

Circumstances Phraseologies
* Denotes pilot transmission
1. Identification of Aircraft a. REPORT HEADING [AND
FLIGHT LEVEL (or ALTITUDE)]
b. FOR IDENTIFICATION TURN
LEFT (or RIGHT) HEADING
(three digits)
c. IDENTIFIED [position]

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GEN 3.4 - 76 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
d. NOT IDENTIFIED [reason],
[RESUME (or CONTINUE)
OWN NAVIGATION]
2. Termination of ATS a. IDENTIFICATION
Surveillance Service TERMINATED [DUE (reason)]
[(instructions)]
[FREQUENCY CHANGE
APPROVED]
b. WILL SHORTLY LOSE
IDENTIFICATION (appropriate
instructions or information)
c. IDENTIFICATION LOST
[reasons] (instructions)
3. ATS Surveillance System
Position Information to request •a.* REQUEST
traffic, position, and/ or (i) ATS SURVEILLANCE
navigation information ASSISTANCE (reason)
(ii) POSITION [WITH
REFERENCE TO (aid or
location)]
(iii) TRAFFIC (or POSITION
or NAVIGATION)
ADVISORY [BY
SURVEILLANCE]
(iv) FLIGHT FOLLOWING
to request an ongoing SIS (v) (specific ATC surveillance
service)
to terminate an ongoing SIS b.* CANCEL FLIGHT FOLLOWING
c. POSITION (distance) (direction)
OF (significant point) (or OVER
or ABEAM (significant point))
4. To request continuation of an a.* REQUEST HAND-OFF FOR
SIS FLIGHT FOLLOWING
Where ongoing service is not b. ATS SURVEILLANCE NOT
available AVAILABLE

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AIP Australia 24 MAY 2018 GEN 3.4 - 77
Circumstances Phraseologies
* Denotes pilot transmission
5. ATS surveillance system a. SURVEILLANCE SYSTEM OUT
ground equipment OF SERVICE/- DEGRADED
unserviceability (appropriate information as
necessary)
6. To request the aircraft’s SSR or a. ADVISE TRANSPONDER
ADS-B capability CAPABILITY
b. ADVISE ADS-B CAPABILITY
7. To advise the aircraft’s SSR or a.* TRANSPONDER (ALPHA,
ADS-B capability CHARLIE or SIERRA as shown
in the Flight Plan)
b.* ADS-B TRANSMITTER [TEN
NINETY DATALINK]
c.* ADS-B RECEIVER [TEN
NINETY DATALINK]
d.* NEGATIVE TRANSPONDER

5.16.2 ATS Surveillance Service Communication and Navigation

Circumstances Phraseologies
* Denotes pilot transmission
1. Communications a. [IF] RADIO CONTACT LOST
(instructions)
b. IF NO TRANSMISSIONS
RECEIVED FOR (number)
MINUTES (or SECONDS)
(instructions)
c. REPLY NOT RECEIVED
(instructions)
if loss of communication is d. IF YOU READ [manoeuvre
suspected instructions or SQUAWK (code
or IDENT)]
e. (manoeuvre or SQUAWK)
OBSERVED, POSITION
(position of aircraft), WILL
CONTINUE TO PASS
INSTRUCTIONS

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GEN 3.4 - 78 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
2. Aircraft Directional Indicator
Failure
notify pilot of intention to use •a. ATS SURVEILLANCE
directional indicator failure SERVICE WILL CONTINUE,
procedures MAKE ALL TURNS RATE ONE
(or RATE HALF or (number)
DEGREES PER SECOND),
EXECUTE INSTRUCTIONS
IMMEDIATELY UPON
RECEIPT
when suspected by ATC •b. CONFIRM HEADING
if heading response appears at •c. SUSPECT YOUR
variance with the track of the DIRECTIONAL INDICATOR
ATS Surveillance symbol HAS FAILED
turn instructions d. TURN LEFT (or RIGHT) NOW
e. STOP TURN NOW

5.16.3 ATS Surveillance System Manoeuvres

Circumstances Phraseologies
* Denotes pilot transmission
1. General Manoeuvres a. LEAVE (significant point)
HEADING (three digits)
[INBOUND] [AT (time)]
b. CONTINUE HEADING (three
digits)
c. CONTINUE PRESENT
HEADING
d. FLY HEADING (three digits)
e. TURN LEFT (or RIGHT)
(number) DEGREES (or
HEADING (three digits))
[reason]
f. ORBIT LEFT (or RIGHT)
[reason]

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AIP Australia 24 MAY 2018 GEN 3.4 - 79
Circumstances Phraseologies
* Denotes pilot transmission
when an ACFT is assigned a g. CLIMB (or DESCEND) TO
level below the MVA or MSA/ (level) VISUAL
LSALT
when an ACFT is issued a h. TURN LEFT (or RIGHT)
heading instruction below the (number) DEGREES (or
MVA or MSA/LSALT HEADING (three digits)) [CLIMB
Note: Where both heading and (or DESCEND) TO (level)]
altitude instructions are issued, VISUAL
VISUAL need only be
appended to the second part of
the instruction.
i. STOP TURN HEADING (three
digits)
when instructing an aircraft to j. TURN LEFT (or RIGHT) - I SAY
turn 180° or more and in order AGAIN - LEFT (or RIGHT)
to emphasize the direction of HEADING (three digits) [reason]
turn
when necessary to specify a (i) DUE TRAFFIC
reason for a manoeuvre, the (ii) FOR SPACING
following phraseologies should
be used: (iii) FOR DELAY
(iv) FOR DOWNWIND (or
BASE, or FINAL)
2. Aircraft Vectoring by ATS a.* REQUEST VECTORS [TO (or
Surveillance Service FROM) (aid, location or reason)]
b. DO YOU WANT VECTORS?
3. To transfer responsibility to the a. RESUME OWN NAVIGATION
pilot for navigation on (position of aircraft) (specific
termination of vectoring instructions)

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GEN 3.4 - 80 24 MAY 2018 AIP Australia

5.16.4 Speed Control

Circumstances Phraseologies
* Denotes pilot transmission
1. Speed a.* SPEED (number) KNOTS (or
Note: All speed Mach Number)
communications shall relate to
INDICATED AIRSPEED unless
otherwise stipulated. Where
applicable, Mach Number may
be nominated as the basis of a
speed statement.
b. REPORT SPEED or ([CLIMB or
CRUISE] MACH NUMBER)
c. MAINTAIN (number) KNOTS (or
MACH (number)) [OR
GREATER (or LESS)] [UNTIL
(significant point)]
d. MAINTAIN PRESENT SPEED
e. INCREASE (or REDUCE)
SPEED TO (or BY) (number)
KNOTS [OR GREATER (or
LESS)]
f. REDUCE TO MINIMUM
APPROACH SPEED
g. CROSS (significant point) [AT
(time)] [OR LATER (or OR
BEFORE)] [AT (number)
KNOTS]
when an aircraft is required to •h. REDUCE TO MINIMUM CLEAN
reduce speed to the minimum SPEED
possible in a clean
configuration
when an aircraft is on a •i. RESUME PUBLISHED SPEED
published procedure and the (or LEVEL RESTRICTIONS or
pilot must now comply with SPEED AND LEVEL
speed and/or level restrictions RESTRICTIONS)
as published on the chart

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AIP Australia 24 MAY 2018 GEN 3.4 - 81
Circumstances Phraseologies
* Denotes pilot transmission
when ATC speed restrictions j. RESUME NORMAL SPEED
no longer apply and the aircraft
is required to resume the
normal profile speed. Comply
with airspace speed limitations.
(Note: Not used with SID or
STAR instructions).
when aircraft speed is pilot’s k. NO ATC SPEED
discretion. ATC speed RESTRICTIONS
restrictions are cancelled.
Comply with airspace speed
limitations. (Note: Not used
with SID or STAR instructions).
when aircraft speed is pilot’s l. NO SPEED RESTRICTIONS
discretion. All airspace and
ATC speed restrictions are
cancelled. (Note: Not used with
SID or STAR instructions).
Note: Airspace speed
limitations are at ENR 1.4
para 4.
5.16.5 Traffic Information

Circumstances Phraseologies
* Denotes pilot transmission
1. Traffic Information a. TRAFFIC (number) O’CLOCK
(distance) (direction of flight)
[any other pertinent information]
(i) UNKNOWN
(ii) SLOW MOVING
(iii) FAST MOVING
(iv) CLOSING
(v) OPPOSITE (or SAME)
DIRECTION
(vi) OVERTAKING

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GEN 3.4 - 82 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
(vii)CROSSING LEFT TO
RIGHT (or RIGHT TO
LEFT)
aircraft type to be passed if (viii)(type)
known (ix) (level)
(x) CLIMBING
(or DESCENDING)
b. CLEAR OF TRAFFIC
[appropriate instructions]

5.16.6 Secondary Surveillance Radar (SSR) and ADS-B

Circumstances Phraseologies
* Denotes pilot transmission
1. To Instruct Setting of a. SQUAWK (code) [AND IDENT if
Transponder required]
(The word “code” is not used in b.* [SQUAWK] (code) [AND IDENT
transmissions.) if instructed by ATS]
c. SQUAWK NORMAL
to request:
reselection of the assigned d. RECYCLE [(mode)] (code)
mode and code e.* RECYCLING [(mode)] (code)
reselection of aircraft f. RE-ENTER MODE S (or ADS-B)
identification AIRCRAFT IDENTIFICATION
confirmation of Mode A Code g. CONFIRM SQUAWK (code)
selection h.* SQUAWKING (code)
operation of the IDENT feature i. SQUAWK IDENT
j. TRANSMIT ADS-B IDENT
temporary suspension of k. SQUAWK STANDBY
transponder operation [TRANSMIT ADS-B ONLY]
Note: ADS-B and SSR are
linked in many aircraft and
terminating one will terminate
the other.

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AIP Australia 24 MAY 2018 GEN 3.4 - 83
Circumstances Phraseologies
* Denotes pilot transmission
emergency code selection l. SQUAWK MAYDAY
termination of SSR m. STOP SQUAWK [TRANSMIT
transponder or ADS-B ADS-B ONLY]
transmitter operation n. STOP ADS-B TRANSMISSION
[SQUAWK (code) ONLY]
Note: ADS-B and SSR are
linked in many aircraft and
terminating one will terminate
the other.
transmission of pressure o. SQUAWK CHARLIE
altitude p. TRANSMIT ADS-B ALTITUDE
pressure setting check and q. CHECK ALTIMETER SETTING
confirmation of level AND CONFIRM LEVEL
termination of pressure altitude r. STOP SQUAWK CHARLIE,
transmission because of faulty WRONG INDICATION
operation s. STOP ADS-B ALTITUDE
Note: ADS-B and SSR are TRANSMISSION [(WRONG
linked in many aircraft and INDICATION, or reason)]
terminating one will terminate
the other.
altitude check t. VERIFY LEVEL
confirmation of ADS-B •u. ADS-B TRANSMISSIONS NOT
operation RECEIVED, CONFIRM ADS-B
OPERATIONAL
change to secondary •v. SELECT SECONDARY
transponder TRANSPONDER
2. Advice on Traffic Level Where •a. UNVERIFIED LEVEL (level)
the Pressure Altitude Derived
Level Information Has Not
Been Verified

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GEN 3.4 - 84 24 MAY 2018 AIP Australia

5.16.7 General ADS-C Phraseologies

Circumstances Phraseologies
* Denotes pilot transmission
ADS-C DEGRADATION ADS-C (or ADS-CONTRACT)
OUT OF SERVICE
(appropriate information as
necessary).

5.16.8 Approach Radar Services

Circumstances Phraseologies
* Denotes pilot transmission
1. Vectoring for Approach a. VECTORING FOR (chart title)
Note: The chart title for the APPROACH
procedure must be used. b. VECTORING FOR VISUAL
Except for circling approaches, APPROACH RUNWAY
the procedure suffix may be (number) REPORT FIELD (or
omitted when no possibility of RUNWAY) IN SIGHT
confusion exists. The words
(GNSS) or (RNP) do not need c. VECTORING FOR (positioning
to be included in the RNAV in the circuit)
approach request or clearance. d. (chart title) APPROACH NOT
AVAILABLE DUE (reason)
(alternative instructions)
2. Vectoring for ILS/GLS, pilot- a. POSITION (number) MILES
interpreted NAVAIDs and FROM (fix), TURN LEFT (or
RNAV (GNSS) (or RNP APCH) RIGHT) HEADING (three digits)
approaches via the IF
b. YOU WILL INTERCEPT (radio
aid or track) (distance) FROM
(significant point or
TOUCHDOWN)
c.* REQUEST (distance) FINAL
instructions and information d. CLEARED FOR (chart title)
APPROACH

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AIP Australia 24 MAY 2018 GEN 3.4 - 85
Circumstances Phraseologies
* Denotes pilot transmission
e. REPORT ESTABLISHED [ON
ILS (LOCALISER) or (GLIDE
PATH) or GLS (FINAL
APPROACH COURSE) or
RNAV (GNSS) (chart title)
APPROACH]
f. CLOSING FROM LEFT (or
RIGHT) [REPORT
ESTABLISHED]
g. TURN LEFT (or RIGHT)
HEADING (three digits) [TO
INTERCEPT] or [REPORT
ESTABLISHED]
h. EXPECT VECTOR ACROSS
(intermediate segment [GNSS],
localiser course/final approach
course or aid) (reason)
i. THIS TURN WILL TAKE YOU
THROUGH (aid) [reason]
j. TAKING YOU THROUGH (aid)
[reason]
k. MAINTAIN (level) UNTIL GLIDE
PATH INTERCEPTION
l. REPORT ESTABLISHED ON
GLIDE PATH
m. INTERCEPT (radio aid)
[REPORT ESTABLISHED]
3. Independent and Dependent a. CLEARED FOR (chart title)
Parallel Runway Approaches APPROACH
b. YOU HAVE CROSSED THE
LOCALISER/FINAL
APPROACH COURSE, TURN
LEFT (or RIGHT)
IMMEDIATELY AND RETURN
TO THE LOCALISER/FINAL
APPROACH COURSE

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GEN 3.4 - 86 24 MAY 2018 AIP Australia

Circumstances Phraseologies
* Denotes pilot transmission
c. TURN LEFT (or RIGHT)
HEADING (three digits) JOIN
FINAL RUNWAY (number)
FROM THAT HEADING
CLEARED INDEPENDENT
VISUAL APPROACH
When aircraft will operate d. TRAFFIC (aircraft type)
within 1NM of traffic on the [RUNWAY LEFT (or RIGHT)]
adjacent final approach BEHIND (or AHEAD or
ADJACENT)
Independent Parallel Runway e. RADAR INDICATES YOU ARE
Approaches in IMC when an DEVIATING LEFT (or RIGHT)
aircraft is observed to be OF THE LOCALISER COURSE
deviating towards the NTZ
When issuing break-out f. BREAK-OUT ALERT, (callsign)
instructions to aircraft when an TURN LEFT (or RIGHT)
aircraft is observed IMMEDIATELY HEADING
penetrating, or in the PRM (three digits) CLIMB (or
controller’s judgement will DESCEND) TO (level)
penetrate, the NTZ
4. Position a. (distance) FROM
TOUCHDOWN

5.16.9 Pilot Actions for Speechless Radar Approach

Circumstances Phraseologies
* Denotes pilot transmission
1. Pilot Request for Speechless a.* Pilot transmits four (4) separate
Radar Approach When and distinct unmodulated
Microphone/s Unserviceable transmissions of one second
duration
2. Pilot Response to
Subsequent Control
Questions:
(i) affirmative or b.* (i) one distinct transmission
acknowledgment

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AIP Australia 24 MAY 2018 GEN 3.4 - 87
Circumstances Phraseologies
* Denotes pilot transmission
(ii) negative c.* (ii) two separate and distinct
transmissions
(iii) say again d.* (iii) three separate and distinct
transmissions
3. Pilot Indication of a Further a.* Five (5) separate continuous
and Pertinent Unserviceability transmissions
or an Emergency
4. Pilot Indication of Abandoning a.* A single continuous transmission
the Aircraft as long as practicable
5. Controller Requires Pilot to a. WHEN (condition or instruction is
Indicate When an Instruction completed) MAKE A TWO
Has Been Completed SECOND TRANSMISSION

6. ATS DATA LINK SERVICES

6.1 General
6.1.1 FANS 1/A data link services (CPDLC and ADS-C) are available
within airspace controlled by Australian ATC within the
Melbourne (YMMM), Brisbane (YBBB), Honiara (AGGG) and
Nauru (ANAU) FIRs.
6.1.2 Pre-Departure Clearances (PDC) utilising FANS 1/A data link
are not available within Australian administered airspace. (See
ENR 1.1 para 2.2.25).
6.1.3 The data link procedures described herein are in accordance
with international procedures. For more information concerning
other data link procedures, refer to Chapter 5 of the ICAO Global
Operational Data Link (GOLD) Manual (Doc 10037).
6.1.4 FMC Waypoint Position Reporting (FMC WPR) is available
within Oceanic airspace east of Australia for operators whose
AOC supports the conversion of ACARS position reports into a
suitable format (ARP) and the forwarding of these messages to
ATC.
Operators wishing to participate in FMC WPR should submit
such a request to Airservices Australia.

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GEN 3.4 - 88 24 MAY 2018 AIP Australia

6.2 Pilot Responsibilities

6.2.1 Participating flight crews must be trained in the use of data link
equipment to a level approved by the State of Registry of the
operator, and the aircraft must meet all State of Registry ATC
data link requirements.
6.2.2 A logon request must be received from the aircraft before any
data link connections can be initiated by the ground system. The
initial logon request must be initiated by the flight crew in
accordance with company and ATS procedures.
6.2.3 When using CPDLC for communications and/or ADS-C or FMC
WPR for position reporting, flight crews must advise ATC when
any fault occurs (e.g. loss of SATCOM) that may result in the
degraded performance or non-availability of CPDLC, ADS-C
and/or FMC WPR.
6.2.4 To ensure reliable Automatic Dependant Surveillance-Contract
(ADS-C) is available, flight crews must ensure that the ADS-C
application remains ARMED. Flight crews must also ensure that
the ADS-C emergency mode has not been selected
inadvertently.
6.2.5 CPDLC “latency timer” functionality is not available in Australian
airspace. If the aircraft is equipped with CPDLC latency timer
functionality, flight crews must ensure that this functionality is
either disabled or set to maximum value prior to entering the
YBBB, AGGG, ANAU or YMMM FIRs.
6.3 Controller Pilot Data Link Communication (CPDLC)
6.3.1 In controlled airspace beyond the range of VHF voice, CPDLC is
the primary means of communications between ATC and flight
crews operating FANS 1/A equipped aircraft. HF voice will be
used as the backup communications medium. In Class G
airspace HF is the primary means of communication, although
controllers may initiate the use of CPDLC. The controller
communicating by CPDLC holds responsibility for SAR and
communications alerting.
6.3.2 In Australian continental airspace, VHF voice is normally the
primary medium for communication. Within East Coast SSR
Coverage flight crews should not initiate CPDLC messaging
except:
a. when transmitting position reports in accordance with para
6.5.1 or

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AIP Australia 24 MAY 2018 GEN 3.4 - 89
b. when authorised by the controller; or
c. in an emergency
6.3.3 Outside East Coast SSR coverage, ATC and pilots may use
CPDLC to augment VHF communications.
6.3.4 Where CPDLC is to be used as the primary means of
communications, flight crews will be instructed to transfer to
CPDLC using the phraseology:
“TRANSFERTO(MELBOURNE/BRISBANE)CENTREONDATA
LINK. MONITOR [frequency].”
6.3.5 CPDLC messages must be constructed using standard
message elements, free text message elements or a
combination of both. Standard message elements are contained
in PANS-ATM (DOC 4444), Appendix 5 and ICAO Doc 10037 -
Global Operational Data Link (GOLD) Manual.
6.3.6 When CPDLC is being used and the intent of the message is
included in the CPDLC message set contained in PANS-ATM
(Doc 4444), Appendix 5 or ICAO Doc 10037 - Global
Operational Data Link (GOLD) Manual, the associated standard
message elements must be used.
6.3.7 The use of free text message elements should be kept to a
minimum. When the CPDLC message set contained in the
PANS-ATM (Doc 4444) or ICAO Doc 10037 - Global Operational
Data Link (GOLD) Manual does not provide for specific
circumstances, the free text message elements may be used.
These free text message elements should be sorted for selection
within the aircraft system or ground system to facilitate their use.
6.3.8 To ensure the correct synchronisation of messages, dialogues
initiated by voice must, wherever possible, be closed by voice.
Dialogues initiated by CPDLC must be closed by CPDLC.
6.3.9 To avoid ambiguity, a CPDLC downlink message should not
contain more than one clearance request.
6.3.10 If a CPDLC downlink message contains multiple clearance
requests and not all of the requested clearances are available,
the controller will respond with the uplink message UNABLE.
The controller may subsequently uplink a separate CPDLC
message containing any requested clearances that are
available.
6.3.11 If any ambiguity exists as to the intent of a CPDLC message,
clarification should be sought by voice.
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 GEN 3.4 - 90 24 MAY 2018 AIP Australia

6.3.12 A clearance issued by CPDLC requires only the appropriate

CPDLC response, not a read-back as would be required if the
clearance had been delivered by voice.
6.3.13 The downlink response WILCO indicates that the flight crew has
accepted the full terms of the entire uplink message including
any clearance or instruction.
6.3.14 The downlink response UNABLE indicates that the flight crew is
unable to accept the uplinked clearance or instruction. The flight
crew must continue to operate in accordance with the most
recently accepted clearance and/or instructions.
6.3.15 The use of the uplink STANDBY message element provides
advice that the downlink request is being assessed and a short-
term delay of less than 10 minutes can be expected until a
response will be sent. The original message remains open.
6.3.16 The use of the uplink REQUEST DEFERRED message element
provides advice that the downlink request is being assessed and
a longer-term delay of greater than 10 minutes can be expected
until a response will be sent. The original message remains
open.
D
6.4 Logon Procedures
6.4.1 Before entering an airspace where data link applications are
used by the ATS unit, data link communications shall be initiated
between the aircraft and the ATS unit in order to register the
aircraft and, when necessary, allow the start of a data link
application. This shall be initiated by the aircraft, either
automatically or by the pilot, or by the ATS unit on address
forwarding.
Note: Provisions concerning the data link initiation capability
(DLIC) are contained in Annex 10, Volume II, Chapter 8.
6.4.2 Brisbane ATC provides data link services in the Honiara and
Nauru FIRs. The logon addresses for the appropriate FIRs are:
Brisbane YBBB
Honiara YBBB
Nauru YBBB
Melbourne YMMM.
6.4.3 To avoid automatic rejection of the logon request:
a. the aircraft identification and the aircraft registration
contained in the logon request must be identical to the aircraft
details filed in the flight plan, and
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AIP Australia 24 MAY 2018 GEN 3.4 - 91
b. aircraft departing from airports either within Australia (YBBB
or YMMM FIR) or the AGGG and ANAU FIRs should not
logon earlier than 45 minutes prior to the flight planned
EOBT, and

c. aircraft inbound to the YBBB, YMMM, AGGG or ANAU FIRs

should not logon:
(i) prior to departure; or
(ii) earlier than 45 minutes prior to the FIR boundary
estimate
6.4.4 Aircraft departing from airports either within Australia (YBBB or
YMMM FIR) or the AGGG and ANAU FIRs, requesting data link
services, should logon as described below:
a. On the ground using the logon address for the FIR that the
departure airport is located within; or
b. Airborne at any time after passing 10,000FT, using the logon
address for the FIR in which the aircraft is currently operating,
with the following exceptions:
(i) Aircraft approaching an FIR boundary should logon to
the next ATS unit, rather than the current ATS unit; and
(ii) Airborne aircraft departing Sydney/Bankstown/
Richmond should logon in accordance with the following
table:
D
Airborne aircraft departing Sydney/Bankstown/Richmond
Departure track Logon address
Airborne aircraft departing on tracks south of YMMM
SY- OPTIC through west to SY-RI-MDG.
Airborne aircraft departing on tracks from YBBB
SY-RI- MDG through east to SY-OPTIC (inclusive).

Note: The above table applies to logons from airborne aircraft

only. Flight crews who logon whilst on the ground at Sydney/
Bankstown/Richmond must logon to YMMM.
6.4.5 When instructed to logon by voice, the flight crew must read
back the logon address.

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 GEN 3.4 - 92 24 MAY 2018 AIP Australia

6.4.6 Unless otherwise instructed, aircraft remaining wholly within

East Coast SSR Coverage are not required to logon for data link
services.
6.4.7 Flight crews of operators participating in PDC at Australian
airports must not initiate a logon until after the PDC has been
received.
6.4.8 Aircraft requesting data link services on entering the AGGG,
ANAU, YBBB or YMMM FIRs from a non-data link FIR should
logon to the ATS appropriate unit between 15 and 45 minutes
prior to crossing the FIR boundary. CPDLC and ADS-C
connections will be established automatically by the ATS unit
concerned.
6.4.9 For aircraft entering the AGGG, ANAU, YBBB or YMMM FIRs
from a data link FIR, the CPDLC connection will be either
transferred automatically by the Address Forwarding process, or
the transferring ATS unit will instruct the flight crew to logon
manually at an appropriate time/distance prior to the FIR
boundary.
6.4.10 Aircraft transiting between the YBBB and YMMM FIRs will be
automatically Address Forwarded to the appropriate ATS unit.
Aircraft departing Australian airspace (or the AGGG and ANAU
FIRs) and directly entering an adjoining data link FIR can expect
to be Address Forwarded to the appropriate ATS unit prior to the
FIR boundary.
D
6.5 Position Reporting Requirements
6.5.1 A CPDLC downlink is required to enable the controlling ATS unit
to ensure that it is CPDLC data authority for the aircraft. To
facilitate this, flight crews must send a single CPDLC position
report either:
a. whenever a new CPDLC Connection is established; or
b. on entering the YMMM, YBBB, AGGG or ANAU FIR from
another ATS unit; or
c. crossing the YMMM/YBBB FIR boundary, except that aircraft
inbound to land at Sydney/Bankstown/Richmond from the
north or east are not required to downlink a CPDLC position
report at the FIR boundary 45NM from SY.

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AIP Australia 24 MAY 2018 GEN 3.4 - 93
6.5.2 Following this initial CPDLC position report, additional CPDLC or
voice position reports are not required unless specifically
requested by ATC. A CPDLC position report is not required
when an aircraft is transferred from voice to CPDLC providing a
report was downlinked earlier in accordance with para 6.5.1.
6.5.3 For non-identified aircraft, ADS-C reporting fulfils position
reporting requirements. In the event of ADS-C failure, the pilot
will be instructed to resume position reporting by either voice or
CPDLC as appropriate.
6.6 CPDLC Level Reporting Following Change of Level
6.6.1 For non-identified aircraft, ADS-C reports fulfil level reporting
requirements for a flight. Where ATC requires a CPDLC report,
following or during a change of level, an appropriate instruction,
will be uplinked; e.g. “CLIMB TO AND MAINTAIN 370. REPORT
LEVEL 370” or “REPORT LEAVING 350”
6.6.2 Upon receipt of this CPDLC uplink, flight crews must ensure that
the correct downlink report is sent.
6.6.3 If no instruction to make a CPDLC report is received, the flight
crew has no requirement to report either maintaining the
assigned level, or leaving the previously assigned level.
6.7 Reporting Back on Route by CPDLC
6.7.1 If an aircraft is subject to a weather deviation and has been
instructed to report back on route, the CPDLC BACK ON
ROUTE message must not be downlinked until either:
D
• The aircraft has rejoined its previously cleared route; or
• The aircraft has requested and has been cleared direct to a
subsequent waypoint and is proceeding directly to that
waypoint
6.7.2 If an aircraft is off track, but proceeding directly to a subsequent
waypoint, the BACK ON ROUTE message must not be
downlinked until after the aircraft has sequenced that waypoint.
Note: Downlinking BACK ON ROUTE before the aircraft is
actually established on the cleared route may result in ATC
applying incorrect separation tolerances to the aircraft.
6.8 Block Level Clearances
6.8.1 Subject to traffic, ATC may issue block level clearances to
facilitate operations in adverse weather or to allow flight crews to
optimise fuel burn for an aircraft.
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 GEN 3.4 - 94 24 MAY 2018 AIP Australia

6.8.2 A block level clearance is cancelled or amended by the issuing

of a new vertical clearance.
6.8.3 To request a cancellation of a block clearance when it is no
longer required, flight crews should downlink a CPDLC request
for the preferred level in order to enable ATC to issue the new
vertical clearance.
6.9 Revision of Estimates Using CPDLC
6.9.1 Under normal circumstances, an aircraft position reporting via
ADS-C is not required to advise ATC of any revised waypoint
estimates. Exceptions are:
a. revisions of greater than two (2) minutes to a previous flight
crew advised estimate (i.e. by voice or CPDLC); or
b. following a flight crew-initiated action (e.g. speed change)
resulting in an amended estimate of greater than two (2)
minutes.
6.9.2 If required, flight crews shall advise a revised estimate by one of
the following methods:
a. by voice report; or
b. a CPDLC position report containing the revised estimate; or
c. the CPDLC free text message element, “REVISED ETA
[position][time]”
D
6.10 CPDLC Message Restrictions
6.10.1 Controllers will not issue uplink instructions relating to cruise
climbs, or the message element “CRUISE (altitude)”.
Additionally controllers will not issue uplink instructions
containing the “AT PILOT DISCRETION” message element.
6.11 CPDLC CONTACT and MONITOR messages
6.11.1 The format of the [frequency] variable in the CPDLC
“CONTACT” and “MONITOR” message elements permits the
inclusion of only a single frequency. Due to this limitation, only
the primary frequency will be notified to flight crews. The
secondary frequency - uplinked as a free text - will be available
on request.

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AIP Australia 24 MAY 2018 GEN 3.4 - 95
6.11.2 The format of the [unit name] variable in the CPDLC
“CONTACT” and “MONITOR” message elements does not
support ATS unit types such as “RADIO”, or “HF”. Due to this
limitation, “CENTRE” will be used (i.e. “CONTACT BRISBANE
CENTRE 13261”, rather than “CONTACT BRISBANE HF
13261”).
6.12 CPDLC route clearances
6.12.1 On occasions, controllers may issue amended route clearances
by CPDLC in order to optimise an aircraft’s route, or to separate
with either traffic or restricted airspace. Operators must ensure
that flight crews are familiar with the functionality associated with
the display and loading of CPDLC route clearances.
6.13 CPDLC Failure
6.13.1 Flight crews becoming aware of a CPDLC connection failure
when CPDLC is being used as the primary means of
communication must immediately re-establish primary
communications on the appropriate voice frequency.
6.13.2 In the event of either a programmed or unexpected CPDLC
shutdown, ATC will advise all data link connected aircraft to re-
establish primary communications by voice. The return of the
system to an operational state may require a new logon from
affected aircraft. Voice will continue to be used as the primary
means of communication until CPDLC connections are re-
established and ATC has authorised a return to data link
communications.
D
6.14 Notification Of Emergency
6.14.1 Depending on the nature of the emergency condition
experienced, flight crews should notify ATC of the circumstances
by the most efficient means (voice, CPDLC or ADS-C).
6.14.2 If a CPDLC MAYDAY or PAN message is received by the ATS
unit, ATC will respond with the free text uplink message ROGER
MAYDAY (or ROGER PAN). ATC will not expect a ROGER
response to the uplink until being notified that the emergency
situation has been cancelled or stabilised to the extent that
messages are able to continue being exchanged (if CPDLC is
considered to be the best communications medium for the
situation).
6.14.3 ATC may respond via CPDLC to a report indicating unlawful
interference with the uplink message ROGER 7500.

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GEN 3.4 - 96 24 MAY 2018 AIP Australia

6.14.4 If an ADS-C report containing emergency mode is received by

the ground system without voice or CPDLC confirmation of an
emergency situation, ATC will check for inadvertent activation of
emergency mode by voice or CPDLC using the phraseology
“CONFIRM ADS-C EMERGENCY”.
a. If the emergency mode has been inadvertently activated, the
flight crew must respond by voice or CPDLC using the
phraseology “ADS-C RESET” and cancel the ADS-C
emergency mode.
b. ATC will assume an emergency situation exists if there is no
confirmation that the activation of emergency mode was
inadvertent and ADS-C emergency reports are still being
received.
6.14.5 When an emergency situation no longer exists, the flight crew
should cancel the ADS-C emergency mode (if activated).
6.15 CPDLC Message Set
6.15.1 Standard message elements are listed in ICAO Doc 10037 -
Global Operational data Link (GOLD) Manual.
6.15.2 The following table contains CPDLC free text message elements
used in Australia.

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AIP Australia 24 MAY 2018 GEN 3.4 - 97

Uplinks - Free text message elements

MESSAGE ELEMENT MESSAGE INTENT RESPONSE

REPORT DISTANCE Instruction to report the present NE

(to/from) (position) distance to or from the specified
position.
CONFIRM POSITION Instruction to report the present NE
position.
CONFIRM ALTITUDE Instruction to report the present NE
level.
CONFIRM TIME OVER Instruction to confirm the NE
REPORTED WAYPOINT previously reported time over the
last reported waypoint.
CONFIRM REPORTED Instruction to confirm the identity NE
WAYPOINT of the previously reported
waypoint.
CONFIRM NEXT Instruction to confirm the identity NE
WAYPOINT of the next waypoint.
CONFIRM NEXT Instruction to confirm the NE
WAYPOINT ETA previously reported estimated
time at the next waypoint.
CONFIRM HEADING Instruction to report the present NE
heading.
IDENTIFICATION ATS advisory that the radar and/ R
TERMINATED or ADS-B service is terminated.
CONFIRM ADS-C ARMED Instruction for the flight crew to R
check that the ADS-C function is
armed.
ADVISE PREFERRED Instruction to advise the preferred R
LEVEL TO CROSS flight level at the specified
[position] position for the flight.
REPORT ETA [position] Instruction to report the estimated R
time of arrival at the specified
position.

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GEN 3.4 - 98 24 MAY 2018 AIP Australia

MESSAGE ELEMENT MESSAGE INTENT RESPONSE

ADS-C INDICATES OFF Instruction to notify of receipt of R

ROUTE. ADVISE any ADS-C report indicating a
INTENTIONS deviation from cleared route and
to request the flight crew to
advise of intentions.
ADS-C INDICATES Instruction to notify of receipt of R
ROUTE NON- any ADS-C report indicating a
CONFORMANCE. ADVISE future deviation from cleared
INTENTIONS route and to request the flight
crew to advise of intentions.
ADS-C ESTIMATES Instruction to notify of receipt of R
APPEAR INACCURATE. any ADS-C report that appears to
CHECK FMS contain inaccurate time estimates
and to request the flight crew to
check FMS.
CHECK AND RESPOND Instruction to check the status of R
TO OPEN CPDLC CPDLC messages and to
MESSAGES respond to unanswered uplink
messages.
EXPECT SELCAL CHECK Notification that a SELCAL check R
HF [frequency] on the specified HF frequency
should be expected.
EXPECT CPDLC Notification that the CPDLC R
TRANSFER AT [time] transfer process will not be
completed at the FIR boundary
and will be delayed until the
specified time. If the CPDLC
transfer is not completed by the
specified time, the flight crew
should manually disconnect and
logon to the next centre.
EXPECT NEXT CENTRE Notification that a CPDLC R
[facility designation]. connection is not required by the
CONTACT WITH [facility next FIR (e.g. due to short
designation] NOT transition time of the next FIR)
REQUIRED and CPDLC connection will be
transferred to the subsequent
FIR.

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AIP Australia 24 MAY 2018 GEN 3.4 - 99
MESSAGE ELEMENT MESSAGE INTENT RESPONSE

REQUEST RECEIVED Notification that the CPDLC R

RESPONSE WILL BE VIA downlink request was received by
VOICE the controller and that any further
communication about the request
will be via voice.
ADS-C INDICATES LEVEL Instruction to notify of receipt of R
DEVIATION. ADVISE any ADS-C report indication a
INTENTIONS deviation from cleared level and
to request the flight crew to
advise of intentions.
REACH [level] BY [time] Instruction that a change of level R
is to continue, but at a rate such
that the specified level is reached
at or before the specified time.
REACH [level] BY [position] Instruction that a change of level R
is to continue, but at a rate such
that the specified level is reached
at or before the specified position.
LEAVE CONTROL AREA Instruction to leave controlled R
DESCENDING airspace on descent.
CRUISE CLIMB Response to a request for a R
PROCEDURE NOT cruise climb. This procedure in
AVAILABLE IN not available.
AUSTRALIAN
ADMINISTERED
AIRSPACE
IDENTIFIED ATS advisory that the aircraft has R
been identified on radar and/or
ADS-B.
REACH [level] BY Instruction that a change of level R
[distance] NM [before/after] is to continue, but at a rate such
[position] that the specified level is reached
at or before the specified distance
before or after the specified
position.

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GEN 3.4 - 100 24 MAY 2018 AIP Australia

MESSAGE ELEMENT MESSAGE INTENT RESPONSE

MELBOURNE [or Notification that the specified R

BRISBANE] CENTRE AT ATS Unit is operating at reduced
REDUCED SYSTEM capacity.
CAPACITY. DISCONNECT
CPDLC
RE-ENTER ADS-B Instruction to check and to re- R
IDENTIFICATION [flight enter the correct ADS-C flight
identification] identification for the flight.
ADS-C REPORTS NOT Notification that ADS-C reports R
RECEIVED. REQUEST are not being received from a
CPDLC POSITION flight and that the flight crew is to
REPORTS report position using CPDLC
position reports.
DO NOT DISCONNECT Instruction to logon to the R
CPDLC. LOGON TO [unit specified ATS Unit without
name] disconnecting CPDLC.
DISCONNECT CPDLC Instruction to disconnect CPDLC. R

95
 APPENDIX 1
AUSTRALIAN AFTN CIRCUITRY
NATIONAL COMMUNICATIONS CENTRE CANBERRA - YSCBYFYX
ATS UNITS IN AUSTRALIA EXTERNAL ORGANISATIONS
Adelaide (YPAD) Australian Maritime Safety Authority (AMSA) (YSMO) LEGEND
AIP Australia

Albury (YMAY) Joint Rescue Coordination Centre (JRCC) (YSARYCYX)

Alice Springs (YBAS)
* Military/civil use
Australian Transport Safety Bureau (ATSB)= (see Note 2)
Archerfield (YBAF) Civil Aviation Safety Authority (CASA) (YSCA) = Fax connection
Avalon (YMAV) Customs (YSCBCUST)
Bankstown (YSBK) Darwin District Airport Inspector (YPDNYDYX)
Brisbane FIR (YBBB)
Bureau of Meteorology (MET) (YMMC)
Brisbane (YBBN)
Airline Company Network (SITA) (WSSSSITX)
Broome (YBRM)
Cairns (YBCS)
Camden (YSCN)
Canberra *COMC/BOF/NOF (YSCB) INTERNATIONAL CENTRES MILITARY UNITS
Christmas Island = (YPXM) Fiji - Nadi (NFFF) Amberley (YAMB)
Coffs Harbour (YCFS) Indonesia - Jakarta (WIII) East Sale (YMES)
Darwin * (YPDN) Johannesburg (FAJS)
Essendon (YMEN)
Edinburgh (YPED)
Nauru Is - Nauru (ANAU)
Gold Coast (YBCG) Nowra (YSNW)
New Guinea - Port Moresby (AYPY)
Hamilton Island (YBHM) New Zealand - Christchurch (NZCH) Oakey (YBOK)
Head Office (YSHO)
24 MAY 2018

Singapore Is - Singapore (WSSS) Pearce (YPEA)

Hobart (YMHB) RAAF AIS (YMMX)
Solomon Islands - Honiara (AGGH)
Jandakot (YPJT)
Karratha (YPKA) USA - Salt Lake City (KSLC) Richmond (YSRI)
Launceston (YMLT) Vanuatu - Port Vila (NVVV) Tindal * (YPTN)
Mackay (YBMK) Williamtown * (YWLM)
Melbourne FIR (YMMM)
Melbourne (YMML)
Moorabbin (YMMB) AIRLINE COMPANIES
Parafield (YPPF)
Japan Airlines
(YBCSJALX)
Perth (YPPH)
Port Hedland (YPPD) Qantas Airlines
(YSSYQFAO)
Rockhampton (YBRK) United Airlines
(YSSYUALO)

95
Sunshine Coast (YBSU) Virgin Australia
(YBBBVOZX)
Sydney (YSSY)
Tamworth (YSTW)
Note 1: There are many supplementary inter-unit AFTN circuits available
Townsville * (YBTL) which are not indicated.
Woomera (YPWR) Note 2: Messages for the ATSB should be directed by Fax to 61-2-6274 6434.
GEN 3.4 - 101
 APPENDIX 2
FULL POSITION REPORT - FORMAT
NR Item Transmit – Voice Notes
GEN 3.4 - 102

95
0 Prefix AIREP SPECIAL When giving MET information, prefix the report AIREP
SPECIAL. AIREP SPECIAL is used whenever SPE-
CIAL conditions are reported even though included in
a routine report. When Section 3 is not included, the
prefix POSITION may be used

SECTION 1: POSITION - All Reports

1 Aircraft [callsign] Aircraft identification as in flight plan or as
Identification amended by ATC
2 Position POSITION [latitude, longitude] “POSITION” only when LAT and LONG used. If imme-
or OVER [place] diately over the place named, report “OVER [place]”.
24 MAY 2018

or ABEAM [place] For domestic flights only “OVER” may be omitted. In

or [place, bearing, distance] controlled airspace report also the distance and direc-
tion abeam, e.g. “NINE MILES ABEAM [place] TO
THE NORTH” or “[place] THREE SIX ZERO ZERO
ONE FIVE.”
3 Time AT [minutes] or [hours and When giving MET information report in hours and min-
minutes] utes UTC. Otherwise, report in minutes past the hour
at the position.
AIP Australia
 4 Flight Level or FLIGHT LEVEL [number] or When not at assigned level, position report shall
Altitude [altitude] FEET (adding, if nec- include present level, and level to which climbing or
essary) CLIMBING/ DESCEND- descending. For domestic flights, “FEET” may be
ING TO FLIGHT LEVEL omitted from altitude reports.
[number] or [altitude] FEET
AIP Australia

5 Next Position NEXT POSITION [place] AT For domestic flights, “NEXT POSITION” may be
and Time Over [minutes] or [hours and min- omitted.
utes]
6 Ensuing FOLLOWING POINT [position] To be included when requested by ATC and, at other
Significant Point times, when the pilot considers it necessary to confirm
to ATS the route being followed.

SECTION 2: OPERATIONAL - When requested by the operator or designated representative, or

when considered necessary by the pilot in command.
24 MAY 2018

7 Estimated Time ESTIMATING ARRIVAL [place]

of Arrival AT [hours and minutes]
8 Endurance ENDURANCE [number]
HOURS [number] MINUTES
SECTION 3: METEOROLOGICAL - When designated, on request, or
when special conditions encountered

95
Items 9 and 10 are required in each report. Items 11 and 12 are required only if the phenomena are encountered
within 10 minutes prior to the time at the position in Item 2. Supplementary information exemplified under Item 11 is
required if, in the opinion of the pilot in command, it is of aeronautical interest or if a special request for any
particular information has been made by MET or ATC.
GEN 3.4 - 103
 9 Air TEMPERATURE PLUS [number] Corrected for instrument error and airspeed.
Temperature or Report only stabilised temperatures in whole degrees
TEMPERATURE MINUS [number] C.
10 Spot Wind or WIND [number] DEGREES Whenever practicable report spot wind, otherwise
GEN 3.4 - 104

95
Mean Wind and [number] KNOTS (MEAN, if MEAN wind between fixes and position of mid-point
Position thereof applicable) or WIND LIGHT AND of sector over which wind was calculated. Position is
VARIABLE (MEAN , if applicable) given in LAT and LONG to nearest whole degree,
and, (if position other than at Item 2) adding N or S, E or W, as appropriate.
POSITION [numbers] (latitude and
longitude).
11 Turbulence TURBULENCE MODERATE (IN Requires prefix “AIREP SPECIAL” and immediate
CLOUD) report when the degree of turbulence is severe.
or Include “IN CLOUD” if applicable. Moderate/ Severe
TURBULENCE SEVERE (IN for specifications see * Note below.
CLOUD)
24 MAY 2018

12 Aircraft Icing ICING MODERATE Requires prefix “AIREP SPECIAL” and immediate
or report when the degree of icing is severe.Moderate-
ICING SEVERE heading or level change desirable. Severe - immedi-
ate heading or level change essential.
AIP Australia
 13 Supplementary RAIN or
Information SNOW or
(a) Present FREEZING RAIN or
Weather FUNNEL CLOUD (waterspouts or
tornado) or
AIP Australia

THUNDERSTORM or
FRONT
(b) Clouds CLOUD SCATTERED or Report type of cloud only if cumulonimbus.
BROKEN or
CONTINUOUS or
CUMULONIMBUS and
BASE FLIGHT LEVEL/ Include levels only if they can be determined accu-
ALTITUDE rately.
and/or
TOP FLIGHT LEVEL/ALTITUDE
24 MAY 2018

(c) Moderate TURBULENCE MODERATE

turbulence or and, (if required) IN CLOUD
moderate icing and/or ICING MODERATE
observed prior and AT [position]
to the last 10
minutes
(d) Weather [description] AT [true bearing Operationally significant echo or echo line, location,

95
radar echoes and distance, changes and/or intensifying or weakening, gaps.
gaps]
GEN 3.4 - 105
 D
(e) Differences OBSERVED [description] FORE- Operationally significant differences only. Position in
between CAST [description] AT [position] whole degrees only if different from that at Item 2.
observed and
forecast
weather
GEN 3.4 - 106

95
*Note Item 11 - The following specifications apply:
Moderate Turbulence. There may be moderate changes in aircraft attitude and/or altitude, but the aircraft remains
under positive control at all times - usually, small variations in air speed - changes in accelerometer readings of 0.5g
to 1.0g at the aircraft’s centre of gravity - difficulty in walking - occupants feel a strain against seat belts - loose
objects move about.
Severe Turbulence. Abrupt changes in aircraft attitude and/or altitude - aircraft may be out of control for short
periods - usually, large variations in air speed - changes in accelerometer readings greater than 1.0g at the
aircraft’s centre of gravity - occupants are forced violently against seat belts - loose objects are tossed about.
24 MAY 2018
AIP Australia
AIP Australia 09 NOV 2017 GEN 3.5 - 1

GEN 3.5 METEOROLOGICAL SERVICES

1. METEOROLOGICAL AUTHORITY
1.1 Meteorological services for civil aviation in Australia and its
territories are provided by the Australian Bureau of Meteorology
(BoM).
Postal Address:
Director of Meteorology
GPO Box 1289
MELBOURNE
VICTORIA Australia 3001
Telegraph Address: METAUST MELBOURNE
Telex Address: AA 30664
Ph: 03 9669 4000
Fax: 03 9669 4699
1.2 Area of Responsibility
The area of responsibility of the Australian BoM covers the
Australian FIRs and Australian external territories in other FIRs.
Meteorological watch for an area or a route is carried out by
officers of the BoM by surveillance of all reports for an area or
route, with the object of amendment of forecasts and/or the
issue of SIGMET and AIRMET advices. Meteorological watch
service is provided to the pilot in command through ATS units.
2. METEOROLOGICAL SERVICES
2.1 Meteorological services are provided by officers of the BoM
within the types of meteorological offices listed below:
a. Aviation Weather Centre (AWC). AWC is located within the
Bureau National Operations Centre (BNOC) at Melbourne
and originates forecasts and warnings for operations above
A100 on domestic air routes and for international operations
within the Australian region.
b. Regional Forecasting Centre (RFC). RFCs are located at
State Capital cities. For aviation requirements, RFCs
originate and obtain warnings, forecasts and other relevant
information for flights with which they are concerned and
maintain a meteorological watch over the aerodromes for
which they are responsible.

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GEN 3.5 - 2 09 NOV 2017 AIP Australia

c. Defence Weather Service Office (DWSO). DWSOs provide

forecasts and warnings for at least the local aerodrome. They
also supply and display meteorological information and
provide briefing and documentation for military aircrew.
d. Meteorological Watch Office (MWO). MWOs are located
within all RFCs. They maintain watch over meteorological
conditions affecting flight operations in assigned areas and
prepare and disseminate SIGMET information relating to
these areas.
e. Meteorological Office (MO). MOs provide a range of
observing and forecasting functions. In particular, local
aviation forecasting services are offered at Cairns and
Canberra. The primary role of other Meteorological offices is
the taking, recording and transmission of surface and upper
air observations. They do not provide meteorological briefing
services to pilots, but may assist, if required, in explaining the
meaning of terms used in forecasts. With prior notice, some
of these offices may be able to assist in arranging to have
documentation available.
f. Airport Meteorological Unit (AMU). Currently, the only AMU
in Australia is located at Sydney Airport. Its main function is
to provide meteorological services for Sydney Airport and
support for air traffic services, and users of Sydney Airport. It
provides a telephone briefing service only.
g. Meteorological Support for the Network Coordination
Centre (NCC). This unit is located within Airservices’ NCC to
provide meteorological support to the centre.
2.2 Meteorological information is available by telephone and
electronic briefing systems from the Network Coordination
Centre (NCC) Pilot Briefing Office, located in Canberra. Contact
details are:
Airservices Pilot Briefing Office
GPO Box 367
CANBERRA ACT 2601
Ph: +61 2 6268 5062
Fax: +61 2 6268 5033

93
AIP Australia 09 NOV 2017 GEN 3.5 - 3
2.3 METAR, SPECI, TTF and TAF will generally be encoded using
the international weather code listed at Section 13. When these
messages are passed to pilots verbally, limited plain language
will be used. See Section 12. for other details relating to the
decoding of aerodrome weather forecasts.
2.4 ATS Meteorological Information Service
The ATS meteorological information service is contained within
the Flight Information Service (FIS) described in GEN 3.3
Section 2.
3. AVIATION FORECASTS
3.1 Interpretation and Use of Forecasts
The specific value of any of the meteorological elements given in
a forecast shall be understood to vary due to the limitations of
forecasting techniques and limitations caused by the definition of
some of the elements. The recipient shall understand that any
specific element in a forecast will be the probably value which
the element is likely to assume during the period of the forecast.
Similarly, when the time of occurrence or change of an element
is given in a forecast, this time shall be understood to be the
probably time which is likely during the period of the forecast.
3.2 Graphical Area Forecasts (GAF) for Operations Surface to
10,000FT
3.2.1 These domestic forecasts are issued for aircraft operations at or
below 10,000FT. They comprise of an image and supporting text
detailing the meteorological conditions. More details are
provided in Section 18. GAFs are prepared and issued for the 10
areas as detailed on AUS PCA and shown on the following
page, at times covering periods set out in para 18.2, using
abbreviations detailed in para 18.3.
D

93
GEN 3.5 - 4 09 NOV 2017 AIP Australia

Forecasts for critical locations are included in some GAFs.

These are Bowral (BWL - NSW-E), Mt Victoria (MVI - NSW-E),
Murrurundi (MUI - NSW-E) and Kilmore Gap (KMG - VIC).
Aerodrome Weather Reports (AWRs), i.e. METAR/SPECI and
AWIS, are only available for MUI and KMG. However, AWRs
from Moss Vale (MSV) and Mount Boyce (MTB) typically provide
representative observations for BWL and MVI respectively.
A Flight Forecast (text based forecasts) may be issued for any
part of a flight for which a routine GAF is not prepared.
3.2.2 These forecasts are available from the ATS automated briefing
systems and briefing offices listed in ERSA GEN.
3.3 Forecasts for Operations Above 10,000FT
3.3.1 These forecasts are issued in chart form for aircraft operations
above 10,000FT. They are issued for the area and at times
covering the periods set out in Section 19. and utilise symbols
and abbreviations to depict significant meteorological conditions,
and grid-point winds and temperatures as detailed in para 21.
3.3.2 They are available from the ATS automated briefing systems
NAIPS-AVFAX or charts, ATS briefing offices by telephone or
facsimile, and MET offices.

93
AIP Australia 09 NOV 2017 GEN 3.5 - 5
3.3.3 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).
3.4 Aerodrome Forecasts
3.4.1 Aerodrome forecasts (TAF) are a statement of meteorological
conditions expected for a specified period in the airspace within
a radius of 5NM of the ARP.
3.4.2 The TAF service is typically provided in accordance with the
aerodrome’s TAF category, the category being determined by
the aerodrome type (refer to para 3.4.3).
3.4.3 Category description and routine TAF service are as follows:
Category Aerodrome Type Routine TAF Service
A International. Issued 6 hourly, valid for 24 or 30
hours.
Commencement times 00, 06, 12
and 18 UTC.
B Large: Issued 6 hourly, valid for 12 or 18
Passengers > 150 000 hours.
or Commencement times 00, 06, 12
Movements > 75,000 and 18 UTC.
C Medium: Issued 6 hourly, typically valid for 12
Passengers > 50,000 hours.
or Commencement times are 02, 08, 14
Movements > 10,000 and/or 20 UTC, except in Western
Australia where commencement
times are 04, 10, 16 and/or 22 UTC.
D Small: Issued 6 or 12 hourly, valid for up to
Aerodromes meeting 12 hours.
passenger and move- Commencement times are typically
ment thresholds, or 20 and/or 02 UTC, except in Western
other operational crite- Australia where commencement
ria. times are typically 22 and/or 04 UTC.
Note 1: Commencement times for C and D TAFs will be one hour
earlier in States using Daylight Saving.

93
GEN 3.5 - 6 09 NOV 2017 AIP Australia

Note 2: TAF will be provided upon request for other locations in

support of SAR and emergency flights.
Note 3: The content of TAF, and locations for which TAF are
issued and their categories, are given in section 15. and 16.
3.5 Airport Weather Briefings (AWB)
3.5.1 Airport Weather Briefings (AWB) are provided for Brisbane
(YBBN), Melbourne (YMML), Adelaide (YPAD), Perth (YPPH)
and Sydney (YSSY) aerodromes only. The AWB is provided to
expand on the information provided in the TAF. Once issued, it is
not amended or updated.
3.5.2 AWBs are issued as follows. For YSSY, the AWB is issued after
each routine TAF issuance, i.e. they are issued four times per
day. For the other locations, the AWBs are issued only after
issuance of the 18Z and 06Z TAFs, i.e. they are issued twice a
day.
3.5.3 The Thunderstorm Potential section gives the probability of
thunderstorms occurring within the Terminal Area of major
airports. The Outlook section gives a brief description of the
weather for the following two or three days based on the Public
Weather forecasts. The Other Possibilities section of the AWB
includes comments on possibilities, other than thunderstorms,
that may occur during the validity of the TAF.
This will particularly include low probabilities of fog. It can
include conditions that have a less than 30% chance of
occurring, or if there is uncertainty as to the timing of the event.
3.6 Trend Forecast (TTF)
3.6.1 TTFs are prepared for the following locations:
Adelaide, Amberley, Brisbane, Darwin, Cairns, Canberra, East
Sale, Melbourne, Nowra, Oakey, Pearce, Perth, Sydney, Tindal,
Townsville and Williamtown.
Note: The provision of TTF at some aerodromes is limited to
routine flights only. METAR/SPECI is normally available outside
these hours.

93
AIP Australia 24 MAY 2018 GEN 3.5 - 7
3.6.2 TTF is defined as an aerodrome weather report (METAR/
SPECI) to which a statement of trend is appended. The TTF
relates to weather conditions expected to affect the aerodrome
of origin for the validity period of the forecast. The validity period
is normally three hours, commencing at the time of observation.
However, where the TTF service is not a 24 hour service, the
validity period will be less than three hours during the last three
hours of service. The end time of this shortened validity period
will be indicated in the remarks section, e.g. USE TAF FOR
ARRIVAL AFTER 0800Z.
3.6.3 The TTF supersedes the TAF for its validity period and is the
current forecast for pilots of aircraft whose arrival time falls within
the validity period. It should be noted that PROB is not used in
TTF (but is included in TAF). For aerodromes where the TTF
service is not a 24 hour service, the TAF will become the valid
forecast from the time indicated in the remarks section of the
TTF, e.g. USE TAF FOR ARRIVAL AFTER 0800Z. For pilots
whose arrival time falls outside the TTF validity period, the TAF
is the current forecast.
3.6.4 Where applicable, TTF replaces TAF and present weather in
VOLMET broadcasts.
3.7 Forecast Abbreviations and Terms
3.7.1 In reports, forecasts and Graphical Area Forecasts, the amount
of cloud will be indicated by the following abbreviations:
SKC = SKY CLEAR
FEW = 1 TO 2 OKTAS
SCT = 3 TO 4 OKTAS
BKN = 5 TO 7 OKTAS
OVC = 8 OKTAS
NSC and CAVOK = NIL SIGNIFICANT CLOUD
3.7.2 The only cloud types that are included in aeronautical code
format are towering cumulus (TCU) and cumulonimbus (CB).
Forecasts such as GAFs will also include cloud types other than
CB and TCU when appropriate.
3.7.3 In the case of CB and TCU cloud, the amount will be indicated in
“non-aerodrome” type forecasts as follows:

95
GEN 3.5 - 8 24 MAY 2018 AIP Australia

ISOL – ISOLATED – for individual CB and/or TCU over an

area with a maximum spatial coverage of
up to 50%
OCNL – OCCASIONAL – for well-separated CBs and/or TCUs
over an area with spatial coverage of
50-75%
FRQ – FREQUENT – for CBs and/or TCUs with little or no
separation over an area with spatial
coverage greater than 75%

3.7.4 >10KM is used in the visibility section of GAFs to indicate a

visibility greater than or equal to 10KM over the entire area.
When weather elements are forecast to reduce the visibility
below 10KM, the weather and associated visibilities are given.
Note that the visibility remains greater than or equal to 10KM in
parts of the area unaffected by those elements.
3.7.5 TEMPO and INTER indicate significant variations, from the
previously given mean conditions, of a temporary or intermittent
nature, expected during the period which is given in the TAF
format ddhh/ddhh, e.g. 0108/0114 (from 08 until 14 UTC on the
1st), or the TTF format hhmm/hhmm, e.g. 0630/0900 (from 0630
until 0900 hours UTC).
TEMPO is used when variations from the forecast mean
conditions are expected to last for periods of 30 minutes or more
but less than 60 minutes in each instance, and which in the
aggregate are not expected to cover more than half the given
period, i.e: the variations take place sufficiently infrequently such
that the mean conditions remain those of the preceding part of
the forecast.
INTER is used when variations from the forecast mean
conditions are expected to last for periods less than 30 minutes
in each instance and which, in the aggregate, are not expected
to cover more than half the given period, i.e: the variations take
place throughout the period sufficiently infrequently such that the
mean conditions remain those of the preceding part of the
forecast.

95
AIP Australia 09 NOV 2017 GEN 3.5 - 9
3.7.6 The change groups FM (from) and BECMG (becoming) are used
to specify significant changes (both deteriorations and
improvements) from the preceding information that are more
lasting in nature. FM is used when rapid changes are expected
at the specified time, and is given in the TAF format FMddhhmm,
e.g. FM301000 (from 1000 UTC on the 30th), or the TTF format
FMhhmm, e.g. FM1815 (from 1815 UTC). BECMG is given only
in TAF and is used when the changes are expected to develop
at a regular or irregular rate during the specified time period, and
is given in the format BECMG ddhh/ddhh, e.g. BECMG 3010/
3011 (between 10 and 11 UTC on the 30th). In both cases, the
new conditions will continue until the end of the validity period of
the TAF/TTF, or until replaced by another FM or BECMG.
3.7.7 PROB% is used in TAF to indicate an expected 30 or 40%
probability of occurrence. PROB is not used in TTF.
3.8 Cloud Height Datum
3.8.1 In aerodrome and trend forecasts, cloud heights are given above
aerodrome elevations. In other forecasts, heights are expressed:
a. as a flight level; or
b. with reference to mean sea level.
3.9 Forecast Amendments
3.9.1 Amendments to forecasts are issued as necessary when
changes are expected during the period of validity of a given
forecast.
3.10 Wind Shear Warning Service
3.10.1 Aircraft reports of wind shear encountered during climb and
descent are the primary means of detecting wind shear. The
MET forecasting office provides advice, when possible, on the
likely duration of the event and forecast low level winds.
3.10.2 Where wind shear has been observed and reported, or when
from a consideration of the meteorological situation it is
assessed as a risk, then a WIND SHEAR WARNING is issued.
Wind Shear Warnings for an event will specify a validity period,
and sequence numbers will be assigned to each warning
associated with an event. A Wind Shear Warning will be
cancelled when wind shear is no longer expected. This service is
provided at Cairns, Brisbane, Sydney, Melbourne, Adelaide,
Darwin, Perth, Hobart and some Defence locations.

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 GEN 3.5 - 10 09 NOV 2017 AIP Australia

3.10.3 When wind shear is forecast or reported by pilots at an intensity

greater than “light”, this information, together with a forecast low
level wind, will be included on the ATIS at any of the above
aerodromes.
4. METEOROLOGICAL REPORTS
4.1 Aerodrome Weather Reports
Are reports of observations of meteorological conditions at an
aerodrome. The reports are generated by electronic recording
devices called Automatic Weather Stations (AWS) and may
have manual input by approved observers. Manual input of
visibility, weather and cloud is for an area within a radius of
approximately 5NM of the ARP.
4.1.1 Owing to the variability of meteorological elements in space and
time, to limitations of observing techniques and to limitations
caused by the definitions of some of the elements, the specific
value of any of the elements given in a report shall be
understood by the recipient to be the best approximation to the
actual conditions at the time of observation.
4.2 Routine Reports (METAR)
Are issued at fixed times, hourly or half hourly, and are made
available at preflight briefing or on request to aircraft in flight
(METAR/SPECI composition is detailed in para 12.).
D
4.3 Special Reports (SPECI)
Aerodrome weather reports are issued whenever weather
conditions fluctuate about or are below specified criteria.
4.3.1 At staffed stations, SPECI reports are issued when either of the
following conditions are present:
a. when there is BKN or OVC cloud covering the celestial dome
below an aerodrome’s highest alternate minimum cloud base
or 1,500FT, whichever is higher; or
b. when the visibility is below an aerodrome’s highest alternate
minimum visibility or 5,000M, whichever is greater.
At non-staffed stations with cloud and visibility sensors, SPECI
for cloud and visibility based on output from these sensors may
also be issued.

93
AIP Australia 09 NOV 2017 GEN 3.5 - 11
4.3.2 SPECI may also be issued under the following conditions:
a. wind:
(1) when mean direction changes by 30° or more, the mean
speed before or after the change being 20KT or more;
or
(2) when the mean speed changes by 10KT or more, the
mean speed before or after the change being 30KT or
more; or
(3) when gusts vary by 10KT or more from a mean speed of
15KT or more; or
(4) when a gust exceeds the last reported gust by 10KT or
more.
b. other conditions:
(1) when any of the following begins, ends or changes in
intensity - thunderstorm, moderate or heavy
precipitation, freezing precipitation, duststorm,
sandstorm, funnel cloud (tornado or waterspout), low
drifting or blowing dust, sand or snow, freezing fog;
(2) at the incidence of any other phenomena likely to be
significant to the operation of an aircraft;
(3) when the QNH altimeter setting changes by 2HPA or
more;
(4) when the temperature changes by 5°C or more.
4.4 Takeoff and Landing Reports
Are provided at aerodromes where a control tower is
established. This service may also be provided by a CA/GRS or
UNICOM, details of which can be obtained in ERSA.
4.4.1 Takeoff and landing reports are included on ATIS, where
available, or passed to aircraft reporting taxiing or inbound.
Takeoff 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;

93
 GEN 3.5 - 12 09 NOV 2017 AIP Australia

e. visibility, if significant - in metres up to and including 5,000M,

above this value in KM. A visibility greater than 10KM is given
as “VISIBILITY GREATER THAN 10KM”;
f. additional items, i.e. extent of cloud below the main ceiling,
disposition and intensity of rain, reported turbulence area,
presence of freezing fog, etc;
g. CAVOK - when the following conditions are observed to occur
simultaneously:
(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 towering
cumulus at any height; and
(3) Nil significant weather, i.e: none of the weathers listed at
section 13.
When the term CAVOK is used, the elements d, e and f
will not be advised.
4.4.2 The meteorological information provided by Air Traffic
Controllers may be obtained by observation of the whole horizon
or only the area that will contain the probable flight path of an
aircraft. Reports based on AWS data will be limited to wind
direction and velocity, QNH and temperature, except when a
qualified observer at the aerodrome provides visually observed
information.
D
4.5 Approved Observers
4.5.1 “Approved Observers” are officers of the BoM, Air Traffic
Controllers, and other persons on the ground approved for the
purpose by the BoM and/or the CASA.
4.5.2 For the purpose of observing visibility for takeoff and landing at
an aerodrome, the pilot in command shall be deemed an
approved observer for that flight.
4.6 Observing Point
4.6.1 The location of the observing point for the aerodrome weather
reports is such that the meteorological conditions observed
within visual range, or interpreted from instruments at that point,
are representative of conditions at the aerodrome.

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AIP Australia 24 MAY 2018 GEN 3.5 - 13
4.7 Aircraft Weather Reports
4.7.1 The pilot in command of an aircraft is required to observe and
report en route meteorological conditions as prescribed in
Section 6.2 and, for aircraft equipped with AMDAR,
Section 11.3. For this purpose, he/she is deemed an approved
observer.
4.7.2 In addition to requirements for special AIREP reports concerning
MET conditions likely to affect the safety of other aircraft, pilots
in command of flights, in areas where ground meteorological
reports are scanty, are encouraged to report observations of
MET conditions which they consider will assist in the provision of
meteorological services.
5. METEOROLOGICAL ADVICES
5.1 SIGMET
5.1.1 SIGMET is a concise description of the occurrence or expected
occurrence, in an area over which area meteorological watch is
maintained, of specified phenomena which may affect the safety
of aircraft operations. They are issued for the following
phenomena:

Phenomenon Code Used

Obscured thunderstorms OBSC TS
Embedded thunderstorms EMBD TS
Frequent thunderstorms FRQ TS
Squall line thunderstorms SQL TS
Obscured thunderstorms with hail OBSC TSGR
Embedded thunderstorms with hail EMBD TSGR
Frequent thunderstorms with hail FRQ TSGR
Squall line thunderstorms with hail SQL TSGR
Tropical Cyclone TC
Severe turbulence SEV TURB
Severe icing SEV ICE
Severe icing due to freezing rain SEV ICE (FZRA)
Severe mountain wave SEV MTW
Heavy duststorm HVY DS
Heavy sandstorm HVY SS
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GEN 3.5 - 14 24 MAY 2018 AIP Australia

Phenomenon Code Used

Volcanic ash VA
Radioactive cloud RDOACT CLD

5.1.2 SIGMET for thunderstorms are only issued when the

thunderstorms are:
a) obscured (OBSC) by haze or smoke and cannot be
readily seen;
b) embedded (EMBD) within cloud layers and cannot be
readily recognised. The area affected would be of the
order of at least 3,0002NM over areas that currently
receive a GAF and at least 7,2002NM over remaining
areas;
c) frequent (FRQ) with little or no separation between
adjacent storms and covering more than 75% of the
area affected. The area affected would be of the order of
at least 3,0002NM over areas that currently receive a
GAF and at least 7,2002NM over remaining areas; or
d) squall line (SQL) thunderstorms, i.e: thunderstorms
along a line of about 100NM or more in length with little
or no separation between clouds.
5.1.3 SIGMETs for thunderstorms do not include reference to
cumulonimbus clouds or associated icing and turbulence as their
presence is implied.
5.1.4 SIGMETs for tropical cyclones include reference to the height of
cumulonimbus tops but no reference is made to thunderstorms
and associated icing and turbulence as their presence is implied.
5.1.5 SIGMETs for mountain waves are issued when accompanying
downdrafts of 600FT/MIN or more are estimated.
5.1.6 SIGMET for turbulence refers to low-level turbulence associated
with strong surface winds, to rotor streaming or to turbulence
near jet streams.
5.1.7 Pilots in command of aircraft encountering any of the above
phenomena for which a SIGMET has not been issued must
report details of the phenomenon in an AIREP SPECIAL.

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AIP Australia 24 MAY 2018 GEN 3.5 - 15
5.1.8 SIGMETs are issued by MET forecasters and disseminated by
ATS as an element of ATC initiated FIS to aircraft operating on
routes or in areas likely to be affected. This information will
normally relate the phenomenon reported to designated
reporting points, and where possible will indicate the area in
which the phenomenon exists.
5.1.9 SIGMET for volcanic ash cloud and tropical cyclones is issued
for the whole of Melbourne and Brisbane FIRs (YMMM and
YBBB).
5.1.10 SIGMET for turbulence or icing above 10,000FT are issued for
the whole of YBBB, and for YMMM to 50°S, extending
throughout YMMM south of 50°S upon request (See diagram
below for Australia FIRs).
5.1.11 SIGMET for thunderstorms are issues for the whole of YBBB,
and YMMM to 50°S.
5.1.12 SIGMET for phenomena at and below 10,000FT (other than
thunderstorms, tropical cyclones and volcanic ash) are issued
for the shaded area shown below and the remainder (including
south of 50°S) upon request.

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 GEN 3.5 - 16 24 MAY 2018 AIP Australia
D
5.2 SIGMET Format
5.2.1 The format for SIGMET is shown below:

5.2.2 FIR gives the abbreviation of the Flight Information Region

(YMMM or YBBB) for which the SIGMET is issued.
5.2.3 The message identifier is SIGMET.
5.2.4 The three character sequence number (e.g. A01) consists of:
a. A single character that will be assigned to the SIGMET event
(e.g. severe icing). This character will be used for any
subsequent SIGMETs issued for that event within the FIR.
There will not be two Australian SIGMETs current with the
same character even for an event which is occurring across
the two FIRs (refer examples at 5.2.13).
b. A two digit number, being a sequential count of the number of
SIGMETs issued for the event within the FIR.
5.2.5 The validity period is given in the format DDHHMM/DDHHMM
where DD is the day of the month and HHMM is the time in
hours and minutes UTC. The period of validity should not be
more than six hours for VA and TC SIGMET, and not more than
four hours for other phenomena.
5.2.6 The originating office gives the ICAO location indicator for the
BoM off issuing the SIGMET, i.e. one of the following:
YPRM Adelaide
YPRF Perth
YBRF Brisbane
YSRF Sydney
YPDM Darwin
YMRF Melbourne

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AIP Australia 24 MAY 2018 GEN 3.5 - 17
YMHF Hobart
YMMC Aviation Weather Centre Melbourne
5.2.7 FIR gives the code and full name of the Flight Information
Region for which the SIGMET is issued.
5.2.8 The meteorological information provides the following:
a) type of phenomenon
b) phenomenon observed or forecast
c) location, both horizontal and vertical extent
d) movement or expected movement
e) expected change in intensity
f) forecast position at the end of the validity period or at
the OBS + 6HR position (only for VA).
Note 1: the polygon given is the geographic position of the
phenomenon at the beginning of the validity period.
Note 2: the first point of a polygon may not be repeated when
describing the horizontal extent of an event.
Note 3: the vertical extent of an event will be given in feet AMSL
for levels at and below 10,000 feet (e.g. 9,000FT); and in flight
levels for levels above 10,000 feet (e.g. FL110).
Note 4: when an event straddles the boundary of the FIRs a
SIGMET for each FIR will be issued, and the horizontal extent of
the event given in each SIGMET will be the same.
5.2.9 If during the validity period of a SIGMET, the phenomenon is no
longer occurring or is no longer expected, the SIGMET is
cancelled by issuing a SIGMET with the abbreviation CNL,
followed by the sequence number and validity of the SIGMET
being cancelled, in lieu of meteorological information.
Cancellation SIGMET can be issued for a commencement time
in the future.
5.2.10 The Remarks (RMK) line includes the following information:
a) a two letter location designator to provide a quick
reference on the general location of the phenomenon
b) reference to any SIGMET in adjoining FIR (YMMM or
YBBB) that is current for the same event.

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GEN 3.5 - 18 24 MAY 2018 AIP Australia

5.2.11 The two letter location designator will be one of the following:
BN for events in YBBB north of 30° south
BS for events in YBBB south of 30° south
BB for events in YBBB that cross 30° south
MW for events in YMMM to the west of 130° east
ME for events in YMMM east of 130° east
MM for events in YMMM that cross 130° east
The areas covered by these designators are also shown in the
following diagram:

5.2.12 Reference to another SIGMET cancels a current SIGMET.

SIGMET current for the same event in the adjoining Melbourne
or Brisbane FIR (i.e: when the event straddles the boundary of
YMMM and YBBB).
5.2.13 Examples
The first example is a SIGMET for a turbulence event which is
initially confined to YBBB. The second and third SIGMETs are
subsequently issued because the extent of the turbulence is
expected to move south and straddle the boundary of YMMM
and YBBB. Note that the description of the horizontal extent of
the event is the same in both SIGMETs. The fourth and fifth
SIGMETs cancel C02 and D01 as the intensity of the turbulence
has weakened and no longer requires a SIGMET.
Example of a SIGMET for turbulence which is initially confined to
YBBB.

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AIP Australia 24 MAY 2018 GEN 3.5 - 19
1. YBBB SIGMET C01 VALID 100800/101200 YBRF-YBBB
BRISBANE FIR SEV TURB FCST WI YMNY-YJAK-YEUO-
YTHY SFC/9000FT MOV S 15KT NC
RMK: BN
Examples of SIGMETs issued when the turbulence straddles the
boundary of YMMM and YBBB.
2. YBBB SIGMET CO2 VALID 101200/101600 YBRF-YBBB
BRISBANE FIR SEV TURB FCST WI YARY-YTIB-YWAG-
YEMG 2000/9000FT MOV S 15KT WKN
RMK: BN
3. YMMM SIGMET D01 VALID 101200/101600 YSRF-YMMM
MELBOURNE FIR SEV TURB FCST WI YARY-YTIB-YWAG-
YEMG 2000/10000FT MOV S 15KT WKN
RMK: ME
Examples of cancelling SIGMETs
4. YBBB SIGMET C03 VALID 101500/101600 YBRF-YBBB
BRISBANE FIR CNL SIGMET C02 101200/101600
RMK: BN
5. YMMM SIGMET D02 VALID 101500/1600 YSRF
YMMM MELBOURNE FIR CNL SIGMET D01 101200/101600
RMK: ME
5.2.14 Graphical representations of text SIGMETs are also available in
NAIPS Flight Briefing. The polygon shown is the geographical
position of the phenomenon at the beginning of the validity
period. This product is intended for situational awareness, and
the text SIGMET should be used for flight planning purposes.
Coverage of this product is limited to those areas in the
Australian FIRs given in sections 5.1.9, 5.1.10 and 5.1.11.
5.2.14.1 The following three graphics will be automatically generated and
issued every 10 minutes and when a text SIGMET is issued:
a) Low level SIGMETs (affecting airspace below FL100);
b) High level SIGMETs (affecting airspace above FL100);
and
c) All SIGMETs
When the vertical extent of a phenomenon crosses FL100, the
SIGMET will be shown in all three graphics. The graphics will be
issued even if there are no text SIGMETs current.

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 GEN 3.5 - 20 24 MAY 2018 AIP Australia

5.2.14.2 A graphical example is given below. The associated text

SIGMETs are also given.

1. YMMM SIGMET B01 VALIS 240040/240440 YMHF - YMMM

MELBOURNE FIR SEV TURB FCST WI LRP-LKEC-4300S
14900E-SEC-YMSY SFC/8000FT STNR INTSF
RMK: ME
2. YMMM SIGMET J06 VALID 232145/240145 YPRF-YMMM
MELBOURNE FIR EMBD FCST WI S2500 E12400-S2350
E11840-S2110 E11600-S1958 E12100-S2130 E12820 TOP
FL450 STNR NC
RMK: MW
3. YBBB SIGMET I06 VALID 232145/240145 YPRF-YBBB
BRISBANE FIR EMBD TS FCST WI S2500 E12400-S2350
E11840-S2100 E11600-S1958 E12100-S2130 E12820 TOP
FL450 STNR NC
RMK: BN
5.2.14.3 A decode of the information in the western-most box given in the
graphic above as follows:

D
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AIP Australia 24 MAY 2018 GEN 3.5 - 21

Symbol Description
450 Upper limit of SIGMET (FL450)
Phenomenon symbol (Thunderstorm)

SFC Lower Limit of SIGMET (Surface)

EMBD Thunderstorm descriptor (Embedded)
J06 SIGMET number
232145/240145 SIGMET validity
NC Expected change in intensity
(No change)

5.2.14.4 A full decode of the phenomenon symbols used in these images

can be found at section 23.
5.2.14.5 There will be multiple SIGMETs displayed for the one
phenomenon when an extended (EXTD) SIGMET is first issued
and the previous SIGMET (for the same phenomenon) is yet to
expire; when a NEW SIGMET is first issued in response to a
significant change to an event given in a previous SIGMET, and
the previous SIGMET is yet to be cancelled; and when a
SIGMET includes a second forecast location.
5.2.14.6 If a text SIGMET cannot be rendered graphically, it will be
displayed in text format on the graphic.
5.3 AIRMET
5.3.1 AIRMET information concerns the occurrence or expected
occurrence, in an area over which meteorological watch is being
maintained, of one or more of the following phenomena when
the phenomena have not been included in a current GAF.

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GEN 3.5 - 22 24 MAY 2018 AIP Australia

Weather Element/ Criteria

Phenomenon
Visibility – Widespread areas of visibility of less
than 8,000M over an area of at least
3,000NM2; or
– Visibility of less than 5,000M in areas
of high traffic density
Cloud – Widespread areas of cloud coverage
of BKN or OVC below 1,500FT AGL
over an area of at least 3,000NM2; or
– Cloud coverage of BKN or OVC
below 1,000FT AGL in areas of high
traffic density; or
– Any cumulonimbus or towering
cumulus cloud
Weather – Isolated and occasional
thunderstorms (with and/or without
hail); or
– Moderate icing (not issued separately
when icing occurs in convective
clouds); or
– Moderate turbulence (not issued
separately when turbulence occurs in
convective clouds); or
– Moderate mountain waves
Freezing Level – Significant change in freezing level
(change of 2,000FT or more)

5.3.2 AIRMET information, which concerns phenomena of a lesser

degree of severity than SIGMET information, is given to aircraft
operating at or below 10,000FT.
5.3.3 AIRMET information is issued by MET forecasters and
disseminated by ATS as an element of ATC initiated FIS, to
aircraft operating on routes or in areas likely to be affected. It will
indicate the locality or area in which the phenomena exist or are
expected to exist.
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.

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AIP Australia 01 MAR 2018 GEN 3.5 - 23
Note: AIRMET information is additional to SIGMET information,
which is issued to all aircraft types.
5.3.5 AIRMET Format
The coding format of an AIRMET will mostly follow the ICAO
Annex 3 format, including the following specifics:
(1) two digit number providing sequential count of the
number of AIRMET issued per FIR since 0001UTC in
the day concerned
(2) The validity period of an AIRMET shall not exceed 4
hours; and
(3) Inclusion of a remark ('RMK') line, to list the identifiers of
GAFs that are impacted by the AIRMET. In addition,
‘SEE ALSO YXXX will be included when cross-
referencing of AIRMET messages is required to any
matching AIRMET in the other FIR.
5.3.6 AIRMET Structure
The structure of an Australian AIRMET is shown as follows:

5.3.6.1 Location Indicator

ICAO location indicator of the Australian Flight Information
Region (YMMM or YBBB) for which AIRMET is issued.
5.3.6.2 Message ID
The message identifier is “AIRMET”
5.3.6.3 Sequence Number
A two-digit sequence number corresponding to the number of
AIRMET messages issued within a FIR since the last 0001UTC,
commencing at 01.
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GEN 3.5 - 24 01 MAR 2018 AIP Australia

5.3.6.4 Validity period

The validity period is given in the format DDHHMM/DDHHMM,
where DD is the day of the month and HHMM is the time in
hours and minutes in UTC.
5.3.6.5 Issuing Office
The issuing office gives the ICAO indicator for the BoM office
issuing the AIRMET, i.e. one of:
YPRM Adelaide
YMRF Melbourne
YBRF Brisbane
YPDM Darwin
YPRF Perth
YMHF Hobart
YSRF Sydney
5.3.6.6 FIR
The abbreviation and full name of the Flight Information Region
for which the AIRMET is issued.
5.3.6.7 Phenomenon
The description of the phenomenon consists of a qualifier and a
phenomenon abbreviation.
5.3.6.8 Observed/Forecast
Indication of the element Observed or Forecast OBS [AT
<GGggZ>] or FCST
5.3.6.9 Location
The location of the phenomenon can be depicted as a single
location, where <CCCC> is an approved PCA location or it can
be depicted as an area bounded by a series of PCA locations or
coordinate points.
5.3.6.10 Level
The vertical extent of the phenomenon.
5.3.6.11 Movement
Movement or expected movement, where the direction is given
with reference to one of the 16 compass radials and speed is
given in knots (KT). The abbreviation STNR (stationary) is used
if no significant movement is expected.

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AIP Australia 24 MAY 2018 GEN 3.5 - 25
5.3.6.12 Intensity Change
The expected evolution of the phenomenon’s intensity is
indicated by one of the following abbreviations:
INTSF: intensifying
WKN: weakening
NC: no change
5.3.6.13 Remark
The remark (RMK) line includes additional information regarding
an AIRMET message, such as:
– list of GAF identifiers the AIRMET message applies to;
and/or
– cross-referencing AIRMET messages when a
phenomenon straddles the FIR boundary;
– any additional information deemed necessary.
5.3.6.14 In addition to the above, AIRMETs have the following
procedural/format requirements:
(i) AIRMETs will not be issued to notify of improvements to
weather in GAFs (corrected GAFs can be issued);
(ii) AIRMETs can be issued per GAF or per phenomena
(Note: when crossing FIR boundary a separate AIRMET
is issued for each FIR) at the forecaster’s discretion; and
(iii)An AIRMET will be cancelled when the phenomenon for
which the AIRMET has been issued is included in the
valid GAF(s) even if the commencement of the AIRMET
is in the future.
(iv)If during the validity period of an AIRMET, the
phenomenon is no longer occurring or is no longer
expected, the AIRMET is cancelled by issuing an
AIRMET with the abbreviation CNL, followed by the
sequence number and validity of the AIRMET being
cancelled. Cancellation AIRMET can be issued for a
commencement time in the future.

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GEN 3.5 - 26 24 MAY 2018 AIP Australia

5.3.7 AIRMET EXAMPLES

a) AIRMET for fog
YMMM AIRMET 01 VALID 231400/231800 YSRF –
YMMM MELBOURNE FIR SFC VIS 0300M (FG) FCST WI
YORG – KIAN – YBOM – YSCN SFC/0600FT STNR NC
RMK: GAF NSW-E
b) AIRMET for thunderstorms
YMMM AIRMET 02 VALID 190530/190930 YPRM –
YMMM MELBOURNE FIR ISOL TS OBS AT 0525Z WI YCFH -
YMRE - YCBP - YALA TOP ABV 10000FT MOV S 05KT NC
RMK: GAF SA
c) AIRMET for Melbourne FIR:
YMMM AIRMET 06 VALID 230800/231200 YSRF –
YMMM MELBOURNE FIR MOD TURB FCST WI YCTM – YBIA
– YGFN – YSNW SFC/8000FT MOV E 05KT NC
RMK: GAF NSW-E SEE ALSO YBBB 10
d) AIRMET for Brisbane FIR:
YBBB AIRMET 10 VALID 230800/231200 YSRF –
YBBB BRISBANE FIR MOD TURB FCST WI YCTM – YBIA –
YGFN – YSNW SFC/8000FT MOV E 05KT NC
RMK: GAF NSW-E SEE ALSO YMMM 06
e) AIRMET for change to freezing level
WAAU21 ASRF 030638
YBBB AIRMET 03 VALID 030656/031056 YSRF-
YBBB BRISBANE FIR FZ LVL OBS WI YBOM - YSWG - YSDU
- YSCO
8000FT STNR NC
RMK: GAF NSW-E
f) Cancel AIRMET for Example b)
YMMM AIRMET 07 VALID 190830/190930 YPRM –
YMMM MELBOURNE FIR CNL AIRMET 02 190530/190930
RMK: GAF SA
5.4 Volcanic Activity
5.4.1 General. Many volcanoes to the North and East of Australia are
active. This activity is monitored by local authorities, pilots and
by the Darwin Volcanic Ash Advisory Centre (VAAC) operated
by the Bureau of Meteorology. During reported activity, the
following procedures will be adopted (pilots should be aware that
a volcano can erupt without notice):

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AIP Australia 24 MAY 2018 GEN 3.5 - 27
a. Notification of Airborne Volcanic Ash Clouds. During
flight planning, pilots of aircraft proceeding towards known
areas of volcanic activity will be issued current NOTAM and
SIGMET information. The Darwin VAAC will issue a “Volcanic
Ash Advisory” 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 reference
number)
(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 for
volcano)
(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 VA CLD (horizontal & vertical extent of observed or
estimated ash cloud; and direction and speed of
movement 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)
(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.
Prolonged Volcanic Activity. In conjunction with neighbouring
States, temporary airspace and airways will be established to
avoid hazardous areas, and notified by NOTAM.

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GEN 3.5 - 28 24 MAY 2018 AIP Australia

5.4.2 Pilot Reports. Pilots of aircraft crossing or intending to cross

countries in SE Asia and the SW Pacific which promulgate active
volcano NOTAM, SIGMET or ADVICES should refer to
APPENDIX 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 information
is promulgated to assist pilots in the avoidance of hazardous
weather, particularly volcanic ash cloud and phenomena
associated with thunderstorms - icing, hail and turbulence.
6.1.2 Meteorologists are responsible for the observation of weather
phenomena and forecasting their occurrence, development and
movement, in terms applicable to aircraft operations. These
forecasts need to be produced in sufficient time for avoiding
action to be taken.
6.1.3 ATS is responsible for distributing reports of hazardous
meteorological conditions to pilots as a part of the Flight
Information Service. ATS also makes visual and limited radar
weather observations for the information of meteorologists and
pilots, and is responsible for relaying pilot weather reports to the
BoM. At some locations, ATS is provided with RAPIC or
Weatherwatch which may supplement weather advice by ATS.
Details are given at GEN 3.3 Section 2.13.
6.1.4 Whilst manoeuvring in hazardous weather situations, pilots are
responsible for the safety of their own aircraft using advices and
clearances passed by ATS and information obtained from their
own visual or airborne radar observations. They are also
responsible for passing visual and airborne radar observations
of hazardous weather to ATS.
6.2 Pilot Action
6.2.1 Outside controlled airspace all hazardous weather avoidance
action is the sole responsibility of the pilot in command.
However, in order to preserve the safety of the aircraft and other
air traffic, the pilot in command is requested to advise ATS of
intended actions.

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AIP Australia 24 MAY 2018 GEN 3.5 - 29
6.2.2 The pilot in command, both inside and outside controlled
airspace, must advise ATS promptly of any hazardous weather
encountered, or observed either visually or by radar. Whenever
practicable, those observations should include as much detail as
possible, including location and severity. Hazardous weather
includes, in particular, thunderstorms, severe turbulence, hail,
icing, 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 to
ATS as aircraft following may not have the performance required
to recover from the same wind shear encounter. The wind shear
may also be increasing in intensity, making flight through the
wind shear more dangerous for following traffic.
6.3.1.1 Due to cockpit workload, reports may be initially reported as
WIND SHEAR ESCAPE 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; and
b. 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 was
experienced; and
d. where practicable, other relevant information such as
significant changes in wind direction and/or speed may be
included.
6.3.2 At non-controlled aerodromes, the report should also be
broadcast to all aircraft on the CTAF and should include the
name of the aerodrome.

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GEN 3.5 - 30 24 MAY 2018 AIP Australia

6.3.3 The responsibility to continue an approach to land, or to takeoff,

following notification of low level wind shear rests with the pilot in
command.
7. AUTOMATIC METEOROLOGICAL BROADCASTS
7.1 Routine broadcasts of selected operational meteorological
information for use by aircraft in flight are made from suitable
locations using discrete ground-to-air frequencies.
7.2 Automatic En Route Information Service (AERIS)
7.2.1 The AERIS continuously broadcasts METAR/SPECI and TTF
(where available) from a network of VHF transmitters installed
around Australia. Details of transmitter sites, frequencies and
locations for which meteorological information is provided are at
ERSA GEN-FIS.
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, and
b. advice regarding the availability of SIGMET.
7.3.2 Individual VOLMET broadcasts will not exceed five (5) minutes
duration.
7.3.3 Cloud types, excepting cumulonimbus, will not be included in
VOLMET broadcasts.
7.3.4 Reference to the need to amend the current aerodrome
forecasts is not included in VOLMET broadcasts of trend
forecasts. Specific information regarding VOLMET broadcasts is
detailed in the following table:

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AIP Australia 24 MAY 2018 GEN 3.5 - 31

Location Callsign FREQ Sequence Form Contents Remarks

Hours (kHz) (Note)
(UTC)
(1) (2) (3) (4) (5) (6) (7)
Brisbane Australian 6676 00 - 05 TTF Sydney Plain
H24 11387 and TTF Brisbane language
30 - 35 TTF Cairns
TTF Townsville
TTF Melbourne
TTF Adelaide
TTF Darwin
TTF Perth
Note: If time permits, additional information will include the
availability of SIGMET. Should time not permit transmission of all
content, deletions will be in reverse order of transmission.
7.4 Aerodrome Weather Information Service (AWIS) and
Weather and Terminal Information Reciter (WATIR)
7.4.1 AWIS and WATIR provide actual weather conditions via
telephone and, at specified locations, broadcast. Most
broadcasts are continuous (updated every minute) but some (as
indicated in ERSA) must be activated by a press-to-talk (PTT)
pulse. AWIS provides information from the AWS. WATIR
combines the AWS information with additional terminal
information from the airport operator.
7.4.2 Basic AWSs provide wind direction and speed, temperature,
humidity, pressure setting and rainfall. Advanced AWSs provide
automated cloud and visibility and some AWSs also provide
additional present weather fields (for example FG and TS).
7.4.3 AWIS will provide some of the following information:
a. Message identifier e.g. “AWS AERODROME WEATHER” OR
“AUTOMATED WEATHER INFORMATION SERVICE”.
b. station identifier as a plain language station name,
c. wind direction in degrees Magnetic and speed in Knots,
d. altimeter setting (QNH),
e. temperature in whole degrees Celsius,
f. cloud below 10,000FT*,
g. visibility*,
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GEN 3.5 - 32 24 MAY 2018 AIP Australia

h. dew point in whole degrees Celsius,

i. RH,
j. RVR at selected locations ^,
k. rainfall over the previous 10 minutes, and
l. present weather information*.
*See sub-sections 12.8, 12.13 and 12.14 for information on
automated visibility, weather and cloud output.
^See ERSA FAC for aerodrome specific details.
7.4.4 AWIS and WATIR information is considered to be automated
“real time” data. When information is not available from an
installed sensor, either because of invalid data or an inoperative
sensor, the relevant element of the broadcast will be identified
as “[ELEMENT NAME] CURRENTLY NOT AVAILABLE”; e.g.
“TEMPERATURE CURRENTLY NOT AVAILABLE”. When the
information from the AWIS is determined as being corrupt,
incomplete, or not available, a NOTAM will be issued.
7.4.5 The integrity of the barometric system in BoM-accepted AWSs is
such that they are an approved source of QNH. Therefore, QNH
from these AWSs may be used in accordance with ENR 1.5
section 5.3.
7.4.6 When AWIS information is available after hours (AH), and the
aerodrome is uncontrolled, reference will be made to its
availability in ATIS ZULU.
7.4.7 The availability of AWIS and WATIR is contained in ERSA FAC
and ERSA MET.
8. METEOROLOGICAL BRIEFING
8.1 A limited elaborative briefing service is available from Regional
Forecasting Centres (RFCs) and Meteorological Offices (MOs)
on the following telephone numbers (briefing may not be
available 24/7):
Adelaide 08 8366 2617 Hobart 03 6221 2026
Canberra 02 6249 6579 Melbourne 03 9669 4850
Cairns 07 4034 9437 Perth 08 9263 2255
Brisbane 07 3229 1854 Sydney 02 9296 1527
Darwin 08 8920 3814
Note: Conversations on these briefing services are recorded.

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AIP Australia 24 MAY 2018 GEN 3.5 - 33
9. AVAILABILITY OF METEOROLOGICAL DOCUMENTATION
Available documents include the following:
a. surface synoptic charts,
b. forecast medium and upper level charts,
c. satellite imagery,
d. grid point winds and temperatures,
e. route sector winds and temperatures,
f. significant weather charts, and
g. Graphical Area Forecasts (GAFs), and
h. TAFs and TTFs.
10. NOTIFICATION REQUIRED FROM OPERATORS
10.1 For International Operations
Forecast Required Availability Notice
Required
a)Preliminary operational 3 - 24 hours before 8 hours
planning (to assist in the EOBT
general planning of the
following day’s operations)
b)Preflight At least 3 8 hours
hours before EOBT
c)En route As arranged

10.2 For Domestic Operations

10.2.1 All meteorological information issued on a routine basis and held
by the briefing office concerned is available without prior notice.
Eight (8) hours notice is required for non-routine forecasts.
10.3 Forecasts for Flights - Valid Graphical Area Forecasts
(GAFs) not Available
10.3.1 Flight Forecasts required for flights for which valid GAFs are not
available will be supplied subject to the request being received
three (3) days prior to departure and forecaster capacity to
provide the service.
Note: Every effort will be made to expedite MET documentation
for Mercy and SAR flights.
10.3.2 Notification should include part or all of the following information
as applicable:
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 GEN 3.5 - 34 24 MAY 2018 AIP Australia

a. departure aerodrome and EOBT;

b. destination and ETA;
c. route;
d. ETAs and EOBTs for intermediate stopping places;
e. heights for upper winds and temperatures;
f. time documentation required
11. AIREP
11.1 AIREP Special
11.1.1 A pilot in command should make a special AIREP report when
requested, or as soon as practicable after encountering any
SIGMET phenomenon (refer para 5.1.1), or any other MET
condition which is likely to affect the safety or markedly affect the
efficiency of other aircraft.
11.1.2 The estimate of next position may be omitted from an AIREP
SPECIAL report except where the report is made at a planned
position reporting point.
11.1.3 In the climb-out and approach phases, a pilot in command must
report meteorological conditions, not previously advised, which
are likely to affect the safety of aircraft operations.
D
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,
line squalls, standing waves or winds of 40KT or more within
2,000FT of ground level.
11.2.2 The report comprises:
a. callsign of the ground station;
b. callsign of the aircraft;
c. Short AIREP;

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AIP Australia 24 MAY 2018 GEN 3.5 - 35
d. position and time; or
e. 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
AMDAR equipped aircraft at these reporting points by the
inclusion of AIREP Section 3 (see GEN 3.4 APPENDIX 2).
Additionally, whenever conditions experienced are significantly
above or below those forecast, AIREP including Section 3
should be submitted by AMDAR equipped aircraft. (See also
Section 4.7 and ENR 1.1 para 2.10.3.1).
11.3.2 All AMDAR equipped flights are required to transmit
meteorological information from MET reporting points shown on
charts which are used in lieu of Australian AIP aeronautical
charts.
D
12. AERODROME WEATHER AND FORECAST DECODE
12.1 Identifier
12.1.1 METAR is used to identify routine observations (hourly or half
hourly) when conditions are at or above specified levels. SPECI
is used to identify special observations; i.e: observations when
conditions are below specified criteria, or when there have been
significant changes since the previous report. SPECI is also
used to identify observations reported 10 minutes following an
improvement to above SPECI conditions.
12.1.2 TTF METAR or TTF SPECI is used to identify METAR or SPECI
to which a trend forecast is appended (see also para 3.6.2). The
use of this identifier is restricted to those locations that issue
Trend Forecasts.
12.1.3 TAF, TAF AMD, TAF COR, TAF... CNL, TAF... NIL and PROV
TAF are used to identify Aerodrome Forecast, Amended
Aerodrome Forecast, Corrected Aerodrome Forecast, Cancelled
Aerodrome Forecast, Nil Aerodrome Forecast and Provisional
Aerodrome Forecast respectively.
Note: Message formats can be found at Section 14. for METAR/
SPECI, Section 15. for TAF, and Section 17. for TTF.

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GEN 3.5 - 36 24 MAY 2018 AIP Australia

12.2 Location
12.2.1 The location is indicated by the ICAO location indicator, the
place name, or the approved abbreviation.
12.3 Origination Time
12.3.1 The origination date/time of TAF and METAR/SPECI is given in
UTC 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 format ddhh/
ddhh, where ddhh is the day of month and hour, e.g: 0100/0206
is a validity period from 00 UTC on the 1st until 0600 UTC on the
2nd.
12.5 AUTO
12.5.1 This group will be included when the METAR/SPECI contains
only automated observations, which may include visibility,
present weather, and cloud.
12.5.2 When the Automatic Weather Station (AWS) includes sensors
for horizontal visibility, present weather and cloud, the AUTO
report will include the parameters from these sensors in the
“body of the message” (where previously only manually
observed visibility, present weather and cloud data were
included).
Note: Pilots should exercise caution when interpreting
automated visibility, present weather and cloud information as
data from these instruments may not be equivalent to human
observations.
12.6 Wind
12.6.1 Wind direction is rounded to the nearest 10 degrees and is given
in three (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 the
reporting or forecasting of a mean wind direction is not possible,
such as in the following conditions:
a. Light winds (3KT or less).

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AIP Australia 24 MAY 2018 GEN 3.5 - 37
b. When forecasting a single direction is not possible; e.g. with a
tropical cyclone, or with the passage of a thunderstorm, in
which case the forecast wind might be, for example,
VRB60KT.
12.6.5 Maximum wind speed is given only when it is 10KT or more
greater than the mean wind speed. It is indicated by the letter G
which is followed by the maximum wind speed; e.g. 280°, mean
speed 20KT, maximum speed 35KT, is given as 28020G35KT
12.6.6 At some aerodromes, an additional wind group will be given in
METAR/SPECI when the direction varies by 60° or more during
the sampling period (normally 10 minutes). The group gives the
extreme range of directions in clockwise order, e.g. 360V090.
12.7 Visibility
12.7.1 In TAF, the prevailing visibility (the greatest visibility covering
more than half the aerodrome) is always given.
12.7.2 In METAR/SPECI, if the visibility is not the same in different
directions and:
D
a. the minimum visibility is the prevailing visibility, or
b. 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 the
minimum visibility is less than 5,000M, both the prevailing
visibility and the minimum visibility will be given. In this case the
prevailing visibility is reported first, followed by the minimum
visibility including an indicator to show the general direction of
the minimum visibility in relation to the observing point (the
meteorological station), e.g. the visibility groups 9000 0600N
indicate a prevailing visibility of 9,000M 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 AWS with a visibility sensor will include data
from this sensor in the body of the report if the report is fully
automated (in which case the abbreviation AUTO is also
included in the message).

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GEN 3.5 - 38 24 MAY 2018 AIP Australia

Note: Pilots should exercise caution when interpreting

automated visibility information as it may not be equivalent to a
human observation. The information is reported as a 10 minute
average; and, as it is sourced from a single instrument sampling
only a very small parcel of the atmosphere, it may not be
representative of the entire airport.
12.8.2 AWS may issue special reports (SPECI) for visibility using data
from visibility sensors (where previously only manual
observations of visibility could initiate a visibility SPECI).
12.9 Runway Visual Range (RVR)
12.9.1 RVR may be reported in SPECI messages from aerodromes
with RVR instrumentation.
12.9.2 RVR will be reported in the format RDD/VVVVi or
RDD/VVVVVVVVVi where:
a. R and V are fixed
b. DD gives the runway indicator, e.g. 36
c. VVVV gives the RVR value
d. 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. The
averaging period is normally the preceding 10 minutes.
12.9.4 RDD/VVVVVVVVVi is reported when the RVR has varied
significantly during the averaging period. VVVVVVVVV gives the
one-minute mean minimum RVR followed by V followed by the
one-minute mean maximum RVR during the averaging period,
e.g: R16/0500V1100.
12.9.5 Parallel runways will be distinguished by appending to DD the
letter 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 be
assessed by the system in use, the group VVVV will be
preceded by the indicator P, and VVVV will give the highest
value which can be assessed, e.g. R32L/P1900.
12.9.7 When the RVR value is assessed to be greater than 2,000
metres, the group VVVV will be reported as P2000, e.g.
R32L/P2000.

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AIP Australia 24 MAY 2018 GEN 3.5 - 39
12.9.8 When the RVR is less than the minimum value which can be
assessed by the system in use, the group VVVV will be
preceded by the indicator M, and VVVV will give the lowest
value which can be assessed, e.g. R32L/M0100.
12.9.9 When the RVR value is assessed to be less than 50 metres, the
group 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 be
combined in groups of two (2) to nine (9) characters to indicate
present weather at, or in the vicinity of, the aerodrome. If more
than one form of precipitation is observed, the appropriate letter
abbreviations shall be combined in a single group with the first
reported 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, dust
storm and sand storm will 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 weather
phenomena in the vicinity (between approximately 8 and 16KM
of the ARP) of the aerodrome.
12.11 Automatic Present Weather Information
12.11.1 A report from an AWS with a present weather sensor will include
data from this sensor in the “body of the report” if the report is
fully automated, in which case the abbreviation AUTO is also
included in the message. Pilots should exercise caution when
interpreting automated present weather information, as it may
not be equivalent to a human observation.
Note: Pilots should exercise caution when interpreting
automated present weather information, as it may not be
equivalent to a human observation.
12.12 Cloud
12.12.1 Cloud height is reported in hundreds of feet using three figures;
e.g: 700FT is reported as 007.
12.12.2 Cloud amount is reported using the following abbreviations:

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GEN 3.5 - 40 24 MAY 2018 AIP Australia

FEW = few = 1 to 2 OKTAS

SCT = scattered = 3 to 4 OKTAS
BKN = broken = 5 to 7 OKTAS
OVC = overcast = 8 OKTAS
12.12.3 Nil cloud is reported as SKC (sky clear). Cloud information is not
included in a forecast if the sky is clear.
12.12.4 Cloud information is reported from the lowest to the highest layer
or 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 towering
cumulus observed at or near the aerodrome. These will be given
as CB and TCU respectively. When an individual layer or mass
of cloud is composed of cumulonimbus and towering cumulus
with a common cloud base, the type of cloud is reported as
cumulonimbus only, and the amount shall be reported as the
sum of the CB and TCU amounts.
12.12.6 Whenever cumulonimbus cloud is forecast, the degree of
associated thunderstorm activity or probability of occurrence is
included.
12.12.7 A clear sky will be indicated in a report by SKC.
12.13 CAVOK
12.13.1 CAVOK is included in the report (from staffed stations only) or
forecast when the following conditions are observed, or forecast
to occur, 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 at
Section 13.

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AIP Australia 24 MAY 2018 GEN 3.5 - 41
When the term CAVOK is given, the elements visibility, weather
and cloud will not be given.
12.13.2 In METAR/SPECI, whenever a total of BKN or more low or
middle-level cloud is at or above 5,000FT, and CAVOK has been
reported, the cloud amount and base will be given after the RMK
indicator.
12.14 Automatic Weather Stations with Cloud Information
12.14.1 A report from an AWS with a cloud sensor will include data from
this sensor in the body of the report if the report is fully
automated (in which case the abbreviation AUTO is also
included in the message). The data will be in the same form as
manual reports except that:
a. NCD will be reported if no cloud is detected, and
b. there will be no indication of cumulonimbus or towering
cumulus.
Note: Pilots should exercise caution when interpreting
automated cloud information as it may not be equivalent to a
human observation. The information is reported as a 30 minute
average (with double weighting given to the last 10 minutes);
and, as it is sourced from a single ceilometer sampling only the
sky directly overhead, it may not be representative of the skyline.
12.14.2 AWS may issue special reports (SPECI) for cloud using data
from cloud sensors (where previously only manual observations
of cloud 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
previously given conditions when the relevant criteria are met.
These relate to improvements as well as deteriorations
12.15.2 The variation groups TEMPO and INTER are used to indicate
significant variations of a temporary or intermittent nature. The
change groups FM and BECMG are used to specify changes
that are more lasting in nature. The indicators are the beginning
of a self-contained forecast, except that wind is not included
after INTER/TEMPO if it has not significantly changed.

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12.15.3 When thunderstorms or reduced visibility due to fog, mist, dust,

smoke or sand is forecast, but the probability is assessed at
between 30% and 40%, the terms PROB30 or PROB40 are
used respectively. INTER and TEMPO may also be used with a
PROB for thunderstorms. If greater than or equal to 50%
probability id forecast, reference is made to the phenomenon in
the forecast itself not by the addition of a PROB statement.
12.15.4 The terms NSW (nil significant weather) and NSC may be
included following FM or BECMG to indicate significant
improvements expected.
12.15.5 If a TAF or TTF includes a forecast of turbulence, its
commencement will be indicated by the abbreviation FM, and its
cessation within the forecast coverage will be indicated by the
abbreviation TILL. Start and finish times are given in the format
ddhhmm (day of month, hour, minute). Turbulence associated
with cumulonimbus (CB) and towering cumulus (TCU) clouds is
not included in forecast.
D
12.16 Temperature
12.16.1 Aerodrome weather reports contain both air temperature and
dewpoint.
12.16.2 Up to four forecast values of air temperature are given, for the
times HH,HH+3hours,HH+6hours and HH+9hours, where HH is
the time of commencement of the TAF validity period. Users
should use linear interpolation to determine the forecast value
between these points. The temperature forecasts are prefixed by
the 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
always given, prefixed by the letter Q; e.g: 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 time
of commencement of the TAF validity period. Users should use
linear interpolation to determine the forecast value between
these points. The QNH forecasts are prefixed by the letter “Q”.

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AIP Australia 24 MAY 2018 GEN 3.5 - 43
12.18 Supplementary Information
12.18.1 In METAR/SPECI, supplementary information is used to report
the following:
a. recent weather (RE) of operational significance, and
b. wind shear (WS) information on a takeoff or landing runway.
12.19 Remarks Section
12.19.1 Rainfall. The remarks section of the report will include rainfall
recorded by an automatic rain gauge. The information is in the
form RF##.#/###.# where the first three (3) digits after the
indicator RF will report the rainfall recorded in the 10 minutes
prior to the observation time, and the next four (4) digits report
the total rainfall recorded since 0900 local time. Both amounts
are expressed in millimetres to the nearest 0.2MM.
Note: In situations of fine droplet precipitation, such as very light
drizzle or fine mist situations, there may not be sufficient
precipitation recorded to indicate any rainfall in the last 10
minutes. Therefore, pilots should regard automated reports of
rainfall as guidance material.
12.19.2 Plain Language. Any other significant weather conditions (e.g:
an approaching front or visible bushfires) are appended as plain
language.
12.20 Elements Not Available
12.20.1 A report from a fully automated AWS that does not include
information from sensors for visibility, weather, or cloud will
report ////, // or ////// respectively in lieu of these parameters.
12.21 Trend Forecast (TTF)
12.21.1 At major aerodromes, a statement of trend, valid for three (3)
hours from the time of the observation, is appended to the
observation. See sub-section 3.6 and Section 17. for further
details of TTF.
12.22 Examples
12.22.1 Aerodrome Weather Reports
a. SPECI YMML 092000Z 22012KT 6000 SHRA SCT035TCU
31/20 Q1020 RETS RMK RF02.0/004.0
b. SPECI YBCS 221745Z 23014G29KT 6000 1200NE TSRA
FEW040CB BKN100 26/22 Q1003 RMK RF04.0/004.0

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GEN 3.5 - 44 24 MAY 2018 AIP Australia

c. SPECI YSSY 271915Z VRB01KT 3000 VCFG FEW030

18/17 Q1018 RMK RF00.0/000.0
d. METAR YMOR 100400Z 06013KT 5000 FU 31/08 Q1010
RMK RF00.0/000.0 SKY OBS DUE BUSH FIRE SMOKE
e. SPECI YSCB 141400Z AUTO20008KT 9000 // BKN016
14/11 Q1001 RMK RF00.0/000.0
f. SPECI YMAV 240215Z AUTO 36018G28KT 9999 // NCD
31/10 Q1014 RMK RF00.0/000.0
g. METAR YSBK 241700Z AUTO 15002KT 0900 // ////// 04/04
Q1020 RMK RF00.0/000.0 CLD: SKY MAY BE OBSC
12.22.2 Trend Forecasts
a. TTF SPECI YPAD 012200Z 00000KT 5000 DZ OVC005
14/14 Q1025 RMK RF00.4/000.4
FM2200 00000KT 9999 NSW BKN008
FM2300 03005KT 9999 NSW SCT020
b. TTF SPECI YMML 100200Z 05008KT 4000 DZ BKN005
OVC100 16/15 Q1017 RMK RF00.2/000.2 NOSIG
c. TTF METAR YPPH 120500Z 36015KT CAVOK 32/08 Q1014
RMK RF00.0/000.0
FM0630 28025KT 9999 NSW BKN030
INTER 0530/0730 5000 SHRA BKN008
d. TTF METAR YBTL 220730Z 35006KT 9999 FEW050TCU
31/21 Q1005
RMK RF00.0/000.0 DISTANT THUNDER NOSIG
e. TTF SPECI YBTL 240800Z 03010KT 4000 TSRA
BKN030CB SCT120 27/24 Q1008 RMK RF00.0/000.0
FM0830 03005KT 9999 SHRA BKN035
INTER 0830/1100 4000 TSRA SCT010 SCT030CB
f. TTF METAR YSCB 140600Z 20008KT CAVOK 14/11 Q1001
RMK RF00.0/000.0 NOSIG
USE TAF FOR ARRIVALS AFTER 0800Z
12.22.3 Aerodrome Forecasts
a. TAF YCOM 070635Z 0708/0720 18015KT 9999 FEW005
BKN020
TEMPO 0710/0714 2000 -SHSN BKN005 SCT020
RMK T 03 00 M02 M04 Q 1008 1007 1006 1006

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AIP Australia 24 MAY 2018 GEN 3.5 - 45
b. TAF YSSY 020435Z 0206/0312 31005KT CAVOK
FM021400 16015KT 8000 SHRA BKN008 SCT030
FM022300 23010KT 9999 NSW SCT030
RMK T 25 21 18 15 Q 1012 1013 1014 1014
c. TAF YSCB 270448Z 2706/2806 33015G28KT 3000 +RA
BKN010 OVC100
FM271400 16015KT 8000 SHRA FEW010 SCT040 SCT100
INTER 2710/2714 1000 +TSRA BKN005 SCT040CB
RMK FM270800 MOD TURB BLW 5000FT TILL271300
T 14 13 13 11 Q 1016 1015 1013 1016
d. TAF YMHB 100445Z 1006/1024 14004KT 3500 DZ OVC012
FM101700 VRB02KT 0300 FG
RMK T 12 11 10 10 Q 1018 1019 1020 1019
e. TAF YMML 291645Z 2918/3024 36007KT CAVOK
BECMG 3001/3002 18015KT 9999 -SHRA FEW015 SCT025
FM300900 15005KT CAVOK
PROB30 3016/3022 0500 FG
RMK T 11 12 14 16 Q 1020 1021 1019 1018
D
13. WEATHER CODE AND TRANSLATION
CODE TRANSLATION
WEATHER DESCRIPTORS
BC PATCHES (or PATCHES OF)
BL BLOWING
DR DRIFTING
FZ FREEZING
MI SHALLOW
SH SHOWERS (or SHOWERS OF)
TS THUNDERSTORMS (or THUNDERSTORMS WITH)
PR AERODROME PARTIALLY COVERED (USED ONLY
TO DESCRIBE FG)
PHENOMENA
BR MIST
DU DUST
DS DUST STORM
DZ DRIZZLE

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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/SPECI may provide an indication of weather 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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AIP Australia 24 MAY 2018 GEN 3.5 - 47
D
15. TAF - AERODROME FORECAST

Note: Flight planning requirements for TAF can be found at

ENR 1.10 para 1.2.5.

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GEN 3.5 - 48 24 MAY 2018 AIP Australia

16. AERODROMES AND CATEGORIES FOR WHICH TAF WILL

BE AVAILABLE
Note: Airfield categories and associated services are
contained at para 3.4.3.
Adelaide A Brisbane A Cooma C
Albany C Brisbane West C Coonabarabran D
Wellcamp
Albury B Broken Hill C Coondewanna C
Alice Springs A Broome A Cunderdin D
Amberley (RAAF) B Browse Island D Curtin/Derby South B
Archerfield B Bundaberg B Darwin A
Argyle D Burketown D Derby C
Armidale C Busselton D Devonport C
Avalon A Cairns A Dubbo B
Ayers Rock B Camden B East Sale (RAAF) B
(Yulara)
Bairnsdale D Canberra A Edinburgh (RAAF) B
Ballarat C Carnarvon D Elcho Island D
(Ngayawili)
Ballera Gas Field D Ceduna D Emerald B
Ballina/Byron B Charleville C Ernabella (Pukatja) D
Gateway
Bankstown B Christmas Creek C Esperance C
Barimunya C Christmas Island A Essendon B
Barrow Island B Clermont D Fitzroy Crossing D
Bathurst C Cloncurry C Flinders Island C
Bathurst Island C Cobar D Forrest C
(Nguiu)
Bayu Undan D Cocos Island A Fortescue Dave C
Forrest
Bendigo C Coen D Georgetown D
Birdsville D Coffs Harbour A Geraldton B
Boolgeeda C Coober Pedy D Giles D
Bourke D Cooktown D Gladstone B

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AIP Australia 25 MAY 2017 GEN 3.5 - 49
Glen Innes D Launceston A Mount Magnet D
Gold Coast A Learmonth A Mudgee D
(Coolangatta)
Goulburn D Leigh Creek D Mungalalu-Truscott C
Gove C Leinster C Murray Bridge D
Grafton D Leonora C Narrabri C
Griffith C Lismore C Narrandera D
Groote Eylandt C Lockhart River D Newman B
Halls Creek D Lombadina B Ngukurr D
Hamilton C Longreach C Norfolk Island A
Hamilton Island B Lord Howe Island A Normanton C
Hervey Bay B Mackay B Nowra B
Hobart A Maitland D Oakey B
Hooker Creek D Mangalore D Olympic Dam C
(Lajamanu)
Horn Island A Maningrida C Onslow D
Horsham D Mareeba D Orange C
Hughenden D Maryborough D Paraburdoo B
(QLD)
Innisfail D McArthur River D Parafield B
Mine
Ivanhoe D Meekatharra C Parkes D
Jabiru D Melbourne A Pearce (RAAF) B
Jabiru Venture D Merimbula C Perth A
Jandakot B Mildura B Port Augusta C
Julia Creek D Modec Venture D Port Hedland A
Kalgoorlie A Moomba C Port Keats D
Karratha B Moorabbin B Port Lincoln B
King Island C Moree C Port Macquarie B
Kingaroy D Mornington Island D Portland D
Kingscote C Moruya C Proserpine/ B
Whitsunday Coast
Kowanyama D Mount Gambier C Renmark D
Kununurra C Mount Hotham D Richmond (QLD) D
Latrobe Valley C Mount Isa B Richmond (RAAF) A
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 GEN 3.5 - 50 25 MAY 2017 AIP Australia

Rockhampton A Telfer C Warrnambool C

Roma C Tennant Creek C Weipa C
D Rottnest Island D Thangool D Whyalla C
Scherger D Thargomindah D Williamson (MIL) D
Scone D The Granites D Williamtown (RAAF) A
Shark Bay D The Monument D Wiluna D
Shepparton D Tindal A Windorah D
Solomon C Toowoomba C Winton D
Southern Cross D Townsville A Wollongong C
St George D Trepell C Woomera B
St Helens C Tropicana C Wynyard (Burnie) C
Strahan C Troughton Island C Young D
Sunshine Coast B Truscott- C Yuendumu D
Mungalalu
Swan Hill D Wagga Wagga B
Sydney A Walgett D
Tamworth B Wangaratta D
Taree C Warburton D

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AIP Australia 01 MAR 2018 GEN 3.5 - 51
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 to
the elements wind, visibility, weather and cloud, as
reported in the METAR/SPECI, are expected to occur
during the validity period of the TTF.
(2) FM (time) indicates that significant changes to a new set
of mean conditions, from those previously given, are
expected to occur at the specified time and to persist
until the end of the validity period of the TTF or until new
mean conditions are given.
(3) INTER (periods less than 30 minutes) and TEMPO
(periods of between 30 and 60 minutes) are given either
as INTER or TEMPO (time2/time3) - in this case,
intermittent or temporary variations are expected to
commence at (time 2) and to end at (time 3).
(4) Turbulence associated with cumulonimbus (CB) and
towering cumulus (TCU) clouds is not included in
forecast. TILL (time) is used if the turbulence is
expected to cease before the end validity period of the
TREND.

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GEN 3.5 - 52 01 MAR 2018 AIP Australia

18. GRAPHICAL AREA FORECASTS (GAF) FOR OPERATIONS

AT AND BELOW 10,000FT
18.1 The domestic graphical area forecast system provides for the
routine issue of forecasts for designated areas.
18.2 Preparation and Issue Times
a. GAFs are issued with the 6 hour validity periods 2300Z to
0500Z, 0500Z to 1100Z, 1100Z to 1700Z and 1700Z to
2300Z;
b. At each issue time two GAFs will be issued covering a 12
hour period, for example at 2200Z, both 2300Z to 0500Z and
0500Z to 1100Z GAFs will be issued
c. GAFs will be issued no later than 30min before the
commencement of the validity period of the first GAF;
d. the issuance of a new GAF replaces the previously issued
GAF for the same validity period
18.3 Approved Abbreviations Used in Graphical Area Forecasts
(GAF)
a. Clouds: CU, TCU, SC, CB, ST, AS, AC, NS or combinations
of these.
b. Weather: CAVOK, MTW, NIL, TURB, and other abbreviations
as per the codes given in Section 13.
c. Cloud Amounts or descriptors: FEW, SCT, BKN, OVC and for
CB, ISOL, OCNL, FRQ, EMBD, BASE, CLD ON GND
d. Qualifiers: MOD, SEV, +, -.
e. Units: KT, KM, M, FT.
f. Time: Z.
g. Variations: TEMPO and INTER are only used for Critical
Locations. FM, TL, BECMG
h. Heights: ABV, BLW, LYR, SFC
i. Directions: N, NE, E, SE, S, SW, W, NW.
j. Corrections: COR (correction), IMPR (improvement to
conditions), TRANS ERR (transmission error), TYPO
(typographical error).
k. General: FZLVL, FZLYR, WDSPR, WI, VAL, STNR, BTN and
other abbreviations listed in GEN 2.2 Section 2.

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AIP Australia 01 MAR 2018 GEN 3.5 - 53
18.4 Sections of the Graphical Area Forecast (GAF)
The GAF shall comprise of:
a. a header giving details of issue time and validity times. It will
also contain the word “CORRECTED” for a GAF correction
(as per 18.5)
b. an image depicting weather areas labelled with an alpha
character, e.g. A. Weather areas may be subdivided further
with addition of a numerical character, e.g. A1. The weather
in A1 will be the same as A with a minor differentiation, such
as lower visibility in showers
c. a table providing detailed meteorological information for the
areas shown on the image divided into four columns:
(1) AREA gives the alpha character corresponding to areas
in the image
(2) SURFACE VIS and WX gives details of weather and
associated visibility
(3) CLOUD, ICING and TURB gives the cloud, icing and
turbulence in the area or associated with the weather in
the SURFACE VIS and WX column
(4) FZLVL gives the height of the freezing level, or ABV
10,000FT where the freezing level is above 10,000FT
AMSL
d. a legend explaining information important to the
interpretation of the product
e. a remarks box for additional information including forecasts
for critical locations and reason for correction for a Corrected
GAF.
18.5 Changes to GAFs and Corrected GAF
GAFs are not amended. Advice of deteriorating conditions will
be in the form of an AIRMET (see section 5.3) or SIGMET (see
section 5.2). A corrected GAF will be issued between standard
issue times to notify of:
a. Typographical error (TYPO)
b. Errors such as transmitting before completion (TRANS ERR);
and
c. Improvement in conditions (IMPR) - e.g. removal of fog,
thunderstorms, etc.

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GEN 3.5 - 54 01 MAR 2018 AIP Australia

An example GAF is given below:

19. FORECASTS FOR OPERATIONS ABOVE 10,000FT

19.1 The meteorological documentation for operations above
10,000FT will consist of the following as appropriate:
a. Forecasts.
b. Significant Weather Prognostic Charts:
(1) Latitude Equator - 50°S, Longitude 100 - 180°E valid at
0000, 0600, 1200, 1800 UTC; or
(2) WAFS charts as applicable for areas outside of the
above.
c. Wind and Temperature Charts:
(1) Produced for the Australian region plus ICAO Areas 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°S, Longitude 100 - 160°E for FL385,
FL340, FL300, FL235, FL185 valid at 0000, 0600, 1200,
1800 UTC;

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AIP Australia 01 MAR 2018 GEN 3.5 - 55
(2) WAFS charts as applicable for areas outside of the
above.
Note: Charts are a mercator projection.
e. For domestic operations, Route Sector Winds and
Temperatures together with standard flight plan numbers for
frequently used air routes.
20. SIGNIFICANT WEATHER CHARTS
20.1 The significant weather expected in the airspace from FL250 to
FL 630 (SIGWX High) and FL100 to FL250 (SIGWX Medium)
are depicted on the relevant chart using approved symbols and
abbreviations. Significant features of the surface synoptic
situation are also usually shown.
20.2 The approximate availability and validity times of the Australian
area high-level SIGWX charts are as follows:
Available (UTC) Valid (UTC)
0800 0000
1400 0600
2000 1200
0200 1800
Note: SIGWX High charts will be updated if an error or omission
is found.
20.3 The approximate availability and the validity times of the
Australian area medium-level SIGWX charts are as follows.

First Available (UTC) Updated (UTC) Valid (UTC

0900 2000 0000
1500 0200 0600
2100 0800 1200
0300 1400 1800
20.4 Significant variations during three (3) hours each side of the
validity time are included on the chart.

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GEN 3.5 - 56 01 MAR 2018 AIP Australia

21. GRID POINT WIND AND TEMPERATURE (GPWT)

FORECASTS
21.1 GPWT charts provide a display of wind and temperature data
derived from weather model data. The high-level and mid-level
charts are produced with a 2.5° or 5° latitude and longitude grid
resolution using data from the World Area Forecast System
(WAFS) models. The low level charts are produced with a 1.5° or
5° latitude and longitude grid resolution using data from the
Bureau's Numerical Weather Prediction Model. The data is
overlaid on a geographic background. The values given
represent the wind and temperature at a specific pressure level,
which is approximated to a height or flight level, for the mid-point
of each square.
21.2 GPWT are presented to aircrew on a geographic background to
facilitate interpretation on specific routes.
21.3 A block of GPWT data contains the following information for
each level:
a. dd: two numbers indicating the wind direction in degrees true
to the nearest 10;
b. fff: three numbers indicating the wind speed in knots
c. t: the sign of the temperature (+ or -)
d. TT: two numbers indicating the temperature in whole degrees
Celsius. Dashed line (-- --- ---) are used when the grid point is
below ground level and hence there is no valid wind or
temperature for that point.
Example: 2503563 dd fff tTT
25 035 -63
21.4 GPWT forecasts are issued every six hours. High-level and mid-
level charts are valid in six hourly time steps for the next 24
hours, however, low level charts are valid in three hourly time
steps for the next 24 hours.
21.5 Receipt of a forecast for a particular validity time will
automatically amend and supersede any prior issue for that time.
Both issue and validity times appear with each forecast.
21.6 An example of Grid Point Forecast presentation is given on the
following page.

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AIP Australia 01 MAR 2018 GEN 3.5 - 57

GRID POINT FORECAST

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GEN 3.5 - 58 01 MAR 2018 AIP Australia

22. ROUTE SECTOR WINDS AND TEMPERATURES

22.1 Route sector winds and temperatures (RSWT) forecasts are
provided for various sectors of frequently used domestic air
routes. Some longer routes may be sub-divided into segments,
e.g: YPAD/YPOD/YMHB as per example below.
22.2 RSWT forecasts are prepared for six levels, as shown in the
following example:
FL - ISA YMML/YSSY YSSY/YBBN YMML/YPAD YMML/YMHB
YPAD/YPOD/YMHB
450-56 2604859 2503761 2805659 2705557 2905659 2805457
390-56 2405360 2203757 2705260 2606861 2805960 2706961
340-52 2404950 2003849 2706050 2506551 2806450 2606651
300-44 2404439 2002939 2805039 2504941 2905639 2605341
240-33 2403123 2202322 2804123 2703825 2904523 2803925
180-21 2502312 2302111 2803412 2803013 3003812 2803114
22.3 A block of RSWT data contains the following information for each
level:
a. two numbers indicating the mean wind direction in degrees
true to the nearest 10° true;
b. three numbers indicating the wind speed in knots;
c. two numbers indicating the mean temperature in degrees
Celsius (without the negative sign).
22.4 The ISA value is the International Standard Atmosphere
temperature for the given flight level.
22.5 The forecasts are issued twice daily, at approximately 0500 and
1700 UTC. Four validity times are provided at each issue - 0000,
0600, 1200 and 1800 UTC.
22.6 The issuance of a new forecast will supersede any forecast
previously issued for that validity time.
22.7 RWST forecasts are available from NAIPS (under Charts) and
from BoM’s aviation web page.

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 1 YMML-YSSY 16 YBBN-25S-YBMA 32 YPPH-YCAR-YPLM 48 YSSY-YGTH-YPAD
2 YMML-YMHB 17 YBMA-YPDN 33 YCAR-YPPD 49 YBBN-YWLG
3 YMML-YPAD 18 YBAS-ASB-YPDN 34 RESERVED 50 YPGV-YBCS
4 YMML-CANDY 19 YPAD-LGS 35 YCMU-143E-YBMA 51 YPPH-KAGUX-YPKA
AIP Australia

5 CANDY-CRICK 20 YMMI-YCDU 36 YSSY-149E-YCMU 52 YBCS-YHID

6 YCDU-YCAG 21 YSSY-APOMA 37 RESERVED 53 YSSY- 28S
7 YCAG-YPPH 22 APOMA-138E-YBAS 38 RESERVED 54 28S-YEML-YBTL
8 CRICK-YPPH 23 YBBN-YROM-NONET- 39 RESERVED 55 YPPH-YMOG-YNWN
YBAS
9 YMML-YMMI-LGS 24 YBAS-YBMA 40 YPDN-YPGV 56 YNWN-CIN
10 YPAD-YPWR-YBAS 25 YBMA-YBTL 41 YPAD-POD-YMHB 57 YCAR-YNWN
11 YPPH-ERE-YPPD 26 YSDU-VENEL-YPAD 42 YBAS-LANOP 58 YPLM-YPPD
12 YPPD-CIN-TROUT YPDN 27 YSSY-YMCO-YMHB 43 LANOP-YPKG-YPPH 59 YGEL-GAS-WAL
13 YPDN-GRY-YBTL 28 YMML-YMDG-YBBN 44 RESERVED 60 YPAD-YOOM
09 NOV 2017

14 YBBN-YBMK-YBCS 29 LGS-YBAS 45 YMML-YGTH-YWLG 61 YBBN-YSDU

15 YSSY-YBBN 30 YBCS-YBMA 46 YWLG-ABR-YBPN 62 YWLG-141E-YCDU
31 RESERVED 47 YPAD-ISLAV-YCAG 63 YSSY-TAM-YBMK

ROUTE SECTOR NUMBERS

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GEN 3.5 - 59
GEN 3.5 - 60 09 NOV 2017 AIP Australia

23. SIGNIFICANT WEATHER CHARTS - SYMBOLS

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AIP Australia 01 MAR 2018 GEN 3.5 - 61

24. EXAMPLES
24.1 Significant Weather Prognosis.

Note 1: Significant variations during three (3) hours each side of

the validity time are included on the chart.

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GEN 3.5 - 62 01 MAR 2018 AIP Australia

Note 2: SIGWX High will be annotated ICAO AREA AUSTRALIA

SIGWX FL250-630.
Note 3: For SIGWX Medium Level (SWM) the chart will be
annotated “Significant weather (SIGWX) A100-FL250”. Weather
phenomena below A100 will not normally be shown.
Note 4: Heights are indicated on SWH and SWM charts in flight
level (FL), top over base. When XXX is used, tops or bases are
outside the layer of the atmosphere to which the chart applies.
Note 5: Cumulonimbus, altocumulus and altostratus cloud are
indicated by the abbreviations CB, AC and AS respectively. CB is
preceded by ISOL (isolated, i.e. individual), OCNL (occasional,
i.e. well separated), FRQ (frequent, i.e. little or no separation) or
EMBD (embedded in layers of other clouds or concealed by
haze). AC and AS amounts are indicated by the abbreviations
FEW, SCT, BKN or OVC. The upper figure following the
abbreviations is the approximate flight level at the top of the
cloud; the lower figure indicates the approximate flight level of
the base of the cloud; XXX will indicate that the base or top is
outside the layer of atmosphere to which the chart applies

Note 6: The use of the abbreviation CB implies associated

thunderstorms and the occurrence of turbulence and icing.
Note 7: A similar convention is employed to indicate the height
indications of phenomena such as aircraft icing, turbulence etc.
Note 8: When shown, centres of surface high or low pressure are
represented by H or L respectively, the position at the surface of
the point of highest or lowest pressure is indicated by a “+”
followed by the value of the MSL pressure in Hectopascals.
When used, an arrow indicates the expected speed of movement
(in knots). Movement of other significant features is shown in
similar fashion.
Note 9. Colours, if used, are to improve clarity of presentation
and have no other significance.

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AIP Australia 09 NOV 2017 GEN 3.5 - 63
24.2 Wind and Temperature Charts
24.2.1 Wind and temperature charts are provided for four regions:
a. Australian Region - Latitude 0 to 50S, Longitude 100E to
180E
b. ICAO Area E - Latitude 45N to 47S, Longitude 25E to180E
c. ICAO Area F - Latitude 42 30N to 47 30S, Longitude 100E to
110W
d. ICAO Area K - Latitude 0 to 90S, Longitude 0 to 180W
Note: Charts are a mercator projection except for ICAO Area K
which is polar stereographic.

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GEN 3.5 - 64 09 NOV 2017 AIP Australia

WIND AND TEMPERATURE CHART (EXAMPLE)

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AIP Australia 09 NOV 2017 GEN 3.5 - 65
24.3 Volcanic Ash Advisory
VA ADVISORY
DTG: 20030908/0230Z
VAAC: DARWIN
VOLCANO: COLO [UNA UNA] 0606-01
PSN: S0010 E12130
AREA: SULAWESI INDONESIA
SUMMIT ELEV: 507M/1663FT
ADVISORY NR: 2003/2
INFO SOURCE: GMS JMA
AVIATION COLOUR CODE: NIL
ERUPTION DETAILS: ERUPTED 20030908/0205Z
OBS VA DTG: 08/0215Z
OBS VA CLD: SFC/FL250 N0010 E12140 - N0000
E12240 - S0030 E12230 - N0010
E12140 MOV ESE 20KT FL250/FL550
N0030 E12130 - N0010 E 12200 - S0040
E12130 - N0000 E12030 - N0030
E12130 MOV E 30KT
FCST VA CLD +6HR: 08/0815Z SFC/FL250 N0000 E12230 -
S0000 E12410 - S0040 E12340 - S0010
E12210 - N0000 E12230 MOV ESE
20KT FL250/FL550 N0100 E12100 - N0110
E11840 - S0010 E12000 - S0020
E12100 - N0100 E12100 MOV E 35KT
FCST VA CLD +12HR: 08/1415Z SFC/FL250 S0000 E12330 -
S0030 E12510 - S0120 E12450 - S0030
E12310 - S0000 E12330 FL250/FL550
NO ASH EXP
FCST VA CLD +18 HR: 08/2015Z SFC/FL550 NO VA EXP
RMK: OBSERVATIONS SUGGEST A
MAJOR CONTINUING ERUPTION.
YESTERDAY INDONESIAN
AUTHORITIES UPGRADED THE
CIVIL ALERT TO LEVEL 4 (OUT OF
4). ALL AIRCRAFT IN AREA ARE
REQUESTED TO SEND PIREPS.
NXT ADVISORY: 20030908/0830Z
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GEN 3.5 - 66 09 NOV 2017 AIP Australia

APPENDIX 1
SPECIAL AIR REPORT OF VOLCANIC ACTIVITY
1. Special Air Reports Containing Information on Volcanic
Activity (ICAO Model VAR).
1.1 Section 1 and such parts of Section 2 as are appropriate are
required from all aircraft as follows:
a. whenever pre-eruption volcanic activity or volcanic eruptions
are observed; and
b. whenever volcanic ash cloud is observed or encountered.
1.2 All elements of Section 1 and those elements of Section 2 which
are observed shall be recorded and indicated respectively in the
appropriate places on the form which is produced overleaf.
1.3 Information recorded for items 9 to 16 is not for transmission by
RTF, but, on arrival at an aerodrome, is to be delivered together
with the information recorded in Section 1 without delay by the
operator or a flight crew member to the aerodrome
meteorological office. If such an office is not easily accessible,
the completed form must be delivered in accordance with local
arrangements made between the Meteorological and ATS
authorities and the operator.

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AIP Australia 09 NOV 2017 GEN 3.5 - 67

APPENDIX 1 - CONTINUED

93
GEN 3.5 - 68 09 NOV 2017 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 01 MAR 2018 GEN 3.6 - 1

GEN 3.6 SEARCH AND RESCUE

1. PURPOSE
1.1 The purpose of the Search and Rescue (SAR) organisation is to
provide assistance to aircraft in distress and to search for,
provide aid to, and organise the rescue of survivors of aircraft
accidents and forced landings.
2. RESPONSIBLE AUTHORITY
2.1 Airservices Australia is responsible for the provision of a SAR
alerting and in-flight emergency response service. Joint Rescue
Coordination Centre (JRCC) Australia is responsible for the
conduct of SAR for missing aircraft, aircraft reported crashed and
ELT searches within the Search and Rescue Region (SRR)
under Australian jurisdiction.
3. ORGANISATION
3.1 JRCC Australia have established an aviation Rescue
Coordination Centre in Canberra which is responsible for the
coordination of SAR efforts within the Australian SRR. Refer to
the chart at para 11.
4. RESCUE COORDINATION CENTRES
SAR Region Location and Address
AUSTRALIA RCC JRCC Australia
82 Northbourne Avenue
BRADDON ACT 2601
Postal Address: GPO Box 2181
CANBERRA CITY ACT 2601
Ph: 1 800 815 257
Ph: +61 2 6230 6899 (overseas)
Fax: 1 800 622 153
Email: [email protected]
AFTN: YSARYCYX

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GEN 3.6 - 2 01 MAR 2018 AIP Australia

5. PROCEDURES
5.1 Emergency Phases
All ATS Units have been designated as alerting posts and are
responsible for the declaration of the appropriate emergency
phase. Three phases of emergency have been established for
classifying emergency situations and are declared in accordance
with the following paragraphs.
5.1.1 Uncertainty Phase (INCERFA) when:
a. doubt exists as to the safety of the aircraft and its occupants: or
b. an aircraft operating in accordance with SAR procedures fails
to report and communication checks fail to reveal any news of
the aircraft; or
c. an aircraft is known or believed to be subject to irregular
operations; 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
a forced landing, where the position is in doubt, on an
unprepared surface or on an aerodrome that is operationally
unsuitable; 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 its
occupants; or
b. an aircraft fails to land within five (5) minutes of having
received a landing or approach clearance, and
communications cannot be re-established with the aircraft; or
c. following an uncertainty phase, subsequent communication
checks or enquiries fail to reveal any news of the aircraft; or
d. information has been received that the operating efficiency of
the aircraft has been impaired to the extent that the safety of
the aircraft may be affected; or
e. there is reason to believe that the safe conduct of a flight is in
jeopardy; or
f. an aircraft is operating in IMC or at night when it should not.

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AIP Australia 01 MAR 2018 GEN 3.6 - 3
5.1.3 Distress Phase (DETRESFA) when:
a. there is reasonable certainty that an aircraft and its occupants
are threatened by grave and imminent danger and require
immediate assistance; or
b. an aircraft is known or believed to be subject to unlawful
interference; or
c. following the alert phase there is the probability that an
aircraft is in distress; or
d. the fuel on board is considered to be exhausted or insufficient
to reach safety unless a SARTIME has been notified; or
e. an aircraft is likely to or about to make, or has made, a forced
landing or has ditched or crashed.
5.2 Pilot Notification
5.2.1 The efficacy of the SAR action by Airservices or JRCC Australia
is directly related to the amount and accuracy of details notified
in the flight notification or flight note, and to any position details
reported in flight. When notifying of in-flight difficulties, early
advice and the degree of apprehension felt by the pilot will
enhance the assistance which can be provided by the ground
organisation.
5.2.2 When a pilot lands at a place other than an aerodrome included
in the flight notification, the pilot should report the fact to ATS,
JRCC Australia or the police as soon as possible.
5.2.3 Flight Notes
Persons maintaining a SARWATCH by means of a Flight Note
must contact JRCC Australia in the event that the flight becomes
overdue.
5.3 Advice to Pilot
5.3.1 If a phase declaration concerns a technical difficulty, the
operating company, if applicable, will normally be advised.
Subsequent advice relating to the difficulty will be restricted to
that authorised by the company and will be prefixed “YOUR
COMPANY ADVISES”.

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GEN 3.6 - 4 01 MAR 2018 AIP Australia

5.4 In-Flight Emergency Response Action

5.4.1 Radio Failure or Failure to Report. On the basis that only the
aircraft’s transmitter may have failed and that ground
transmissions can still be received, broadcasts will be made from
suitable stations, including some radio navigation aids, that may
include 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; and
f. separation action being taken by ATC.
5.4.2 Navigational Assistance. All available navigation aids, which
may be of use to the aircraft, will be switched on and non-
continuous aids may also be activated. Furthermore:
a. ATS surveillance system equipped units will keep a lookout for
the aircraft;
b. aerodrome lighting may be activated; and
c. if the aircraft can advise its last known position, and headings,
speed and times flown since that position, an air plot can be
made, actual winds added, and a DR position and heading to
steer passed to the aircraft on an advisory basis.
5.4.3 Intercept and Escort. Arrangements may be made to escort an
aircraft experiencing abnormal operations.
5.4.4 Ditching. When a ditching is likely, the RCC will obtain the
positions 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
rapid relay system between the aircraft and a selected ship;
b. weather reports, including sea conditions and a selected
ditching heading will be passed to the aircraft; and
c. arrangements may be made for ships to provide navigational
assistance, lighting, and reduce the effects of the sea swell or
wind.

94
AIP Australia 01 MAR 2018 GEN 3.6 - 5
5.5 Participation In Searches
5.5.1 General. When requested by the Australia RCC to carry out a
SAR operation, the aircraft and crew are deemed to be hired by
JRCC Australia.
5.5.2 Charges For Aircraft Use. Expenses incurred by the owner of
an aircraft engaged in SAR operations at the direction of the
Australia RCC may be recovered from JRCC Australia. The
hourly payment rate for SAR flying should be negotiated between
JRCC Australia and the operator concerned.
5.5.3 Briefing. Whenever possible the pilot of a search aircraft should
contact the RCC to confirm the briefing prior to the search
commencing.
5.5.4 Debriefing. Pilots should present a post-flight report to the RCC
as soon as possible after completion of the flight.
5.5.5 Safety. Civil aircraft engaged in SAR operations are required to
comply with the Civil Aviation Regulations. If a breach of the
Regulations is required in order to relieve a person from grave
and imminent danger, and failure to do so is likely to result in loss
of life or serious permanent disability, a Mercy Flight must be
declared or an alternative course of action taken.
ENR 1.1 Section 11.15.1 contains details on Mercy Flights.
6. AERODROME EMERGENCIES
6.1 General
This section explains the terms that are used to classify
aerodrome emergencies and defines the degree of response
required from agencies involved in the Aerodrome Emergency
Plan (AEP).
6.2 Local Standby
6.2.1 A Local Standby is declared when activation of only the airport
based agencies involved in the AEP is warranted. A Local
Standby will be the normal response when an aircraft
approaching an airport is known or is suspected to have
developed some defect, but the trouble is not such as would
normally involve any serious difficulty in effecting a safe landing.

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 GEN 3.6 - 6 01 MAR 2018 AIP Australia

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 services
will respond. At an aerodrome without RFFS facilities, the
response (if any) to a declaration of a Local Standby will be set
out in the AEP.
6.2.3 Unless the pilot states otherwise, for the purposes of activating
an AEP, a PAN call from an aircraft will 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 just
airport-based responding agencies is advisable. A Full
Emergency will be declared when an aircraft approaching the
airport is known or suspected to be in such trouble that there is
danger of an accident. In order to provide the appropriate
response, one of the following levels must be used by ATS in
declaring the Full Emergency to outside services:
D
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 be
from all services including on-airport services according to the
level (I, II or III) notified.
6.3.3 If a pilot declares a MAYDAY, then this equates to a Full
Emergency condition. The AEP will then be activated by
declaring “FULL EMERGENCY LEVEL (I, II or III)”.
6.4 Crash on Airport
The response to a crash on the airport will be the same as for a
Full Emergency.
6.5 Other Situations
For an aerodrome where there is no on-airport fire service or
when the airport fire service has been stood down, ATS will
state, “THERE IS NO ON-AIRPORT FIRE SERVICE AT YOUR
INTENDED AERODROME. WHAT SERVICES DO YOU
REQUIRE?” ATS will then activate the AEP at the appropriate
level. The AEP will cover this situation to ensure that an over-
response is not made.

94
AIP Australia 01 MAR 2018 GEN 3.6 - 7
6.6 Phraseology
Standard phraseology exists for the declaration of abnormal and
emergency operations, i.e: PAN and MAYDAY. Pilots are
reminded that timely use of these phrases will get the level of
response required. The use of non-standard terminology can
lead to misinterpretation of a pilot’s requirements. This does not
preclude ATS requesting confirmation of a pilot’s requirements;
e.g: “DO YOU WISH THE AIRPORT TO BE PLACED ON
LOCAL STANDBY?”
7. RESCUE AND FIRE FIGHTING SERVICES
7.1 General
RFFS is provided at certain aerodromes according to the type of
aircraft normally using that aerodrome and the frequency of
aircraft operations.
7.2 Aerodrome Category
RFFS facilities are allocated a category from 1 to 10 (see ERSA).
D
7.3 Hours of Service
Information regarding the hours of service of RFFS is available
from all ATS units and is published in ERSA.
7.4 RFFS Emergency Frequency
To enhance the safe management of emergency situations, a
national RFFS emergency frequency (131.0MHz) is available for
direct communication between the Fire Commander and affected
flight crew during an airport emergency at selected airports
(identified in ERSA FAC under Rescue and Firefighting
Services). ATC must be advised of an intention to operate on the
frequency.
7.4.1 All communication with ATC during an airport emergency must
be conducted on the normal ATC frequencies.
7.4.2 The Fire Commander will keep ATC informed of the incident
action plan.
8. EMERGENCY LOCATOR TRANSMITTER (ELT)
8.1 Australian aircraft (except exempted aircraft) are required to be
fitted with or to carry an ELT in accordance with the requirements
of CAR 252A. Procedures detailing the use of ELTs in an
emergency are found in ERSA EMERG.

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 GEN 3.6 - 8 01 MAR 2018 AIP Australia

Note: While the installation and use of automatic ELTs saves

lives, improper use will lead to false alarms and a resultant strain
on scarce SAR resources.
8.2 Monitoring 121.5MHz
Pilots should monitor 121.5MHz before engine start and after
shutdown. Reception of an ELT transmission must be reported to
ATS or the RCC immediately.
8.3 Inadvertent Activations
If an ELT has been inadvertently activated, this must also be
reported to ATS or the RCC immediately.
8.4 Testing ELTs
Operational tests must be limited to 5SEC, and the preferred
procedure is that they be conducted within the first 5MIN of the
hour. JRCC Australia must be notified in advance of the test and,
where the beacon is operated on 406MHz, its HexID must be
provided. Detailed ELT testing procedures can be found on the
AMSA website.
D
9. COSPAS-SARSAT
9.1 COSPAS (from the Russian acronym for “Space System for
Search for Vessels in Distress”) and SARSAT (from “Search and
Rescue Satellite Aided Tracking”), together constitute an
international project consisting of a network of satellites in low
near-polar orbits, with the capability of detecting and calculating
positions of ELTs. The Australian Mission Control Centre
operated by the JRCC Australia in Canberra, is linked to three
earth stations known as Local User Terminals at Albany (WA),
Bundaberg (QLD) and Wellington (New Zealand).
9.2 COSPAS-SARSAT provides coverage for 121.5/243MHz ELTs
over all the Australian continent, New Zealand, and several
hundred miles to sea. Coverage for 406MHz ELTs is world-wide.
This coverage is not continuous as the time interval between
successive satellite passes can be as much as two hours.
9.3 COSPAS-SARSAT can calculate the position of 121.5/243MHz
ELTs to within 20KM, and 406MHz ELTs to within 3KM.

94
AIP Australia 01 MAR 2018 GEN 3.6 - 9
10. SEARCH AND RESCUE TRANSPONDER (SART)
10.1 The International Maritime Organisation has introduced a
requirement for all vessels over 300 tonnes gross weight,
engaged in international trade, to be equipped with SARTs.
These devices are intended to enhance the probability of location
and rescue of survivors.
10.2 SARTs work by responding to radar transmissions in the 9
Gigahertz (GHZ) range, the frequencies used by most maritime
and aviation navigation and weather radars (aircraft radars would
need to be used in the mapping mode).
10.3 When a SART receives a radar pulse, it will transmit 10 - 20
pulses in reply. This will show on the radar screen as a series of
‘returns’ leading the way from the SARTs position. SART
transmissions will not interfere with the primary role of aircraft
radars, i.e: weather detection.
10.4 ICAO and Airservices do not intend to introduce SARTs to the
aviation industry. However, pilots who detect SART
transmissions should report them, with the position, to ATS, who
will alert SAR authorities.
D
10.5 Example of SART - 40° left at 19NM

94
GEN 3.6 - 10 01 MAR 2018 AIP Australia
SAR BOUNDARIES
11.

94
AIP Australia 24 MAY 2018 GEN 4.1 - 1
GEN 4. CHARGES FOR AERODROMES/HELIPORTS AND AIR
NAVIGATION 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 specific
conditions of use (including access agreements) and landing
charge regimes. Aircraft operators wishing to use these airports
should use the contact details listed hereunder to gain copies of
appropriate documents from each airport as necessary.
Adelaide Airport
General Manager
Adelaide Airport Limited
1 James Schofield Drive
ADELAIDE SA 5950
Ph: +61 8 8308 9228
Fax: +61 8 8308 9311
Brisbane Airport
Terminal Operations Manager
Brisbane Airport Corporation Ltd
HAMILTON CENTRAL QLD 4007
Ph: +61 7 3406 3169
Fax: +61 7 3860 8634
Cairns Airport
Apron Coordinator
Cairns Airport Pty Ltd
PO Box 57 Airport Administration Centre
CAIRNS AIRPORT QLD 4870
Ph: +61 7 4080 6744
Fax: +61 7 4035 9115
Canberra Airport
Managing Director
Canberra International Airport
2 Brindabella Circuit
Brindabella Business Park
CANBERRA INTERNATIONAL AIRPORT ACT 2609
Ph: +61 2 6275 2222
Fax: +61 2 6275 2244

95
GEN 4.1 - 2 24 MAY 2018 AIP Australia

Darwin Airport
Airport Duty Manager
PO Box 40996
CASUARINA NT 0811
Ph: +61 8 8920 1886
Fax: +61 8 8920 1855
Melbourne Airport
Terminal Operations Manager
Australia Pacific Airports (Melbourne) Pty Ltd
Locked Bag 16
GLADSTONE PARK VIC 3043
Ph: +61 3 9297 1842
Fax: +61 3 9297 1995
Email [email protected]
Perth Airport
Duty Manager
Westralia Airport Corporation Pty Ltd
CLOVERDALE WA 6105
Tel: +61 8 9478 8501
Fax: +61 8 9477 1063
Sydney Airport
Aeronautical Debtors Controller
Sydney Airports Corporation Ltd
PO Box 63
MASCOT NSW 1460
Ph: +61 2 8338 4938
Fax: +61 2 9667 1592
1.2 Limited information on landing charges is also contained in
ERSA.
2. PASSENGER MOVEMENT CHARGE
2.1 The Australian Government levies a Passenger Movement
Charge (PMC), on all liable air and sea passengers departing
Australia for another country, whether or not the passenger
intends to return to Australia. The PMC is currently AUD$55 per
passenger and will increase to AUD$60 from 1 July 2017. The
Department of Home Affairs, on behalf of the Commonwealth of
Australia, has administrative responsibility for the PMC.

95
AIP Australia 24 MAY 2018 GEN 4.1 - 3
The Department, on behalf of the Commonwealth of Australia,
enters into voluntary “Arrangements” with carriers (airlines, air
charters and shipping operators) which impose an obligation on
the carrier to remit an amount which is equal to the PMC liability
owed to the Commonwealth by the departing person on board the
aircraft or vessel. The collection of the PMC occurs at the time a
ticket is sold to the passenger and is forwarded to the Department
by the carrier within specified time frames. Arrangements with
carriers removes the obligation for a passenger to pay the costs
directly to the Department.
Carriers are asked to enter into an “Arrangement” to collect and
remit the charge. Information on how to establish a PMC
arrangement can be found on the Departmental website:
www.border.gov.au/Busi/traveller-industry/passenger-movement-
charge or, contact the Passenger Movement Charge
Administration Office by email: [email protected],
or telephone +61 2 6264 1531. Where an arrangement is not in
place with a small itinerant flight and sea craft an Australian
Border Force officer will collect the charge directly from each
passenger, or from the captain, or agent for each voyage for
the total number of passengers at the place of departure. An
official receipt is provided after payment of the PMC has been
collected.
2.2 Collect and Remit Passenger Movement Charge (PMC)
Collect AUD$55 PMC from all liable passenger and remit to the
Department of Home Affairs in accordance with the conditions
contained within the PMC Arrangement. Payment should be
made in Australian currency by electronic funds transfer to the
Department of Home Affairs Passenger Movement Charge:
Commonwealth Bank of Australia SWIFT: CTBAAU2S
BSB 062-987 Account Number 10020668 or by cheque mailed
to: Passenger Movement Charge Unit, t h e Department of
Home Affairs. GPO Box 2809, Melbourne VIC 3001 Australia.

95
GEN 4.1 - 4 24 MAY 2018 AIP Australia

A PMC Remittance Report is required at the time of payment

containing information such as total passenger numbers and total
number of exempt passengers. Flight by flight data listing the
flight number (or date and time of flight departure), the total
number of passengers, the number of exemptions aboard. A
PMC Remittance Report is available on the Departmental
website: www.border.gov.au/Busi/traveller-industry/passenger-
movement-charge or by contacting:
[email protected]
2.3 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 of
traditional activities in the Torres Strait and adjacent territory;
c. a member of a foreign defence force departing on a military
aircraft or a military ship as part of their military employment,
including spouse and/or child of that defence force member;
d. crew of aircraft and vessels (operational and positioning)
including medical attendants (Medivac operators’ own
attendants) on specific Medivac flights;
e. transit (air and sea) passengers who do not undergo
Customs and Immigration processing;
f. emergency passengers who land in Australia for reasons
beyond the person’s control; e.g: illness, mechanical failure or
other emergency (includes illness/injury of a person on
Medivac flights however, the accompanying passenger is not
exempt);
g. passengers on single journeys who depart Australia more
than once are only liable to pay PMC once;
h. diplomatic and consular representatives of a country other
than Australia, their families, staff and their families; travelling
on a diplomatic passport with subclass visa 995 or 403;
i. passengers departing Australia to an installation in the Joint
Petroleum Development Area for the purpose of
prospecting for petroleum or undertaking petroleum
operations;

95
AIP Australia 17 AUG 2017 GEN 4.1 - 5
j. Protective Service Officers (as defined in the Australian
Federal Police Act 1979) on an aircraft for the purpose of
enhancing the security of the aircraft;
k. travel to an Indian Ocean Territory (Christmas and Cocos
[Keeling] Islands) unless the passenger intends to depart from
there for an overseas destination;
l. when travel between the Australian mainland and/or an
Indian Ocean Territory can only be reasonably
accomplished by first departing for another country, provided
the stay in the other country does not exceed seven (7) days.
2.4 Passengers who have paid the PMC at the time of ticket sale are
required to have a record of payment on the ticket.
2.5 The collection and remittance of PMC will be a condition on
which charters will be approved.

92
GEN 4.1 - 6 17 AUG 2017 AIP Australia

INTENTIONALLY BLANK

92
AIP Australia 02 MAR 2017 GEN 4.2 - 1

GEN 4.2 AIR NAVIGATION SERVICES CHARGES

1. AIRCRAFT CHARGES
1.1 Airservices Australia is responsible for the provision of airways
facilities and services in Australia. The provision of airways
facilities and services is managed on a commercial basis and
Airservices levies flight-based charges to recover the cost
associated with these facilities and services from aircraft
operators.
1.2 The Department of Infrastructure and Regional Development
(DoIRD) is responsible for the recovery of the cost of noise
amelioration programs through the mechanism of the Noise Levy
Charge. The Bureau of Meteorology (BoM) is responsible for the
provision of aviation weather services and recovers the cost of
these services from aircraft operators. To avoid duplication of
administration and to assist customers in making payments, a
single monthly invoice and/or statement covering Airservices
charges, BoM charges and the 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 assist
customers in understanding the charging arrangements. Airways
charges are administered in accordance with the legislation. This
advice should be used by customers as a guide only. Details on
unit rates of charge and other information are contained in the
booklet entitled “Charges for Facilities and Services Standard
Contract Terms” which can be obtained by contacting the
Financial Services Centre, Airservices Australia.
2. CHARGING SYSTEM
2.1 Aviation charges:
a. apply to all flights by an aircraft, both domestic (within an
Australian flight information region) and international (to and
from an Australian flight information region) except:
(1) flights that are notified as maintenance or test flights; and
(2) operational missed approaches; and
b. include a discount at specified aerodromes for circuit training.

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GEN 4.2 - 2 02 MAR 2017 AIP Australia

2.2 The charges are calculated on each tonne of the maximum

takeoff weight as set out in the flight manual of the aircraft, with
any 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, approach
control and terminal navigation aids. Charges applicable to
specific locations may be obtained by contacting the Airservices
Financial Services Centre at the address shown at para 10.1.3 or
by 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 for
aircraft with a maximum takeoff weight of 2.5 tonnes or greater
may be obtained by contacting the Airservices Financial Services
Centre at the address shown at para 10.1.3 or by phoning the
number 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 an
en route charge for the whole flight in an Australian flight
information region. En route charges may be obtained by
contacting the Airservices Financial Services Centre at the
address shown at para 10.1.3 or by phoning the number at
para 10.1.5.
6. DoIRD AND BoM CHARGES
6.1 Details on how the Meteorological Service Charge and the Noise
Levy Charge are applied may be obtained from the Financial
Services Centre, Airservices Australia.
7. INTEREST
7.1 Interest is payable on the amount of the charge owing from the
date it becomes overdue until the date it is paid. The interest is
calculated daily and compounded monthly at the rate of 2% pa
above the Commonwealth Bank Overdraft Index Rate (monthly
charging cycle) current on the first day of each month.

90
AIP Australia 25 MAY 2017 GEN 4.2 - 3
7.2 If overdue amounts are not paid, Airservices may:
a. give the operator 14 days notice of their intention to withhold
services (with a copy to the Civil Aviation Safety Authority);
and
b. withhold those services after that time, having regard to air
navigation 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, but
mechanisms exist to transfer this liability to a third party where
this is more appropriate.
9. ASSIGNMENT OF LIABILITY
9.1 The buyer and seller of an aircraft should complete an
Assignment of Liability of charges payable in respect of the
aircraft from the date of delivery of the aircraft to the buyer.
9.2 The charges payable in respect of an aircraft on hire or lease for
more than 30 days may be assigned to the hirer or lessee.
9.3 A form of Assignment of Liability is available from the Financial
Services Centre, Airservices Australia.
9.4 Notwithstanding, the Financial Services Centre having accepted
and Assignment of Liability, the holder of the COR for the aircraft
continues to be liable for the charges payable in respect of the
aircraft.
10. ADMINISTRATION OF AIRCRAFT CHARGES
10.1 Financial Services Centre
10.1.1 The Financial Services Centre administers the charging
arrangements for Airservices Australia’s airways, rescue and fire
fighting charges, BoM meteorological charges and DoIRD Noise
Levy charges. The Centre is responsible for:
a. the edit and correction of flight data,
b. maintenance of debtors’ accounts and other records,
c. issue of invoices and statements,
d. handling of account enquiries,
e. receipt of payments, and
f. debt recovery action.

91
GEN 4.2 - 4 25 MAY 2017 AIP Australia

10.1.2 The Financial Services Centre is located in the Airservices

Australia Head Office at 25 Constitution Avenue, Canberra, ACT
2600.
10.1.3 All correspondence should be directed to:
The Manager
Financial Services Centre
Airservices Australia
PO Box 231
CIVIC SQUARE ACT 2608
10.1.4 Urgent enquiries can also be made to the Financial Services
Centre fax number 02 6268 5693 (Dial 61-2 in lieu of 02 if calling
from outside Australia).
10.1.5 Telephone enquiries should be directed to the Financial Services
Centre free-call (Australia wide, except for mobile phones)
number 1800 026 147, or, in the Canberra area, to
02 6268 5714.
10.2 Invoices
10.2.1 Invoices are issued for each aircraft and show charges for flights
undertaken in the preceding calendar month as well as flights
from earlier months which, for any reason, have not already been
invoiced.
10.2.2 To reduce administrative costs, an invoice for an aircraft will
normally be issued only when the total value of flights to be
invoiced exceeds $55, or at least quarterly.
10.2.3 If requested by an aircraft operator, this administrative
arrangement can be modified for aircraft where monthly invoicing
is required irrespective of the value of the invoices.
10.3 Statements
10.3.1 Statements are issued when an invoice has been generated or
there are outstanding charges. The statement will contain an
amount brought forward (if there are outstanding charges and/or
interest from previous periods) and the total charges accrued in
the current billing period. Any receipts and/or interest since the
previous statement will also be shown along with any
adjustments and a reference to the nature of that adjustment.

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AIP Australia 02 MAR 2017 GEN 4.2 - 5
10.4 Disputed Accounts
10.4.1 Where a particular item on an invoice is disputed by the debtor, a
note should accompany the remittance identifying the disputed
items and reason for dispute. The full amount of the invoice
should be paid while the dispute is being resolved as this will
prevent interest accruing on the unpaid amounts in the event that
the dispute is resolved in favour of Airservices/BoM/DoIRD.
In the event that the dispute is resolved in favour of the debtor, a
credit adjustment will be made which will appear on the next
statement and a credit note or refund issued.
10.5 Remittances
10.5.1 A tear-off remittance advice is provided with each statement, and
payment should be forwarded to the Financial Services Centre
with this remittance advice. Payment can also be made by direct
deposit to the Centre’s bank account, provided advice of each
payment is given to the Financial Services Centre by facsimile.
Operators who wish to make payments by this method should
contact the Financial Services Centre, Airservices Australia, for
details.
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 working
day following a credit being processed and give invoice details,
amounts and an explanation of the adjustment.

90
GEN 4.2 - 6 02 MAR 2017 AIP Australia

INTENTIONALLY BLANK

90
AIP Australia 24 MAY 2018 ENR 0.6 - 1
ENR 0.
ENR 0.1 PREFACE - Not Applicable
ENR 0.2 RECORD OF AIP AMENDMENTS - Not Applicable
ENR 0.3 RECORD OF AIP SUPPLEMENTS - Not Applicable
ENR 0.4 CHECKLIST OF AIP PAGES - Not Applicable
ENR 0.5 LIST OF HAND AMENDMENTS - Not Applicable

ENR 0.6 TABLE OF CONTENTS

ENR 1. GENERAL RULES AND PROCEDURES ....................ENR 1.1 - 1
ENR 1.1 GENERAL RULES .....................................................ENR 1.1 - 1
1. INTRODUCTION .............................................................ENR 1.1 - 1
2. OPERATIONS IN CONTROLLED AIRSPACE ................ENR 1.1 - 1
2.1 General ..................................................................................ENR 1.1 - 1
2.2 Air Traffic Clearances and Instructions..................................ENR 1.1 - 1
2.3 Engine Start, Pushback and Taxi ..........................................ENR 1.1 - 8
2.4 Take-off................................................................................ENR 1.1 - 13
2.5 Visual Departure - IFR Flights .............................................ENR 1.1 - 16
2.6 VFR Departure by an Aircraft Planned IFR .........................ENR 1.1 - 17
2.7 After Take-off .......................................................................ENR 1.1 - 17
2.8 VFR Climb and Descent - IFR Flights..................................ENR 1.1 - 18
2.9 VFR-On-Top - IFR Flights....................................................ENR 1.1 - 20
2.10 En Route............................................................................ENR 1.1 - 21
2.11 Descent and Entry .............................................................ENR 1.1 - 22
2.12 Holding...............................................................................ENR 1.1 - 31
2.13 Landing ..............................................................................ENR 1.1 - 32
2.14 Circuit Operations ..............................................................ENR 1.1 - 35
2.15 Go Around and Missed Approach Procedure in
VMC .....................................................................................ENR 1.1 - 36
2.16 Taxiing After Landing.........................................................ENR 1.1 - 37
3. OPERATIONS IN CLASS E AIRSPACE .......................ENR 1.1 - 38
3.1 ATC Traffic Services............................................................ENR 1.1 - 38
3.2 VFR Flights in Class E Airspace..........................................ENR 1.1 - 39
4. NAVIGATION REQUIREMENTS...................................ENR 1.1 - 39
4.1 Flight under the IFR .............................................................ENR 1.1 - 39
5. AIR ROUTE SPECIFICATIONS ....................................ENR 1.1 - 46
6. RADIO COMMUNICATION AND NAVIGATION
REQUIREMENTS..........................................................ENR 1.1 - 47
6.1 Summary of Report and Broadcast Requirements ..............ENR 1.1 - 47
6.2 Limited Radio and No Radio Procedures ............................ENR 1.1 - 55
6.3 GNSS Reporting Requirements and Procedures ................ENR 1.1 - 57
7. PARALLEL RUNWAY OPERATIONS AT CLASS C
AERODROMES.............................................................ENR 1.1 - 58

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ENR 0.6 - 2 24 MAY 2018 AIP Australia
7.1 Introduction.......................................................................... ENR 1.1 - 58
7.2 Pilot Notification................................................................... ENR 1.1 - 59
7.3 Parallel Instrument Approaches .......................................... ENR 1.1 - 59
7.4 Parallel Visual Approaches.................................................. ENR 1.1 - 61
7.5 Segregated Operations in IMC ............................................ ENR 1.1 - 63
7.6 Independent Departures...................................................... ENR 1.1 - 63
7.7 Simultaneous Opposite Direction Operations...................... ENR 1.1 - 63
8. LAND AND HOLD SHORT OPERATIONS
(LAHSO) ....................................................................... ENR 1.1 - 64
8.1 Introduction.......................................................................... ENR 1.1 - 64
8.2 Locations Where LAHSO are Used..................................... ENR 1.1 - 64
8.3 A Dependent Procedures .................................................... ENR 1.1 - 64
8.4 Participation......................................................................... ENR 1.1 - 64
8.5 Conditions for LAHSO ......................................................... ENR 1.1 - 66
8.6 Pilot Advise of LAHSO Approval ......................................... ENR 1.1 - 67
8.7 ATIS Broadcast ................................................................... ENR 1.1 - 68
8.8 Directed Traffic Information ................................................. ENR 1.1 - 68
8.9 Read Back Requirements.................................................... ENR 1.1 - 68
8.10 Landing Distance Assessments ........................................ ENR 1.1 - 68
8.11 Go Around During LAHSO ................................................ ENR 1.1 - 69
9. VERTICAL SEPARATION IN THE AUSTRALIAN
FIR ................................................................................ ENR 1.1 - 69
9.1 Reduced Vertical Separation Minimum (RVSM) ................. ENR 1.1 - 69
9.2 RVSM Operations................................................................ ENR 1.1 - 69
9.3 Operational Procedures Before Entering the RVSM
Flight Level Band - RVSM Approved Aircraft....................... ENR 1.1 - 70
9.4 Operational Procedures After Entering the RVSM
Flight Level Band – RVSM Approved Aircraft ...................... ENR 1.1 - 71
9.5 ATC Responsibilities ........................................................... ENR 1.1 - 73
9.6 Weather and Wake Turbulence and System Alerts............. ENR 1.1 - 73
9.7 Flight Level Deviation Reporting.......................................... ENR 1.1 - 73
10. OPERATIONS IN CLASS G AIRSPACE .................... ENR 1.1 - 74
10.1 Communications................................................................ ENR 1.1 - 74
10.2 Circuit Information, Separation Minima and Height ........... ENR 1.1 - 76
10.3 Taxiing ............................................................................... ENR 1.1 - 78
10.4 Departure Information........................................................ ENR 1.1 - 79
10.5 Climb and Cruise Procedures............................................ ENR 1.1 - 80
10.6 Position Reports ................................................................ ENR 1.1 - 81
10.7 Descent from Controlled Airspace..................................... ENR 1.1 - 81
10.8 Arrival Information ............................................................. ENR 1.1 - 81
10.9 Landing Manoeuvres ......................................................... ENR 1.1 - 82
10.10 Separation Minima for Landing........................................ ENR 1.1 - 90
10.11 The Traffic Mix and Other Hazards at
Non-Controlled Aerodromes ................................................ ENR 1.1 - 91
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AIP Australia 24 MAY 2018 ENR 0.6 - 3
11. OPERATIONAL REQUIREMENTS -
GENERAL......................................................................ENR 1.1 - 91
11.1 Taxiing After Landing.........................................................ENR 1.1 - 91
11.2 SARWATCH ......................................................................ENR 1.1 - 91
11.3 Radio Telephony Requirements Outside Controlled
Airspace ...............................................................................ENR 1.1 - 93
11.4 Holding...............................................................................ENR 1.1 - 93
11.5 Diversion to an Alternate Aerodrome.................................ENR 1.1 - 93
11.6 Operating Requirements for Transponders .......................ENR 1.1 - 94
11.7 Operating Requirements for ADS-B Transmitters .............ENR 1.1 - 94
11.8 Alternate Aerodromes........................................................ENR 1.1 - 94
11.9 Suitability of Aerodromes.................................................ENR 1.1 - 100
11.10 Fuel Requirements ........................................................ENR 1.1 - 105
11.11 Information by Pilots ......................................................ENR 1.1 - 107
11.12 Flights Over Water.........................................................ENR 1.1 - 109
11.13 Procedures for Ground Operations of Turbo-Jet
Aircraft................................................................................ENR 1.1 - 110
11.14 Clearances - Pilot Responsibility ...................................ENR 1.1 - 110
11.15 Special Requirements....................................................ENR 1.1 - 110
11.16 Helicopter Operations - At Aerodromes and
Helicopter Access Corridors and Lanes.............................ENR 1.1 - 115
ENR 1.2 VISUAL FLIGHT RULES............................................ENR 1.2 - 1
1. FLIGHT RULES ...............................................................ENR 1.2 - 1
1.1 The Visual Flight Rules (VFR) ...............................................ENR 1.2 - 1
1.2 Special VFR...........................................................................ENR 1.2 - 1
2. VISUAL METEOROLOGICAL CONDITIONS (VMC) -
TAKE-OFF, EN ROUTE AND LANDING.........................ENR 1.2 - 2
2.1 Controlled Airspace - Class A................................................ENR 1.2 - 2
2.2 Controlled Airspace - Class C................................................ENR 1.2 - 2
2.3 Controlled Airspace - Class D................................................ENR 1.2 - 3
2.4 Controlled Airspace - Class E................................................ENR 1.2 - 3
2.5 Non-Controlled Airspace - Class G........................................ENR 1.2 - 4
ENR 1.3 INSTRUMENT FLIGHT RULES .................................ENR 1.3 - 1
1. THE INSTRUMENT FLIGHT RULES (IFR) .....................ENR 1.3 - 1
2. FLIGHT RULES NOMINATION .......................................ENR 1.3 - 1
ENR 1.4 ATS AIRSPACE CLASSIFICATION...........................ENR 1.4 - 1
1. CONTROLLED AIRSPACE .............................................ENR 1.4 - 1
1.1 General ..................................................................................ENR 1.4 - 1
1.2 Control Areas.........................................................................ENR 1.4 - 3
1.3 Control Zone ..........................................................................ENR 1.4 - 3
1.4 Authorisation of Civil Flights in Military CTRs and
Other Military Administered Airspace.....................................ENR 1.4 - 4
1.5 Release of Control Areas, Control Zones and
Military Restricted Areas ........................................................ENR 95 1.4 - 4
ENR 0.6 - 4 24 MAY 2018 AIP Australia
1.6 Deactivation of Control Zones, Restricted or Danger
Areas......................................................................................ENR 1.4 - 4
2. PROVISION OF SEPARATION IN CONTROLLED
AIRSPACE...................................................................... ENR 1.4 - 5
2.1 General..................................................................................ENR 1.4 - 5
2.2 Special Provisions .................................................................ENR 1.4 - 6
3. CLASS G AIRSPACE ..................................................... ENR 1.4 - 7
3.1 Flight Information Areas ........................................................ENR 1.4 - 7
3.2 Broadcast Areas ....................................................................ENR 1.4 - 7
4. CLASSES OF AIRSPACE-SERVICES AND
REQUIREMENTS ........................................................... ENR 1.4 - 8
5. AIRSPACE RESERVATION, PROHIBITED,
RESTRICTED AND DANGER AREAS ......................... ENR 1.4 - 10
5.1 Airspace Reservation .......................................................... ENR 1.4 - 10
5.2 General................................................................................ ENR 1.4 - 10
5.3 Flight within PRD Areas....................................................... ENR 1.4 - 12
6. LANES OF ENTRY ....................................................... ENR 1.4 - 13
7. FLYING TRAINING AREAS IN CONTROLLED
AIRSPACE.................................................................... ENR 1.4 - 13
8. AIR DISPLAY ................................................................ ENR 1.4 - 14
9. WAKE TURBULENCE SEPARATION
STANDARDS................................................................ ENR 1.4 - 14
9.1 Categories ........................................................................... ENR 1.4 - 14
9.2 Application of Standards...................................................... ENR 1.4 - 14
9.3 Pilot Waivers........................................................................ ENR 1.4 - 17
10. REGULATION OF FLIGHT - ASSESSMENT OF
PRIORITIES.................................................................. ENR 1.4 - 18
ENR 1.5 HOLDING, APPROACH AND DEPARTURE
PROCEDURES........................................................................ ENR 1.5 - 1
1. HOLDING AND INSTRUMENT APPROACH TO
LAND (IAL) PROCEDURES ........................................... ENR 1.5 - 1
1.1 General..................................................................................ENR 1.5 - 1
1.2 Aircraft Performance Category ..............................................ENR 1.5 - 1
1.3 Helicopters.............................................................................ENR 1.5 - 2
1.4 Minimum Route Altitudes.......................................................ENR 1.5 - 2
1.5 Procedure Entry.....................................................................ENR 1.5 - 2
1.6 Meteorological Minima...........................................................ENR 1.5 - 3
1.7 Circling Approaches and Visual Circling................................ENR 1.5 - 3
1.8 Visual Manoeuvring (non-Circling) Subsequent to Non-
Precision Approaches (NPA) and Approaches with
Vertical Guidance (APV) ........................................................ENR 1.5 - 5
1.9 Visual Approach Area - Helicopter ........................................ENR 1.5 - 6
1.10 Missed Approach - Standard Procedures............................ENR 1.5 - 9
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AIP Australia 24 MAY 2018 ENR 0.6 - 5
1.11 Missed Approach Tracking ................................................ENR 1.5 - 10
1.12 Missed Approach Requirements - GNSS ..........................ENR 1.5 - 11
1.13 Missed Approach - Helicopter Procedures ........................ENR 1.5 - 11
1.14 Visual Segments................................................................ENR 1.5 - 12
1.15 Visual Approaches.............................................................ENR 1.5 - 13
1.16 Handling Speeds ...............................................................ENR 1.5 - 14
1.17 Speed Restrictions.............................................................ENR 1.5 - 14
1.18 Obstacle Clearance Altitude (OCA) ...................................ENR 1.5 - 14
1.19 Aerodrome Operating Minima (AOM) ................................ENR 1.5 - 15
1.20 Descent Gradients .............................................................ENR 1.5 - 15
1.21 Descent..............................................................................ENR 1.5 - 16
1.22 Wind Effect ........................................................................ENR 1.5 - 16
1.23 Bank Angle ........................................................................ENR 1.5 - 16
2. APPROACH PROCEDURES ........................................ENR 1.5 - 17
2.1 Use of Navigation Aids ........................................................ENR 1.5 - 17
2.2 Minimum Sector Altitude......................................................ENR 1.5 - 17
2.3 Approach Design Concept...................................................ENR 1.5 - 17
2.4 Procedure Entry...................................................................ENR 1.5 - 19
2.5 Approach Segments and Fixes............................................ENR 1.5 - 21
2.6 Missed Approach Procedure ...............................................ENR 1.5 - 21
2.7 Reversal Procedures ...........................................................ENR 1.5 - 22
2.8 DME Arcs.............................................................................ENR 1.5 - 24
3. HOLDING PROCEDURES ............................................ENR 1.5 - 24
3.1 General ................................................................................ENR 1.5 - 24
3.2 Limitations............................................................................ENR 1.5 - 25
3.3 Entry Into the Holding Pattern..............................................ENR 1.5 - 26
3.4 Standard Holding Pattern ....................................................ENR 1.5 - 28
3.5 DME limit .............................................................................ENR 1.5 - 28
3.6 Shortening ...........................................................................ENR 1.5 - 28
3.7 Descent in Holding Pattern ..................................................ENR 1.5 - 29
4. AERODROME METEOROLOGICAL MINIMA...............ENR 1.5 - 29
4.1 Ceiling and Visibility Minima ................................................ENR 1.5 - 29
4.2 Runway Visual Range and Runway Visibility ......................ENR 1.5 - 29
4.3 Take-off minima for qualifying multi-engine IFR
aeroplanes ...........................................................................ENR 1.5 - 30
4.4 Take-off minima for other IFR aeroplanes ...........................ENR 1.5 - 32
4.5 Take-off minima for qualifying multi-engine IFR
helicopters............................................................................ENR 1.5 - 33
4.6 Take-off minima for other IFR helicopters ...........................ENR 1.5 - 34
4.7 Landing Minima ...................................................................ENR 1.5 - 35
5. APPLICATION OF AERODROME METEOROLOGICAL
MINIMA..........................................................................ENR 1.5 - 36
5.1 Pilot Responsibilities............................................................ENR 1.5 - 36
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ENR 0.6 - 6 24 MAY 2018 AIP Australia
5.2 ATC Assessment................................................................. ENR 1.5 - 36
5.3 QNH Sources ...................................................................... ENR 1.5 - 37
6. ALTERNATE WEATHER MINIMA ................................ ENR 1.5 - 37
6.1 IFR Flights ........................................................................... ENR 1.5 - 37
6.2 Special Alternate Weather Minima ...................................... ENR 1.5 - 38
7. PRECISION APPROACH OPERATIONS..................... ENR 1.5 - 38
7.1 General................................................................................ ENR 1.5 - 38
7.2 Failures................................................................................ ENR 1.5 - 39
7.3 Altimeter Checks and Flight Tolerances.............................. ENR 1.5 - 40
7.4 Protection of GLS Critical and Sensitive Areas ................... ENR 1.5 - 40
8. STANDARD INSTRUMENT DEPARTURES ................ ENR 1.5 - 40
8.1 General................................................................................ ENR 1.5 - 40
8.2 SID Procedures ................................................................... ENR 1.5 - 41
9. NOISE ABATEMENT PROCEDURES.......................... ENR 1.5 - 43
9.1 Application ........................................................................... ENR 1.5 - 43
9.2 Curfews ............................................................................... ENR 1.5 - 45
10. STANDARD INSTRUMENT
ARRIVALS (STARs) ..................................................... ENR 1.5 - 45
10.1 General.............................................................................. ENR 1.5 - 45
10.2 STAR Procedures.............................................................. ENR 1.5 - 46
11. DME or GPS ARRIVAL PROCEDURES..................... ENR 1.5 - 47
11.1 General.............................................................................. ENR 1.5 - 47
11.2 Use of GNSS .....................................................................ENR 1.5 - 47
11.3 Operations in Controlled Airspace..................................... ENR 1.5 - 48
12. SIGNALS FOR THE CONTROL OF
AERODROME TRAFFIC .............................................. ENR 1.5 - 49
12.1 Light Signals to Aircraft...................................................... ENR 1.5 - 49
12.2 Light Signals to Vehicles and Pedestrians ........................ ENR 1.5 - 49
12.3 Ground Signals to Aircraft ................................................. ENR 1.5 - 50
ENR 1.6 ATS SURVEILLANCE SERVICES AND
PROCEDURES........................................................................ ENR 1.6 - 1
1. RADIO COMMUNICATIONS PROCEDURES................ ENR 1.6 - 1
2. IDENTIFICATION PROCEDURES ................................. ENR 1.6 - 1
3. VECTORING PROCEDURES ........................................ ENR 1.6 - 1
4. ATC RESPONSIBILITIES IN RESPECT OF
UNIDENTIFIED AIRCRAFT............................................ ENR 1.6 - 4
5. SPEED CONTROL (ARRIVING AIRCRAFT).................. ENR 1.6 - 5
6. EMERGENCY PROCEDURES....................................... ENR 1.6 - 5
6.1 General..................................................................................ENR 1.6 - 5
6.2 Radio Failure Procedure........................................................ENR 1.6 - 6
6.3 ATS Surveillance System - Failure Procedure ......................ENR 1.6 - 6
6.4 SSR Emergency Codes.........................................................ENR 1.6 - 6
6.5 ADS-B Emergency Codes .....................................................ENR 1.6 - 7
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AIP Australia 24 MAY 2018 ENR 0.6 - 7
7. AIRCRAFT TRANSPONDER ..........................................ENR 1.6 - 7
7.1 Operation of SSR Transponders ...........................................ENR 1.6 - 7
ENR 1.7 ALTIMETER SETTING PROCEDURES ....................ENR 1.7 - 1
1. PRE-FLIGHT ALTIMETER CHECK.................................ENR 1.7 - 1
1.1 General ..................................................................................ENR 1.7 - 1
1.2 IFR Altimeters ........................................................................ENR 1.7 - 1
1.3 VFR Altimeters.......................................................................ENR 1.7 - 2
1.4 Accurate QNH and Site Elevation..........................................ENR 1.7 - 2
2. ALTIMETER SETTING RULES .......................................ENR 1.7 - 2
2.1 Transition Layer, Altitude and Level ......................................ENR 1.7 - 2
2.2 Area QNH ..............................................................................ENR 1.7 - 3
2.3 Local QNH .............................................................................ENR 1.7 - 3
2.4 Limitations..............................................................................ENR 1.7 - 3
2.5 General ..................................................................................ENR 1.7 - 3
3. CRUISING LEVELS.........................................................ENR 1.7 - 5
3.1 Selection of Levels.................................................................ENR 1.7 - 5
3.3 Block Levels...........................................................................ENR 1.7 - 6
4. CHANGE OF LEVELS .....................................................ENR 1.7 - 7
4.1 ATC Approval Required.........................................................ENR 1.7 - 7
4.2 ATC Approval Not Required ..................................................ENR 1.7 - 8
5. TABLES OF CRUISING LEVELS
(NORTH OF 80° S)..........................................................ENR 1.7 - 8
6. TABLES OF CRUISING LEVELS
(SOUTH OF 80° S) ..........................................................ENR 1.7 - 9
ENR 1.8 REGIONAL SUPPLEMENTARY
PROCEDURES.........................................................................ENR 1.8 - 1
ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT .......................ENR 1.9 - 1
1. FLOW MANAGEMENT STAGES ....................................ENR 1.9 - 1
2. STRATEGIC - SCHEDULE COORDINATION.................ENR 1.9 - 1
3. PRE-TACTICAL - GROUND DELAY PROGRAM ...........ENR 1.9 - 2
3.1 General ..................................................................................ENR 1.9 - 2
3.2 Calculated Off Blocks Time (COBT) ......................................ENR 1.9 - 3
3.3 Non-scheduled flights ............................................................ENR 1.9 - 4
3.4 GDP Run Times.....................................................................ENR 1.9 - 4
3.5 GDP revision..........................................................................ENR 1.9 - 5
4. TACTICAL - FEEDER FIX FLOW - AIRPORTS
WITH CLASS C TOWERS ..............................................ENR 1.9 - 5
4.1 Feeder Fix Flow Methodology ...............................................ENR 1.9 - 5
4.2 ATC Procedures/Requirements.............................................ENR 1.9 - 6
ENR 1.10 FLIGHT PLANNING ...............................................ENR 1.10 - 1
1. FLIGHT PLAN PREPARATION .....................................ENR 1.10 - 1
1.2 Forecasts .............................................................................ENR 1.10 - 1

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1.3 GNSS Prediction Analysis - Flight in Oceanic and
Remote Areas ...................................................................... ENR 1.10 - 3
1.4 Non-instrument Procedure Destination ............................... ENR 1.10 - 3
1.5 Instrument Approach Requirements.................................... ENR 1.10 - 4
2. FLIGHT NOTIFICATION ............................................... ENR 1.10 - 4
3. FLIGHT NOTIFICATION/NOTE CONTENTS ............... ENR 1.10 - 8
3.1 Forms .................................................................................. ENR 1.10 - 8
3.2 Flight Rules.......................................................................... ENR 1.10 - 8
3.3 PBN Notification .................................................................. ENR 1.10 - 9
3.4 Military Flights...................................................................... ENR 1.10 - 9
3.5 POB ..................................................................................... ENR 1.10 - 9
3.6 General.............................................................................. ENR 1.10 - 10
3.7 Location data ..................................................................... ENR 1.10 - 10
4. FLIGHT NOTIFICATION AMENDMENT..................... ENR 1.10 - 11
5. CARRIAGE OF FLIGHT DOCUMENTATION............. ENR 1.10 - 12
ENR 1.11 ADDRESSING OF FLIGHT PLAN
MESSAGES ........................................................................... ENR 1.11 - 1
1. G E N E R A L . . . . . . . . . . . . . . . . . . . . . . . ................................. ENR 1.11 - 1
ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT................. ENR 1.12 - 1
1. INTERCEPTION PROCEDURES ................................. ENR 1.12 - 1
1.1 Action by intercepted aircraft ............................................... ENR 1.12 - 1
1.2 Radio communications during interception.......................... ENR 1.12 - 1
1.3 Signals initiated by intercepting aircraft and
responses by intercepted aircraft......................................... ENR 1.12 - 4
1.4 Signals initiated by intercepted aircraft and
responses by intercepting aircraft ........................................ ENR 1.12 - 6
2. PROCEDURES FOR AIRCRAFT OPERATING IN
AN AIR DEFENCE IDENTIFICATION ZONE ............... ENR 1.12 - 7
2.1 General................................................................................ ENR 1.12 - 7
2.2 Special Requirements ....................................................... ENR 1.12 - 8
2.3 Non-Compliance................................................................ ENR 1.12 - 8
2.4 Diversion of Aircraft for Defence Operations ..................... ENR 1.12 - 9
ENR 1.13 UNLAWFUL INTERFERENCE.............................. ENR 1.13 - 1
1. PILOT ACTIONS........................................................... ENR 1.13 - 1
ENR 1.14 AIR TRAFFIC INCIDENTS .................................... ENR 1.14 - 1
1. ACCIDENTS AND INCIDENTS .................................... ENR 1.14 - 1
1.1 Introduction.......................................................................... ENR 1.14 - 1
1.2 Immediately and Routine Reportable Matters ..................... ENR 1.14 - 1
2. REPORTING - ALL AIRCRAFT OPERATIONS............ ENR 1.14 - 3
2.1 IRM ...................................................................................... ENR 1.14 - 3
3. REPORTING - ALL AIR TRANSPORT
OPERATIONS .............................................................. ENR 1.14 - 4
3.1 IRM ...................................................................................... ENR 1.14 - 4
3.2 RRM .................................................................................... ENR 1.14 - 5
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4. REPORTING - ALL AIRCRAFT OPERATIONS
OTHER THAN AIR TRANSPORT
OPERATIONS ...............................................................ENR 1.14 - 7
4.1 RRM.....................................................................................ENR 1.14 - 7
5. WRITTEN REPORT.......................................................ENR 1.14 - 8
6. INVESTIGATION .........................................................ENR 1.14 - 11
ENR 2. AIR TRAFFIC SERVICES AIRSPACE.........................ENR 2.1 - 1
ENR 2.1 FIR, UIR, TMA............................................................ENR 2.1 - 1
ENR 2.2 OTHER REGULATED AIRSPACE.............................ENR 2.2 - 1
1. OPERATIONS IN OCEANIC CONTROLLED
AIRSPACE.......................................................................ENR 2.2 - 1
1.1 Clearance Requirements .......................................................ENR 2.2 - 1
1.2 Mach Number Technique ......................................................ENR 2.2 - 1
1.3 Weather Deviations – General...............................................ENR 2.2 - 1
1.4 Weather Deviations – Obtaining Priority From ATC ..............ENR 2.2 - 2
1.5 Weather Deviations – Pilot-Controller Communications
Established ............................................................................ENR 2.2 - 2
1.6 Weather Deviations – Revised ATC Clearance Not
Obtained ................................................................................ENR 2.2 - 3
1.7 Aircraft Deviations - Greater Than Moderate
Turbulence .............................................................................ENR 2.2 - 4
1.8 Aircraft Deviations - Other Than Weather..............................ENR 2.2 - 4
2. STRATEGIC LATERAL OFFSET PROCEDURES
(SLOP) IN OCA ...............................................................ENR 2.2 - 7
3. USE OF GNSS IN OCEANIC AND REMOTE
AREAS.............................................................................ENR 2.2 - 8
ENR 3. ATS ROUTES ..............................................................ENR 3.1 - 1
ENR 3.1 LOWER ATS ROUTES ..............................................ENR 3.1 - 1
ENR 3.2 UPPER ATS ROUTES ...............................................ENR 3.2 - 1
ENR 3.3 AREA NAVIGATION ROUTES ..................................ENR 3.3 - 1
2. PERFORMANCE BASED NAVIGATION. .......................ENR 3.3 - 1
ENR 3.4 HELICOPTER ROUTES ............................................ENR 3.4 - 1
ENR 3.5 OTHER ROUTES.......................................................ENR 3.5 - 1
ENR 3.6 EN ROUTE HOLDING ...............................................ENR 3.6 - 1
ENR 4. RADIO NAVIGATION AIDS/SYSTEMS .......................ENR 4.1 - 1
ENR 4.1 RADIO NAVIGATION AIDS - EN ROUTE..................ENR 4.1 - 1
ENR 4.2 SPECIAL NAVIGATION SYSTEMS...........................ENR 4.2 - 1
ENR 4.3 NAME-CODE DESIGNATORS FOR SIGNIFICANT
POINTS.....................................................................................ENR 4.3 - 1
ENR 4.4 AERONAUTICAL GROUND LIGHTS –
EN ROUTE ...............................................................................ENR 4.4 - 1
ENR 5. NAVIGATION WARNINGS ..........................................ENR 5.1 - 1
ENR 5.1 PROHIBITED, RESTRICTED AND DANGER
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AREAS......................................................................................ENR 5.1 - 1
ENR 0.6 - 10 24 MAY 2018 AIP Australia
ENR 5.2 MILITARY EXERCISE AND
TRAINING AREAS................................................................... ENR 5.2 - 1
ENR 5.3 OTHER ACTIVITIES OF A DANGEROUS
NATURE AND OTHER POTENTIAL HAZARDS ..................... ENR 5.3 - 1
ENR 5.4 AIR NAVIGATION OBSTACLES - EN
ROUTE..................................................................................... ENR 5.4 - 1
1. MAN-MADE OBSTACLES GREATER THAN 360
FEET............................................................................... ENR 5.4 - 1
2. MARKING OF POWER LINES AND OTHER
OVERHEAD CABLES..................................................... ENR 5.4 - 1
3. NIGHT VISION GOGGLES AND OBSTACLE
LIGHTING ....................................................................... ENR 5.4 - 1
ENR 5.5 AERIAL SPORTING AND RECREATIONAL
ACTIVITIES.............................................................................. ENR 5.5 - 1
1. GLIDING OPERATIONS................................................. ENR 5.5 - 1
1.1 General..................................................................................ENR 5.5 - 1
1.2 Operations at Certified or Registered Aerodromes ...............ENR 5.5 - 1
2. PARACHUTING OPERATIONS ..................................... ENR 5.5 - 3
2.1 General..................................................................................ENR 5.5 - 3
2.2 Conflicting Traffic...................................................................ENR 5.5 - 4
2.3 Additional Requirements in Controlled Airspace ...................ENR 5.5 - 4
2.4 Additional Requirements at Non-controlled Aerodromes
where Radio Carriage is Required.........................................ENR 5.5 - 5
2.5 Additional Requirements at Certified and Registered
Aerodromes ...........................................................................ENR 5.5 - 6
2.6 Additional Requirements for Operations Above
10,000FT AMSL.....................................................................ENR 5.5 - 7
3. BALLOON OPERATIONS............................................... ENR 5.5 - 7
3.1 Types of Operation ................................................................ENR 5.5 - 7
3.2 Carriage and Use of Radio ....................................................ENR 5.5 - 8
3.3 Operations in the Vicinity of Aerodromes ..............................ENR 5.5 - 9
3.4 Meteorological Conditions .....................................................ENR 5.5 - 9
3.5 Night Balloon Operations.......................................................ENR 5.5 - 9
3.6 Operations in Controlled Airspace.........................................ENR 5.5 - 9
ENR 5.6 BIRD MIGRATION AND AREAS WITH
SENSITIVE FAUNA ................................................................. ENR 5.6 - 1
ENR 6. EN ROUTE CHARTS .................................................. ENR 6.1 - 1
ENR 6.1 AUSTRALIAN AIP AERONAUTICAL
CHARTS .................................................................................. ENR 6.1 - 1

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ENR 1. GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES
1. INTRODUCTION
The air traffic rules and procedures applicable to air traffic in
Australia and its Territories conform to Annexes 2 and 11 to the
Convention on International Civil Aviation and to those portions
of the CASA Civil Aviation Regulations (CARs) and the Civil
Aviation Orders (CAOs) applicable to aircraft, except for the
differences listed in GEN 1.7
2. OPERATIONS IN CONTROLLED AIRSPACE
2.1 General
2.1.1 This section sets out the pilot action and related ATS activity in
civil and military controlled airspace.
2.1.2 For flight in close proximity to the boundary of controlled
airspace, separation is not provided with traffic operating outside
controlled airspace.
2.2 Air Traffic Clearances and Instructions
2.2.1 Except in an emergency, a clearance is required for all flights in
Classes A, C, and D airspace. In Class E airspace, a clearance
is required for IFR flights unless operating in accordance with
IFR Pick-up procedure. A clearance is not required for VFR
flights in Class E airspace.
Note 1: Special requirements apply to Parachute Jumping
Operations - refer ENR 5.5 Section 2.
Note 2: For entry into Class D airspace, establishment of two
way communications between the aircraft and ATC constitutes a
clearance for the pilot to enter the Class D airspace. See ENR
1.1 Section 2.11.3.
2.2.2 Where the airspace classification and flight rules require, an
aircraft must not enter controlled airspace without a clearance.
The pilot is responsible for obtaining a clearance and, once
obtained, must not amend a planned route, deviate from the
cleared track, or change level without obtaining ATC approval.
When determining where the clearance request will be made,
the pilot should consider aircraft performance, the possibility of
frequency congestion if the airspace is known to be busy, the
possibility of changes to route and/or level, and the possible
delays that might be incurred when clearances have to be
coordinated with adjacent ATC sectors.
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ENR 1.1 - 2 24 MAY 2018 AIP Australia

2.2.3 When clearance has been issued to deviate from the cleared
route, the pilot must advise ATC when the weather deviation is
no longer required, or when the weather deviation has been
completed and the aircraft has returned to its cleared route.
Further deviations from route will require a new clearance.
2.2.4 All flights operating in classes E and G airspace requesting a
clearance to operate in classes A, C, D or E airspace must
advise position, level and tracking details when making first
contact with ATC.
2.2.5 Within VHF radio coverage, pilots must maintain continuous
communications with ATC when operating in classes A, C and D
airspace, as must pilots of IFR flights in Class E airspace.
Further, when in Class E airspace, pilots of VFR flights should
monitor the ATS frequency appropriate to their area of operation.
2.2.6 When communication facilities permit, clearances will be passed
direct to pilots by ATC.
2.2.7 The clearance authorises flight in the specified manner to the
first point at which the flight leaves controlled airspace, or, if
completely in controlled airspace, to the first landing point.
2.2.8 An air traffic clearance proposed by ATC does not relieve the
pilot from complying with statutory requirements nor from the
responsibility for the ultimate safety of the aircraft.
2.2.9 If considered necessary, a pilot should request a different
clearance from that issued. In an emergency, a pilot may act
without a clearance and immediately advise ATC.
2.2.10 A pilot must advise ATC immediately if issued a clearance which
requires the use of navigation aids not available to the aircraft, or
the pilot is not qualified to use.
2.2.11 ATC is responsible for issuing clearances that will enable an
aircraft to remain within controlled airspace if the pilot has
planned to do so. If a pilot is in doubt that the clearance will keep
the aircraft in controlled airspace, ATC should be advised and an
alternative clearance may be requested.
2.2.12 For operations within Class A, C, D or E airspace, maintaining
500FT above the lower limit of the CTA steps will provide a
vertical buffer with aircraft operating in the adjoining airspace.

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AIP Australia 01 MAR 2018 ENR 1.1 - 3
2.2.13 A control instruction issued after a clearance is obtained amends
the appropriate item in the clearance. When there is any change
in the clearance limit and/or route specified in the initial
clearance, a completely new clearance will be issued.
2.2.14 When ATC issues a level clearance to an aircraft, any level
restriction issued with an earlier clearance is automatically
cancelled. ATC will issue (or re-issue) any required level
restrictions with new level clearances.
Note: This procedure does not apply in relation to SID and STAR
operations. For SID and STAR operations, aircraft must comply
with level and speed restrictions published on STAR and SID
charts unless ATC explicitly cancels the restrictions.
2.2.15 Whenever a restriction has been imposed, and, subsequently, a
further restriction is imposed, the subsequent instruction will
cancel all previous restrictions unless:
a. all restrictions are restated; or
b. the subsequent instruction is prefixed
“FURTHER RESTRICTION”.
2.2.16 At a controlled aerodrome, clearance for operation in an
adjoining control area is given before departure.
2.2.17 If proposing to fly into a control area from an aerodrome located
so close to the entry point that making a full position report
before entry is not practicable, a clearance should be requested:
a. at a convenient time before entering the runway for take-off at
an aerodrome where communication can readily be
established before take-off; or
b. after take-off, if not available or obtainable before take-off,
provided that the aircraft does not enter control area until
cleared.
Note: Where the en route LSALT is in controlled airspace, the
clearance request should be made prior to departure and include
an estimated airborne time.
2.2.18 If landing at an aerodrome with the intention of departing for a
control area shortly after landing, any revision of notified details
relevant to the clearance, including EOBT, should be advised to
ATC, and a clearance requested before landing.

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ENR 1.1 - 4 01 MAR 2018 AIP Australia

2.2.19 Clearances provided to pilots may include a “CLEARANCE

VOID TIME”. When a void time is specified, the clearance is
valid only if the flight enters controlled airspace in accordance
with the clearance at or before that time.
2.2.20 Pilots should submit details required for flight in controlled
airspace at least 30 minutes before the expected time of entry.
Flight details submitted with less than the 30 minutes notification
will be processed on a “controller workload permitting” basis, and
may be subject to delay.
2.2.21 Within a Class D CTR, a clearance to take-off is a clearance to
operate within the CTR or depart the CTR into Class G airspace.
2.2.22 Airways Clearances
2.2.22.1 Other than as specified for PDC operations in para 2.2.25, pilots
in command must request an airways clearance:
a. on the clearance delivery frequency, preferably immediately
before starting engines, otherwise as soon as possible
thereafter; or
b. where a clearance delivery frequency is not available, before
entering the departure runway; and
c. before entering controlled airspace.
2.2.22.2 Airways clearances normally contain the following items:
a. aircraft identification;
b. destination, area of operation, position or clearance limit;
c. route of flight;
d. cleared level;
e. for IFR flights, departure type;
f. SSR code; and
g. frequency requirements.
2.2.22.3 At night, or by day in IMC, the departure instructions for an IFR
flight from an aerodrome within a CTR will be in the form of a
SID. Where these are not published, not appropriate, or where
aircraft or ground based navigation aid(s) are unavailable,
tracking instructions will be specified by ATC.

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AIP Australia 01 MAR 2018 ENR 1.1 - 5
2.2.22.4 Pilots of aircraft that have included PBN/T1 in Field 18 of the
flight notification form should request an RNP AR departure at
clearance delivery unless there is a standing agreement
between the Operator and the ATS provider to automatically
assign RNP AR departures for eligible flights.
2.2.22.5 Should a change of runway occur which affects an airways
clearance previously issued, ATC will issue a new SID or
tracking instructions as appropriate. A new clearance will not
necessarily be issued where the same clearance applies to
multiple runways.
2.2.22.6 If an aircraft is cleared only to an intermediate point, and flight
beyond that point will be in controlled airspace, a pilot in
command must obtain a further clearance before proceeding
beyond the intermediate clearance point.
2.2.22.7 When an aircraft leaves controlled airspace, a further clearance
must be obtained for any subsequent flight in controlled
airspace.
2.2.23 Conditional Clearances
2.2.23.1 ATS may issue a conditional clearance for aircraft or vehicles to
enter or cross a runway when the traffic situation precludes
immediate access. Aircraft issued a conditional clearance to
enter or cross a runway must identify the vehicle or aircraft
causing the conditional clearance.
2.2.23.2 A conditional clearance will only be issued when:
a. the controller, the pilot, and/or the vehicle driver can see all
aircraft or vehicles concerned; and
b. the controller can visually monitor this traffic until the
condition is no longer applicable; and
c. the aircraft or vehicle causing the condition is the first to pass
in front of the other traffic. (see GEN 3.4 para 4.5.1)
2.2.23.3 Even if the aircraft or vehicle causing the ‘condition’ has passed,
an aircraft or vehicle must still stop and hold at all lighted stop
bars and may only proceed further when the lights are switched
off.
2.2.24 Airways Clearances - Volcanic Ash
2.2.24.1 Pilots transiting Australian administered airspace during the
presence of volcanic ash clouds should make provision for
additional fuel to meet possible diversions around the hazard.

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2.2.24.2 ATC may suggest amended routing to avoid airways affected by

volcanic ash.
2.2.25 Pre-Departure Clearance (PDC)
2.2.25.1 PDC delivery via airline host computer is available from selected
Australian airports. Use of PDC is limited to operations
authorised by Airservices Australia. Operators wishing to
participate in PDC should submit such a request to Airservices
Australia. Participating operators must not delete any component
of the PDC message nor amend the order of the text.
2.2.25.2 PDC messages contain up to 11 lines of text depending on the
length of the route field and whether or not ATC adds additional
remarks or instructions following the transponder code.
Example:
PDC 060403
AAA123 B763 YPPH 0430
CLEARED TO VHHH VIA
NAMBU1 DEP: XXX
ROUTE: MRW R592 OLW R592 CEDAR R592
BLI B584 ELANG B584 GORPU T
CLIMB VIA SID TO: 6000
DEP FREQ: 118.700
SQUAWK 3462
2.2.25.3 PDCs may be decoded as follows:
EXAMPLE DECODE
PDC 060403 Day and time message was
issued.
AAA123 B763 YPPH 0430 Aircraft identification, aircraft
type, departure airport and EOBT.
CLEARED TO VHHH VIA Destination airport as the
clearance limit.
Note: ATC will advise on initial
contact if the clearance limit is
changed.
NAMBU1 DEP: XXX Departure procedure name (SID)
ROUTE: MRW R592 OLW R592 Route currently held by the ATC
CEDAR R592 BLI B584 ELANG system.
B584 GORPU T

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AIP Australia 09 NOV 2017 ENR 1.1 - 7
EXAMPLE DECODE
Note: The route field contains all
flight planned routes and points
from the SID transition fix to the
destination. However, if a route is
truncated, the field will end with
the ICAO route truncation indicator
– the letter T. The route following
the truncation indicator is
via planned route.
CLIMB VIA SID TO: 6000 Initial altitude or flight level
restriction.
DEP FREQ: 118.700 Initial control frequency on
departure.
SQUAWK 3462 Assigned transponder code.
XXX CTC ACD 133.8 FOR START Optional additional instructions or
XXX remarks that can be added by
ATC.
Note: XXX before and after a
message component may be
used to highlight special
remarks.

2.2.25.4 Currently, PDC does not include the delivery of PDC messages
by Controller Pilot Data Link Communications (CPDLC). Pilots
must not log on to any ATC facility until after the PDC is
obtained.
2.2.25.5 When departing an airport participating in PDC, pilots must
ensure that the PDC is obtained through the appropriate
communications path no later than 15 minutes prior to EOBT.
This could be via ACARS or hard copy message. If the PDC is
not available by 15 minutes prior to EOBT, pilots must contact
clearance delivery for a verbal airways clearance.
Note: ATC will not send amended route clearances via PDC.
2.2.25.6 Pilots must ensure that:
a. the PDC received is for the correct flight stage;
b. the aircraft identification, aircraft type, departure airport and
EOBT specified are correct; and

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c. the route matches the route provided by flight dispatch.

Note: Pilots must notify ATC if any of the above elements are
incorrect.
2.2.25.7 ATC requires a readback of the SID, (including RWY and/or
transition if issued), STAR (if issued) and transponder code, as
shown on a PDC. In addition, readback any other requirements
contained in the PDC message and state current parking
position/bay. The PDC read back must be made on ACD
frequency or on SMC frequency if ACD is not established, prior
to a pushback or taxi request.
Example:
Pilot (location) DELIVERY, QANTAS ONE PDC READBACK
ATS; QANTAS ONE, (location) DELIVERY.
Pilot: QANTAS ONE, RWY 34L RICHMOND TWO
DEPARTURE, RICHMOND TRANSITION, SQUAWK
3214, BAY 31.
ATC: QANTAS ONE.
2.2.25.8 In the case where there has been a late aircraft change and a
pilot receives a PDC that was originally intended for another
aircraft, then pilots must indicate the change of aircraft on initial
contact with ATC.
2.2.26 Asymmetric Training Clearance
2.2.26.1 Pilots of multi-engined aircraft must obtain ATC approval before
conducting asymmetric training within 5NM of a controlled
aerodrome.
2.3 Engine Start, Pushback and Taxi
2.3.1 Engine Start
2.3.1.1 The pilot in command of an aircraft must request approval to
start engines when the requirement is notified by ATIS, NOTAM,
AIP Supplement, ATC, or listed in ERSA.
2.3.2 Pushback
2.3.2.1 The pilot in command must obtain an approval to pushback
where this manoeuvre is necessary prior to taxiing. Information
about other aircraft moving on the same apron will be provided
by the apron service.

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AIP Australia 01 MAR 2018 ENR 1.1 - 9
2.3.3 Taxi Clearance
2.3.3.1 When operating from a controlled aerodrome where ATIS is in
operation, a pilot in command must obtain the ATIS prior to taxi,
and advise ATC of the ATIS code when requesting taxi
clearance.
2.3.3.2 For IFR flights operating as other than RPT, the pilot in
command must provide ATC with the number of POB when
requesting taxi clearance.
2.3.3.3 Pilots of civil VFR training flights should advise DUAL or SOLO,
as appropriate, when requesting clearance.
2.3.3.4 The pilot in command must obtain a taxi clearance either prior to
moving on the manoeuvring area, or in the case of para 2.3.2, at
the completion of the pushback manoeuvre.
2.3.3.5 The taxi clearance regulates movement on the manoeuvring
area. The separation of aircraft taxiing on the manoeuvring area
is a joint pilot and controller responsibility. Taxi clearances shall
contain concise instructions and adequate information so as to
assist flight crew to follow the correct taxi routes, to avoid
collision with other aircraft and objects and to minimise the
potential for the aircraft inadvertently entering a runway. Pilots
vacating a holding bay shall give way to aircraft on the taxiway.
2.3.3.6 Avoidance of collision on apron areas is a joint responsibility of
the pilot in command and any assisting company ground
personnel. Information about other aircraft moving on the same
apron areas will be provided by ATC, or the apron service
(where it exists as a discrete service).
2.3.3.7 An aircraft taxiing on the manoeuvring area must stop and hold
at all lighted stop bars and may only proceed further when a
clearance to enter or cross the runway has been received and
the stop bar lights have been switched off. (See also
ENR 1.1 Section 2.4.3)
2.3.3.8 A taxi instruction which contains a taxi limit beyond a runway
must include a “CROSS RUNWAY (number)” instruction to cross
that runway. When an aircraft is required to hold short of a
runway intersecting the taxi route, ATC will issue a taxi
instruction limit of the holding point associated with the
intersecting runway.

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ENR 1.1 - 10 01 MAR 2018 AIP Australia

2.3.3.9 An aircraft which has been issued with a taxi instruction limit of
the holding point of a runway intersecting the taxi route, or which
has been issued with an instruction to “HOLD SHORT” of that
runway, must subsequently be issued with an instruction to
“CROSS RUNWAY (number)”.
2.3.3.10 Aircraft required to hold short of a runway must hold at the
appropriate holding point for that runway, or the runway strip
edge at the intersection of a crossing runway.
2.3.3.11 A pilot wishing to use less than the full length of the runway
available should nominate the intention when requesting the taxi
clearance.
2.3.3.12 ATC may offer an intersection departure and will advise the
remaining runway length of the runway if required.
2.3.3.13 A pilot in command unfamiliar with the aerodrome should
“REQUEST DETAILED TAXI INSTRUCTIONS”.
2.3.3.14 VFR flights wishing to depart without submitting flight notification
must provide the following information on first contact with ATC:
a. aircraft callsign and “DETAILS” (wait for a response from
ATC);
b. destination and first tracking point;
c. preferred level; and
d. identification of ATIS code received.
2.3.4 Provision of Operational Information
ATC will supply the following information for take-off:
a. runway or direction;
b. wind direction and speed, QNH and, if required, temperature
and/or dew point;
c. a time check to the nearest half-minute - upon commencing
to taxi from the apron prior to take-off;
d. the crosswind component on the runway to be used, if this
equals or exceeds 8KT for single-engined aircraft or 12KT for
multi-engined aircraft;
e. the tailwind component
f. aerodrome surface conditions significant to the operation;
g. known weather information;
h. birds that may be a hazard to the operation; and
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AIP Australia 24 MAY 2018 ENR 1.1 - 11
i. maintenance work within 23M of the runway side stripe
marking.
2.3.5 Nomination of Runways
ATC will nominate the runway, preferred runway or take-off
direction. Where noise abatement procedures are prescribed,
and ATC traffic management permits, the provisions of DAP
NAP will be applied, except that ATC will not nominate a
particular runway for use if an alternative runway is available
(unless required by Noise Abatement legislation), when:
a. the alternative runway would be preferred due to low cloud,
thunderstorms and/or poor visibility;
b. for runways that are completely dry:
(1) the crosswind component, including gusts, exceeds
20KT;
(2) the tailwind component, including gusts, exceeds 5KT.
c. for runways that are not completely dry:
(1) the crosswind component, including gusts, exceeds
20KT;
(2) there is a tailwind component.
d. wind shear has been reported.
Note: Notwithstanding the limitations detailed above, location
specific crosswind/tailwind limitations may be detailed in AIP
DAP East/West NAP
2.3.6 Selection of Take-off Direction
The pilot in command must ensure that the runway is suitable for
the operation. If not suitable for an operational reason, ATC must
be advised before taxiing or when requesting an airways
clearance by using the phrase: “REQUIRE RUNWAY (number)”.
Such a request will not result in a loss of priority, provided it is
made on first contact with clearance delivery or before taxiing.
The decision to take off rests solely with the pilot in command.
2.3.7 Selection of Circuit Direction
Circuit directions and turns will be specified or authorised by
ATC but will not be specified in the take-off clearance when a
SID has been authorised. A pilot in command must notify ATC if
a particular turn or circuit is essential to the safe operation of the
aircraft by use of the word “REQUIRE”.

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ENR 1.1 - 12 24 MAY 2018 AIP Australia

2.3.8 Departure Instructions

2.3.8.1 Departure instructions may contain the following as required:
a. aircraft identification;
b. heading instructions;**
c. altitude restrictions;
d. direction of turn;
e. tracking points; and
f. any other instructions.
** Note: A pilot assigned a heading (including runway heading)
must not compensate for wind effect.
2.3.8.2 When a heading is assigned as a departure instruction, the pilot
in command must ensure that the heading and the direction of
turn are read back. This requirement also applies to the initial
heading assigned by ATC as part of a radar SID.
Note: When a direction of turn is not given, pilots must turn to the
assigned heading by the shortest arc.
2.3.9 Terrain and Obstacle Clearance
Obstacle/terrain avoidance while below the LSALT or MSA, as
applicable, is a pilot responsibility except in the circumstances
described in para 2.3.9.1.
2.3.9.1 ATC is responsible for terrain clearance when an aircraft has
been assigned a level using ATS surveillance service terrain
clearance procedures until:
a. the pilot is assigned the responsibility for maintaining such
clearance visually, or
b. a visual or instrument approach is commenced.
2.3.9.2 NVG Operations
CASA may approve suitably equipped aircraft/suitably qualified
pilots to operate below LSALT in VMC at night using NVG. In
accepting the clearance, the pilot accepts the responsibility for
terrain clearance. Any such clearance must be expressly
initiated by the pilot using one of the following phrases:

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AIP Australia 01 MAR 2018 ENR 1.1 - 13
a. Not above published/pilot calculated LSALT with NVG
and visual. The pilot will expressly initiate the request by the
use of the phrase “REQUEST NOT ABOVE (altitude) [PILOT
CALCULATED LOWEST SAFE], VISUAL” - ATC will clear the
aircraft to operate not above the requested altitude or Pilot
Calculated Lowest Safe, as applicable, visual; or
b. VMC with NVG. When requiring to operate at or not above a
specific level which is below the published or pilot calculated
LSALT. The pilot will expressly initiate the request by the use
of the phrase “REQUEST [NOT ABOVE] (altitude) NVG”. ATC
will clear the aircraft not above the pilot requested altitude
NVG.
Note: For civil operations, the use of 2.3.9.2b. may only by
applied with the crew compliment comprises of at least two
aircrew operating on NVG; constituting at least one pilot
approved and equipped to operate on NVG and the second
aircrew member, being either a pilot or aircrewman also
approved and equipped to operate on NVG.
2.3.9.3 If visual reference is lost, either through equipment failure or
deteriorating weather conditions, crews must climb to the
appropriate LSALT/MSA and advise ATC as soon as
practicable. ATC will treat this as an emergency situation and
may apply emergency separation services.
2.4 Take-off
2.4.1 Change to Tower Frequency
2.4.1.1 International aircraft will be instructed by ATC when to change to
the tower frequency prior to take-off. Domestic aircraft should
change to tower frequency:
a. in the holding bay, or
b. close to, or at, the holding point of the nominated runway,
when ready for take-off.
2.4.1.2 At Class D aerodromes at which parallel runway operations are
in progress, pilots must identify the departure runway when
reporting ready. For example: ‘...(callsign) READY, RUNWAY
RIGHT.’

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2.4.1.3 For operations wholly within a Class D CTR the pilot must report
ready with intentions (e.g. circuits, training area north etc).
Additionally, for aircraft not in receipt of airways clearance that
will depart the Class D CTR, advise tracking details (e.g.
departing via... for...), departure procedure etc.
2.4.2 Runway Entry
2.4.2.1 A pilot in command must not enter any runway, whether or not it
is in use, unless a specific clearance to:
a. take-off,
b. line up, or
c. backtrack, or
d. cross,
has been received, or a clearance to enter for other purposes
has been received from ATC and the stop bar lights, where
fitted, have been switched off (see also ENR 1.1 Section 2.4.3.).
2.4.2.2 An ATC clearance to line-up does not authorise the pilot in
command to backtrack on the runway.
2.4.2.3 When a backtrack on the runway nominated for take-off is
required, the pilot must indicate this intention to ATC and obtain
a clearance to backtrack prior to entering the runway.
2.4.2.4 When a backtrack on the runway will involve crossing an
intersecting runway, the backtrack instruction must include either
a “CROSS RUNWAY (number)” instruction or an instruction to
“HOLD SHORT” of that runway.
2.4.2.5 Aircraft required to hold short of a runway must hold at the
appropriate holding point, or the runway strip edge at the
intersection of a crossing runway.
2.4.2.6 An aircraft which has been issued with an instruction to “HOLD
SHORT” of an intersecting runway must subsequently be issued
with an instruction to “CROSS RUNWAY (number)”.
2.4.3 Stop bar contingency procedures
2.4.3.1 If stop bar lighting cannot be deselected, pilots and drivers may
be authorised by ATC to cross an illuminated stop bar in
accordance with the following procedure:

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AIP Australia 01 MAR 2018 ENR 1.1 - 15
1. ATC will notify pilots and drivers of vehicles: “STOP BAR
SWITCHING [AT HOLDING POINT(S) (name of holding
point(s))] UNSERVICEABLE, STOP BAR CONTINGENCY
PROCEDURES IN FORCE”.
Notification may be by ATIS.
2. ATC will authorise individual pilots or drivers of vehicles to
cross the illuminated stop bar using the phrase: "AT (holding
point), CROSS THE ILLUMINATED STOP BAR, LINE UP (or
CLEARED FOR TAKE-OFF or ENTER or CROSS) RUNWAY
(number)".
2.4.4 Holding on Runway
2.4.4.1 The pilot in command must not hold on the runway in use unless
permission to do so has been obtained from ATC.
2.4.5 Clearance Required
2.4.5.1 A pilot in command must not take-off unless the specific
clearance “CLEARED FOR TAKE-OFF” has been received.
2.4.5.2 A clearance for immediate take-off may be issued to an aircraft
before it enters the runway. On acceptance of such clearance
the aircraft shall taxi out to the runway and take off in one
continuous movement.
2.4.6 Separation Minima for Take-off
2.4.6.1 An aircraft will not be permitted to commence take-off until:
a. a preceding departing aircraft using the same runway has:
(1) crossed the upwind end of the runway; or
(2) commenced a turn; or
(3) if the runway is longer than 1,800M, become airborne
and is at least 1,800M ahead of the following aircraft; or
(4) if the preceding aircraft has a MTOW of 7,000KG or less
and the following aircraft has a MTOW below 2,000KG
and is slower, the preceding aircraft is airborne and is at
least 600M ahead of the following aircraft; or
(5) if both aircraft have a MTOW below 2,000KG, the
preceding aircraft is airborne and is at least 600M ahead
of the following aircraft;
b. a preceding landing aircraft using the same runway has
vacated it and is taxiing away from the runway; and

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c. a preceding aircraft, using another runway, has crossed or

stopped short of the take-off aircraft’s runway;
Note: Where reasonable to do so, ATC may issue a take-off
clearance in anticipation that the prescribed separation will exist
at the time that the take-off roll is commenced.
2.4.6.2 Other than as specified for LAHSO operations in para 8.5.1,
exceptions to this application of separation standards are:
a. aircraft taking off in formation with respect to each other;
b. aircraft operating in different areas or lanes on aerodromes
with runways or facilities suitable for simultaneous take-offs
(CAR 168); and
c. the avoidance of wake turbulence.
2.5 Visual Departure - IFR Flights
2.5.1 By day in VMC, the pilot of an IFR flight may request a visual
departure, or ATC may issue a visual departure.
D
2.5.2 ATC Responsibilities
2.5.2.1 ATC will only issue a visual departure to an IFR flight when the
cloud base is such that the pilot can maintain flight in VMC below
the MVA (ATS surveillance services) or the MSA/LSALT.
2.5.2.2 When an IFR aircraft is issued heading instructions and/or
required to maintain a level below the MVA or MSA/LSALT
during a visual departure, “VISUAL” will be appended to the
departure instruction.
2.5.3 Pilot Responsibilities
2.5.3.1 A pilot of an IFR flight may only request a visual departure when
the cloud base will allow the aircraft to climb in VMC to the MSA/
LSALT applicable to the departure. Additionally, if the intended
cruising level is lower than route LSALT, the cloud base must
permit flight in VMC at that level.
2.5.3.2 During the conduct of a visual departure, a pilot must:
a. maintain the track(s)/heading(s) authorised by ATC;
b. remain not less than 500FT above the lower limit of the CTA;
and
c. visually maintain obstacle clearance.

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2.6 VFR Departure by an Aircraft Planned IFR
2.6.1 The pilot of an IFR flight departing a Class D aerodrome may
request a VFR departure with the expectation of obtaining an
IFR clearance en route.
2.6.2 The pilot of an IFR flight conducting a VFR departure:
a. must comply with the VFR.
b. is responsible for separation with other aircraft within the
Class D airspace.
c. must obtain ATC clearance prior to entering Class A or C
airspace.
d. must obtain ATC clearance to resume IFR in Class A, C, D or
E airspace.
e. must notify ATC when reverting to IFR once in Class G
airspace.
2.6.3 When an IFR aircraft conducts a VFR departure, ATC will treat
the aircraft as:
a. VFR for separation services in Classes C, D and E airspace
until the pilot requests and is granted an IFR clearance.
b. VFR in Class C or D airspace and VFR in receipt of an SIS in
Class E or G airspace for traffic information.
c. IFR for all other services, such as SAR, weather and NOTAM
information, in all classes of airspace.
2.7 After Take-off
2.7.1 Airborne Report in airspace with ATS Surveillance
In Class C and Class D control zones where an ATS surveillance
service is provided, on first contact with Centre, Approach or
Departures, a pilot must report:
a. if assigned an initial heading - the direction of turn and
assigned heading;
b. the altitude passing, to nearest 100FT; and
c. the last assigned level.
2.7.2 Departure Report - certain Class D aerodromes
2.7.2.1 At certain Class D aerodromes where the tower also provides a
procedural approach control service (see ERSA), a pilot must
report on the TWR frequency after take-off:

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a. tracking information; and

b. the last assigned altitude
However, this report is not required:
a. for VFR aircraft departing the control zone directly into Class
G airspace; or
b. for aircraft that have been instructed to contact Centre,
Approach or Departures once airborne - in which case an
airborne report will be made on the relevant frequency.
2.7.2.2 Tracking information must confirm the track established with
reference to the appropriate navigation aid or, if tracking via a
SID, confirm the SID designator.
2.7.3 Establishment on Track
Unless tracking via a SID or otherwise instructed by ATC, a pilot
in command must remain within 5NM of the departure
aerodrome to establish flight on the departure track as soon as
practicable after take-off.
2.7.4 Frequency Change
2.7.4.1 When frequency change instructions are issued immediately
preceding the take-off clearance, pilots must transfer
automatically from Tower as soon as practicable after take-off,
preferably within one mile of becoming airborne.
2.7.4.2 In all other situations, pilots of departing aircraft are required to
remain on Tower frequency until specific frequency change
instructions are issued. Pilots can generally expect an instruction
to contact Departures Control prior to reaching 2,000FT and
should, when advised, effect the change as soon as possible.
2.7.4.3 When contacting Area Control, pilots must advise the last
assigned level and, if not maintaining the assigned level, the
level maintaining or last vacated level.
Note: The “last vacated level” may be omitted by identified
aircraft squawking pressure altitude derived level information.
2.8 VFR Climb and Descent - IFR Flights
2.8.1 General
2.8.1.1 A pilot of an IFR flight, operating in VMC, in classes D and E
airspace, may request to climb/descend VFR.

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AIP Australia 01 MAR 2018 ENR 1.1 - 19
2.8.1.2 When, in the controller’s judgement, there is reason to believe
that flight in VMC may become impracticable, the controller will
issue an alternative clearance that ensures separation from all
other aircraft for which he/she has separation responsibility.
2.8.1.3 The pilot of an IFR flight cleared to “Climb/Descend VFR” will
receive a service in accordance with para 2.8.3.2.
2.8.1.4 An appropriate clearance must be obtained prior to entering a
different class of controlled airspace.
2.8.2 Pilot Procedures
2.8.2.1 The pilot of an IFR flight requires a clearance to conduct a VFR
climb/descent in VMC.
2.8.2.2 When operating in VMC with an ATC clearance to “Climb/
Descend VFR”, pilots of IFR flights must:
a. comply with the VFR visibility and distance from cloud criteria
stipulated in ENR 1.2 Section 2.;
b. comply with instrument flight rules that are applicable to the
flight; i.e. position reporting, radio communications, cleared
route, adherence to ATC clearance, etc; and
c. visually maintain obstacle clearance.
2.8.2.3 The pilot of an IFR flight operating VFR climb/descent must
maintain vigilance so as to see and avoid other aircraft.
Additionally, the pilot accepts the responsibility for wake
turbulence separation.
2.8.3 ATC Procedures
2.8.3.1 On receiving a request for VFR climb/descent, ATC may instruct
the pilot to “Climb/Descend VFR” for a specified portion of the
flight.
2.8.3.2 When the pilot is cleared to “Climb/Descend VFR”, ATC will
provide:
a. mutual traffic information service on IFR flights;
b. traffic information service on known VFR flights as far as
practicable; and
c. a flight information service.
Note: IFR separation is not provided.

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ENR 1.1 - 20 01 MAR 2018 AIP Australia

2.9 VFR-On-Top - IFR Flights

2.9.1 General
2.9.1.1 In Class E airspace, a pilot of an IFR flight may request VFR-on-
top in lieu of an assigned altitude. This permits a pilot to select a
VFR altitude or flight level of his/her choice subject to any ATC
restrictions.
2.9.1.2 Pilots desiring to climb through cloud, haze, smoke, or other
meteorological formation may request a climb to VFR-on-top.
2.9.1.3 ATC clearance to “Maintain VFR-on-top” is not intended to
restrict pilots so that they must operate only above an obscuring
meteorological formation (layer). Instead, the clearance permits
operation above, below, between layers, or in areas where there
is no meteorological obscuration.
2.9.1.4 When, in the controller’s judgement, there is reason to believe
that flight in VMC may become impracticable, the controller must
issue an alternative clearance that ensures separation from all
other aircraft for which he/she has separation responsibility.
2.9.1.5 The pilot of an IFR flight cleared to “Maintain VFR-on-top” will
receive a service in accordance with para 2.9.3.2.
2.9.1.6 An appropriate clearance must be obtained prior to entering a
different class of controlled airspace.
2.9.1.7 ATC resumes separation responsibility when the aircraft is re-
cleared to maintain an IFR level.
2.9.2 Pilot Procedures
2.9.2.1 The pilot of an IFR flight requires a clearance to operate VFR-on-
top.
2.9.2.2 When operating with an ATC clearance to “Maintain VFR-on-
top”, pilots on IFR flight plans must:
a. fly at the appropriate VFR levels as prescribed in ENR 1.7
Section 5.;
b. comply with the VFR visibility and distance from cloud criteria
stipulated in ENR 1.2 Section 2.;
c. comply with instrument flight rules that are applicable to the
flight; i.e. minimum IFR altitudes, position reporting, radio
communications, cleared route, adherence to ATC clearance,
etc; and

94
AIP Australia 01 MAR 2018 ENR 1.1 - 21
d. advise ATC prior to any altitude change to ensure the
exchange of accurate traffic information.
2.9.2.3 The pilot of an aircraft operating VFR-on-top must maintain
vigilance so as to see and avoid other aircraft. Additionally, the
pilot accepts the responsibility for wake turbulence separation.
2.9.3 ATC Procedures
2.9.3.1 On receiving a request for VFR-on-top, ATC may instruct the
pilot to climb to “VFR-on-top”. This instruction will include:
a. if required, a clearance limit, routing, and an alternative
clearance if VFR-on-top is not reached by a specified altitude;
b. the requirement to report reaching VFR-on-top; and
c. the reported height of the tops or that no tops reports are
available.
2.9.3.2 When the pilot reports reaching VFR-on-top, ATC re-clears the
aircraft to “Maintain VFR-on-top” and will provide:
a. mutual traffic information service on IFR flights,
b. traffic information service on known VFR flights as far as
practicable, and
c. a flight information service.
Note: IFR separation is not provided.
2.9.3.3 ATC will not clear an aircraft to “Maintain VFR-on-top” at night to
separate holding aircraft from each other or from en route aircraft
unless restrictions are applied to ensure the appropriate IFR
vertical separation.
2.10 En Route
2.10.1 All levels flown in classes A, C and D airspace, and IFR levels
flown in Class E airspace, must be assigned by ATC. Levels
flown by VFR aircraft or IFR flights maintaining VFR-on-top in
Class E airspace must be in accordance with the VFR Table of
Cruising Levels.
2.10.2 Except when identified, position reports are required for all
aircraft in classes A, C and D airspace, and for IFR flights or
flights using the IFR Pick-up procedure after initial contact with
ATC in classes E and G airspace.

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ENR 1.1 - 22 01 MAR 2018 AIP Australia

2.10.3 Reports
2.10.3.1 The position report format appears at GEN 3.4, APPENDIX 2.
Section 2 of the report should only be transmitted when required
by the operator or when deemed necessary by the pilot. Section
3 of the report is required only for those designated flights
operating over reporting points described in GEN 3.5 Section
11.3.
2.10.3.2 For operations in Australian domestic airspace, Section 1 of the
report may be abbreviated by omitting the words “OVER”,
“FEET”, and “NEXT POSITION”.
2.10.3.3 Aircraft operating area-type flights and nominating scheduled
reporting times may limit the report to “level” and the “present
position” or the sector of the survey area in which the aircraft is
currently operating.
2.10.3.4 Pilots must give ATS notice of an impending position report by
use of the word “POSITION”; e.g. “MELBOURNE CENTRE
(callsign) POSITION”. Pilots must wait for the ATS instruction
before reporting position.
2.10.3.5 Pilots must report maintaining an assigned level, unless ATC
has advised IDENTIFIED. An IFR flight operating VFR-on-top or
requesting IFR Pick-up must advise level maintaining.
2.10.3.6 After any frequency change, pilots must advise the last assigned
level and, if not maintaining the assigned level, the level
maintaining or last vacated level; e.g. “MELBOURNE CENTRE
(CALLSIGN) CLEARED FLIGHT LEVEL TWO ONE ZERO,
MAINTAINING FLIGHT LEVEL THREE ONE ZERO”.
Note: The “last vacated level” may be omitted by identified
aircraft squawking pressure altitude derived level information.
2.10.3.7 Pilots should normally report ETA at the place of intended
landing when at the last position report.
2.11 Descent and Entry
2.11.1 General
2.11.1.1 Most companies operating jet aircraft have agreed to a standard
descent profile which is specified in the operations manual for
the aircraft. Pilots must adhere to the profile unless operational
reasons require, or ATC instructs or approves, otherwise. A
sustained speed variation of more than ±10KT IAS or ±M0.02
must be advised to ATC.

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AIP Australia 24 MAY 2018 ENR 1.1 - 23
2.11.1.2 Pilots are not required to nominate a descent point if identified.
2.11.1.3 Pilots of IFR flights leaving classes A, C, D or E airspace should,
before entering Class G airspace, contact the ATS unit providing
services in that airspace.
2.11.1.4 After any frequency change, pilots must advise the last assigned
level and, if not maintaining the assigned level, the level
maintaining or last vacated level; e.g. “MELBOURNE CENTRE
(CALLSIGN) CLEARED FLIGHT LEVEL TWO ONE ZERO,
LEAVING FLIGHT LEVEL TWO NINER ZERO”.
Note: The “last vacated level” may be omitted by identified
aircraft squawking pressure altitude derived level information.
2.11.1.5 A clearance will be issued by ATC covering flight in controlled
airspace. In addition, when appropriate, ATC will advise:
a. the type of instrument approach to be expected;
b. when a delay of more than five (5) minutes is expected, the
time at which ATC expects that the aircraft will leave the
holding fix to complete the expected instrument approach for
landing; and
c. if instructions are issued to hold for an indefinite period at a
point other than the holding fix referred to in b, the expected
time of onward clearance.
2.11.1.6 When making first contact with Approach Control, the following
apply:
a. Not Identified – report:
(i) DME or GNSS distance from aerodrome, if available;
(ii) VOR radial, GNSS track or compass quadrant from the
aerodrome, or if issued a STAR clearance, the STAR
designator;
(iii) assigned level;
(iv) flight conditions, if appropriate; and
(v) receipt of ATIS (code);
b. Identified – report:
(i) assigned level;
(ii) flight conditions, if appropriate; and
(iii) receipt of ATIS (code); and
c. Request clearance, if not previously issued.
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ENR 1.1 - 24 24 MAY 2018 AIP Australia

2.11.1.7 Clearances will be issued direct to pilots by ATC. If the clearance

involves a change of level or route, or if a delay is to be
expected, pilots will be advised when first contacting ATC.
2.11.1.8 Approach Control will provide instructions for progressive
descent and specify any change in route, clearance limits and
holding instructions. Unless the acknowledged ATIS covers the
information, Approach Control will also advise and update, as
necessary, details of:
a. runway to be used,
b. landing information, and
c. type and expected time of approach.
2.11.1.9 Clearances to enter will specify the altitude, track and any
holding instructions. Some of these items may be combined with
the clearance “CLEARED VISUAL APPROACH.”
2.11.2 Flights Entering Class C Airspace
2.11.2.1 Before reaching the boundary of Class C airspace, the pilot must
establish two way communications with ATC on the frequency
notified on the chart, in ERSA, or AIP Supplement or NOTAM,
and obtain a clearance.
2.11.2.2 When advance notification has not been provided, the pilot must
advise the following to ATC before the point of intended entry:
a. aircraft callsign, “INBOUND/TRANSIT DETAILS” (wait for
ATC to respond with your callsign), then advise:
(1) flight rules and aircraft type,
(2) position,
(3) route and next estimate, and
(4) preferred level.
2.11.2.3 If landing at an aerodrome where ATIS is provided, the pilot
should obtain the ATIS before first contact on the approach/
tower frequency. On first contact advise ATIS received.
2.11.2.4 The clearance to enter will specify the altitude, track and any
holding instructions. Some of these items may be combined with
the clearance “CLEARED VISUAL APPROACH”.

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AIP Australia 24 MAY 2018 ENR 1.1 - 25
2.11.3 Clearance to Enter Class D Airspace
2.11.3.1 Before entering Class D airspace, the pilot in command of an
aircraft must establish two way radio communication with ATC
on the Class D frequency notified on the chart, in ERSA, or AIP
Supplement or NOTAM. Thereafter, the pilot in command must
maintain those communications while in the Class D airspace.
2.11.3.2 In initiating two way communications, the pilot must advise
current position, altitude, intention, and any request(s).
Note 1: Radio contact should be initiated far enough from the
Class D airspace boundary to preclude entering the Class D
airspace before two way radio communications are established.
Note 2: If the controller responds to a radio call with, ‘...(aircraft
callsign) [...(instructions)]’, radio communications have been
established and the pilot may enter the Class D airspace.
Note 3: If workload or traffic conditions prevent immediate entry
into Class D airspace, the controller will inform the pilot to remain
outside the Class D airspace until conditions permit entry.
Example: ‘...(aircraft callsign) REMAIN OUTSIDE CLASS D
AIRSPACE.’
Note 4: It is important to understand that if the controller
responds to the initial radio call without using the aircraft callsign,
radio communications have not been established and the pilot
may not enter the Class D airspace.
Examples: ‘AIRCRAFT CALLING ARCHER TOWER,
STANDBY.’
‘AIRCRAFT CALLING ROCKY TOWER, SAY AGAIN.’
2.11.3.3 If landing at an aerodrome where ATIS is provided, the pilot
should obtain the ATIS before first contact on the ATC
frequency. On first contact advise ATIS received.
2.11.3.4 In establishing two way communications, ATC may issue specific
instructions that differ from altitude and intentions advised by the
pilot. The pilot in command must comply with any such
instructions issued by ATC.
2.11.3.5 The pilot in command must not deviate from the track, level and
intentions stated during the establishment of two way
communications or the instructions issued by ATC (if these
instructions modify the stated track, level and intentions), unless
authorised by ATC.

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 ENR 1.1 - 26 24 MAY 2018 AIP Australia

2.11.3.6 Unless ATC specifically instructs otherwise, establishment of two

way communications permits a pilot, intending to land at an
aerodrome within Class D airspace, to descend as necessary to
join the aerodrome traffic circuit.
D
2.11.4 Cancelling IFR Class D Aerodrome Arrivals
2.11.4.1 To expedite arrival at a Class D aerodrome, the pilot of an IFR
flight may elect to cancel IFR (provided the weather conditions
permit VFR), and conduct the approach under VFR.
2.11.4.2 Pilot’s must advise this intention by using the phrase “CANCEL
IFR”.
2.11.5 Flights Entering Controlled Airspace from Class G Airspace
2.11.5.1 When communication facilities exist and the controlled airspace
and the non-controlled aerodrome are in close proximity, a
clearance should be obtained direct on the ATC frequency.
When this is not possible, clearances should be requested
through the ATS unit providing services in Class G airspace.
2.11.6 Approach Clearances
2.11.6.1 Aircraft cleared for a visual approach or instrument approach
procedure will not be assigned a level restriction.
2.11.7 Instrument Approach
2.11.7.1 ATC Authorisation. Unless authorised to make a visual
approach, an IFR flight must conform to the published instrument
approach procedure nominated by ATC.
2.11.7.2 A pilot request to conduct a specific approach should be made
prior to STAR clearance issue, or prior to top of descent for
arriving aircraft not on a STAR eligible route.
2.11.7.3 Authorisation for final approach will be in the form of a clearance
for the type of approach as shown on the approach chart title. If
visual at the minima, the nominated runway then becomes the
clearance limit subject to any further ATC instructions and a
clearance to land. In the event that the aircraft is unable to land
from the instrument approach or loses visual reference whilst
circling, the aircraft is cleared to carry out the published missed
approach unless ATC directs otherwise. The pilot in command
must seek further ATC instructions prior to reaching the end of
the missed approach procedure.

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AIP Australia 24 MAY 2018 ENR 1.1 - 27
2.11.7.4 Where an instrument approach results in the aircraft leaving
controlled airspace, the clearance for the approach also provides
clearance for the aircraft to re-enter overlying controlled airspace
or restricted area in the event of a missed approach. ATC should
be advised as soon as possible on the missed approach.
2.11.7.5 The full chart title of the instrument approach procedure, as
described at the top of the relevant chart, must be used in all
clearances, coordination and read-backs relating to the
procedure, including entry procedures. However, with the
exception of circling approaches, the suffix may be omitted if
there is no possibility of confusion. Where multiple approach
procedures are on the same chart, only the approach procedure
being conducted shall be referred to.
2.11.7.6 Aircraft may be instructed to track via an instrument approach
procedure and a level restriction assigned, if the aircraft is:
a. in VMC conducting instrument approach training; or
b. a military aircraft:
(1) conducting a non-precision approach; or
(2) conducting a precision approach provided that
clearance for the approach is issued in sufficient time for
the aircraft to maintain the required descent rate in
accordance with the published procedure.
2.11.8 Visual Approach
2.11.8.1 ATC Authorisation. Except as detailed in para 2.11.8.2, the
criteria under which visual approaches may be authorised by
ATC are as follows:
a. For an IFR flight:
(1) By day when:
– the aircraft is within 30NM of the aerodrome; and
– the pilot has established and can continue flight to the
aerodrome with continuous visual reference to the
ground or water; and
– visibility along the flight path is not less than 5,000M, or
for helicopters 800M, or the aerodrome is in sight.

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ENR 1.1 - 28 24 MAY 2018 AIP Australia

(2) By night when:

– the pilot has established and can continue flight to the
aerodrome with continuous visual reference to the
ground or water; and
– visibility along the flight path is not less than 5,000M; and
– the aircraft is within 30NM of the aerodrome; or
– if being vectored, the flight has been assigned the MVA
and given heading or tracking instructions to intercept
final or to position the aircraft within the circling area of
the aerodrome.
b. For a VFR flight by day and night, the aircraft is within 30NM
of the aerodrome.
2.11.8.2 In addition to the requirements of para 2.11.8.1, with the
exception of Australian and New Zealand operators and aircraft
conducting independent visual approaches at Sydney, Super or
Heavy jet aircraft will only be assigned a visual approach when:
a. specifically requested by the pilot, and the pilot has reported
the landing runway in sight; or
b. the straight-in approach aid is unserviceable.
2.11.8.3 In the case of sub-para 2.11.8.2b. above, the aircraft will be:
a. vectored to intercept final no closer than 8NM from the
runway threshold, at an altitude not less than 2,500FT Above
Aerodrome Level (AAL); and
b. assigned a straight-in visual approach when:
(1) established on final or on a heading to intercept final
course at an angle of not more than 30 degrees; and
(2) visual glideslope guidance (VASIS/PAPI) is available;
and
(3) the pilot has reported the landing runway in sight.
2.11.8.4 Tracking Requirements for visual approach. Except when on
a STAR, the pilot must maintain track/heading on the route
progressively authorised by ATC until:
a. by day, within 5NM of the aerodrome; or
b. by night, the aerodrome is in sight and the aircraft is within:

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AIP Australia 24 MAY 2018 ENR 1.1 - 29
(1) the prescribed circling area for an IFR flight; or
(2) 3NM of the aerodrome for a VFR flight
From this position the circuit must be joined as directed by ATC
for an approach to the nominated runway.
2.11.8.5 When tracking via a STAR and subsequently cleared for visual
approach, the pilot must continue to follow the lateral profile of
the STAR, including any visual or instrument termination route.
2.11.8.6 Circuit Joining. ATC may issue an instruction to join on a leg of
the circuit or via:
a. Upwind, which directs circuit entry tracking upwind over the
nominated runway centreline at the specified altitude; or
b. Overfly, which directs circuit entry into the opposing circuit by
overflying the nominated runway at the specified altitude.

Decode information for the above diagram:

1 Aircraft initiates call to taxi - clearance provided
2 Aircraft vacating the bay give way to aircraft on taxiway
3 Line up or take-off clearance issued here
4 Take-off clearance issued if not issued at position 3
5 Crosswind leg
6 Downwind leg
7 Base leg
8 Final (joining upwind) leg

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 ENR 1.1 - 30 24 MAY 2018 AIP Australia

Landing clearance issued here unless issued on downwind/base

leg
9 Taxi instructions, if required
10 Parking information issued if necessary
2.11.8.7 Minimum Altitude Requirements. During the conduct of a
visual approach, a pilot must descend as necessary to:
D
a. by day:
(1) for an IFR flight, remain not less than 500FT above the
lower limit of the CTA; and
(2) for IFR and VFR flights, operate not below the lowest
altitude permissible for VFR flight (CAR 157).
b. by night:
(1) for an IFR flight:
– maintain an altitude not less than the route segment
LSALT/MSA or the appropriate step of the DME/GPS
Arrival procedure, or 500FT above the lower limit of the
CTA, if this is higher; or
– if being vectored, operate not below the last assigned
altitude;
until the aircraft is:
– within the prescribed circling area for the category of
aircraft or a higher category, where the limitations of the
higher category are complied with, and the aerodrome is
in sight; or
– within 5NM (7NM for a runway equipped with an ILS/
GLS) of the aerodrome, aligned with the runway
centreline and established not below “on slope” on the T-
VASIS or PAPI; or
– within 10NM (14NM for Runways 16L and 34L at
Sydney) of the aerodrome, established not below the
ILS/GLS glide path with less than full scale azimuth
deflection.
(2) for a VFR flight:
– maintain not less than the lowest altitude permissible for
VFR flight (CAR 174B) until the aircraft is within 3NM of
the aerodrome and the aerodrome is in sight.

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AIP Australia 24 MAY 2018 ENR 1.1 - 31
2.11.8.8 When conducting a visual approach, a pilot in command must
not climb above an altitude reported to ATC as having been
reached or left, unless authorised to do so.
2.11.8.9 A pilot in command operating under the IFR who desires a visual
approach and is satisfied that the visual conditions as per para
2.11.8.1 can be met must report ‘VISUAL’. A pilot who is unable
to continue a visual approach which has been authorised by
ATC must immediately advise ATC.
2.11.8.10 A pilot reporting VISUAL, may initially be given a clearance
below the LSALT to a specific altitude in the following terms:
a. by day, “DESCEND TO (level) VISUAL”; or
b. by night, “WHEN ESTABLISHED IN THE CIRCLING AREA,
DESCEND TO (level) VISUAL”.
2.11.8.11 A pilot descending to and maintaining a specific altitude visually
below the LSALT must comply with the minimum altitude
requirements detailed at para 2.11.8.7.
2.11.8.12 A pilot may be assigned the responsibility to follow another
arriving aircraft which he/she has reported sighting. When
assigned this responsibility, the pilot must maintain separation
from and not overtake that aircraft. In this circumstance, the pilot
is also responsible for providing his/her own wake turbulence
separation. If sighting is subsequently lost, advise ATC
immediately.
2.12 Holding
2.12.1 A pilot in command cleared to a point for which there is an
approved holding pattern must hold in that pattern until further
cleared. Where a delay of more than five (5) minutes is
expected, ATC will advise:
a. an expected landing time, when an ATS surveillance service
is provided; or
b. an expected approach time, when a procedural service is
provided.
2.12.2 During an instrument approach sequence, the aircraft estimated
to arrive first over a holding fix will be assigned the lowest level
available for assignment, and succeeding aircraft will be given
priority in the order of their estimated times of arrival over such
points.

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ENR 1.1 - 32 24 MAY 2018 AIP Australia

2.12.3 A pilot, who is holding, will be given a STACK DEPARTURE

TIME, or a time at which to EXPECT ONWARDS CLEARANCE.
If the aircraft is subject to further delay an EXPECTED LANDING
TIME will be advised.
2.12.4 At the time or position advised, the pilot must advise departure
from the stack, and state heading and altitude. A pilot should
endeavour to leave the holding fix on time, but one (1) minute
ahead of time is acceptable.
2.12.5 When operationally necessary, a pilot in command holding in an
approach sequence must advise ATC of the latest divert time.
2.12.6 When an aircraft is holding because airspace is closed or
weather conditions are worse than the prescribed landing
minima, ATC will nominate scheduled reporting times. These
times will normally be at 15 minute intervals.
2.12.7 Unless previously advised, the controller will advise the latest
available weather information, type of approach, and runway to
be used. Significant variations to this information will be advised
as required. However, during the final stages of approach, such
information will be limited to items which could affect the safety
of the aircraft.
2.13 Landing
2.13.1 Provision of Operational Information
ATC will supply the following information for landing operations:
a. runway or direction;
b. wind direction and speed, QNH and, if required, temperature
and/or dew point;
c. known significant weather information, including low cloud
and visibility or runway visual range;
d. a time check (to the nearest half minute), whenever a time to
commence final is specified by ATC;
e. the crosswind component on the runway to be used, if this
equals or exceeds 8KT for single-engined aircraft or 12KT for
multi-engined aircraft;
f. the tailwind component
g. aerodrome surface conditions significant to the operation
including maintenance work within 23M of the runway side
stripe marking;

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AIP Australia 24 MAY 2018 ENR 1.1 - 33
h. birds or other hazards to aircraft; and
i. cautionary advice of wake turbulence.
D
2.13.2 Selection of Landing Direction
The pilot in command must ensure that the nominated runway or
direction is operationally suitable. If the nominated runway or
direction is not suitable then ATC must be advised using the
phrase “REQUIRE RUNWAY (number)”. Such a request will not
result in loss of priority provided it is made:
a. before reaching 80NM (120NM for jets) from a capital city
aerodrome (including Essendon) or 30NM from other
controlled aerodromes, for arriving aircraft wholly within
controlled airspace; or
b. on first contact with ATC for arriving aircraft entering
controlled airspace within the distance specified above or a
control area step or a control zone.
The decision to land rests solely with the pilot in command.
2.13.3 Selection of Circuit Direction
A pilot in command must notify ATC if a particular turn or circuit
is essential to the safe operation of the aircraft. The word
REQUIRE must be used to enable ATC to identify the safety
requirement.
2.13.4 Downwind Report to Tower
Unless otherwise instructed by ATC, the pilot of an arriving or
circuit training aircraft must report DOWNWIND when starting or
entering the downwind leg of the traffic circuit.
If frequency congestion prevents the call being made when
starting the downwind leg, the pilot must report MID-
DOWNWIND or LATE-DOWNWIND as appropriate.
2.13.5 Clearances
A pilot in command must not land unless the specific clearance
“CLEARED TO LAND” has been received.
Note: ATC approval must be obtained if asymmetric training is to
be carried out within 5NM of a controlled aerodrome (see
Section 2.2.26).

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ENR 1.1 - 34 24 MAY 2018 AIP Australia

2.13.6 Separation Minima for Landing

2.13.6.1 The appropriate wake turbulence separation standard will be
applied by ATC between landing aircraft, except when a pilot has
been assigned responsibility to maintain separation with another
aircraft.
2.13.6.2 A landing aircraft will not be permitted to cross the threshold of
the runway on its final approach until:
a. a preceding departing aircraft using the same runway:
(1) is airborne, and
– has commenced a turn; or
– is beyond the point on the runway at which the landing
aircraft could be expected to complete its landing roll
and there is sufficient distance to manoeuvre safely in
the event of a missed approach;
(2) is at least 1,000M from the runway threshold, and
– has commenced the take-off run, and
– in the opinion of the controller, no collision risk exists,
and
– the aircraft taking off has a MTOW of 7,000KG or less,
and
– the landing aircraft is performance Category A and has a
MTOW below 3,000KG.
b. a preceding landing aircraft using the same runway:
(1) has vacated it and is taxiing away from the runway; or
(2) has landed and has passed a point at least 1,000M from
the threshold of the runway and will vacate the runway
without backtracking, and
– in the opinion of the tower controller, no collision risk
exists, and
– the preceding landing aircraft has a MTOW of 7,000KG
or less, and
– the following landing aircraft is performance Category A
and has a MTOW below 3,000KG; or

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AIP Australia 24 MAY 2018 ENR 1.1 - 35
(3) has landed and has passed a point at least 600M from
the threshold of the runway, is in motion and will vacate
the runway without backtracking; and
– the preceding landing aircraft has a MTOW of less than
7,000KG, and
– the following landing aircraft has a MTOW of 2,000KG or
less, or
(4) in the case where the following landing aircraft is a
helicopter, the preceding landing aircraft is at least 300M
down the runway from the threshold and ATC is satisfied
that no collision risk exists.
c. a preceding aircraft, using a different runway, has crossed or
stopped short of the landing aircraft’s runway.
In the above situations, a landing clearance may be issued if
ATC expect that the required runway separation standard will
exist.
2.13.6.3 Other than as specified in para 8.5.1, exceptions to separation
minima are:
a. aircraft landing in formation with respect to each other; and
b. aircraft operating in different areas or lanes on aerodromes
with runways or facilities suitable for simultaneous landings.
2.14 Circuit Operations
2.14.1 Sequencing
2.14.1.1 When appropriate, ATC will issue a sequencing instruction.
2.14.1.2 In sequencing aircraft ATC will indicate the position of the
preceding aircraft by reference to a leg of the circuit or as a clock
bearing, and describe it either as a specific type or in general
terms (e.g. Cessna or Twin).
2.14.1.3 ATC may issue a sequence number. Sequence numbers specify
the landing sequence position of an aircraft with respect to any
preceding traffic.
2.14.1.4 When issued with a sequencing instruction, a pilot must follow
the preceding aircraft and continue to do so unless otherwise
instructed by ATC.

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ENR 1.1 - 36 24 MAY 2018 AIP Australia

2.14.1.5 The instruction FOLLOW requires the pilot to sight the preceding
aircraft, and regulate circuit speed and approach path to achieve
longitudinal separation. If the preceding aircraft cannot be
sighted and identified, the pilot must advise ATC.
2.14.2 Non-Standard Circuit Operations
2.14.2.1 Pilots must advise ATC of non-standard circuit operations, e.g.
glide and flapless circuits, normally with the DOWNWIND report.
This advice will also alert other circuit traffic. ATC must also be
advised of single engined aircraft conducting simulated engine
failures at the earliest opportunity.
2.14.2.2 Where appropriate, an ATC sequencing instruction will indicate
that there are no traffic restrictions precluding the manoeuvre.
Subject to traffic, ATC may deny, or apply parameters to such
operations for traffic management purposes.
2.14.3 Parallel Runway Operations at Class D Aerodromes
2.14.3.1 Where a Class D aerodrome is equipped with parallel runways,
ATC may sequence aircraft for simultaneous contra-circuits and
may conduct these operations using separate Tower frequencies
for each runway. Operations will be regulated independently in
each circuit, with an ATC clearance required to enter the
opposite circuit or airspace.
2.15 Go Around and Missed Approach Procedure in VMC
2.15.1 In the event that an aircraft is required to go around from a visual
approach in VMC, the aircraft must initially climb on runway
track, remain visual and await instructions from ATC. If the
aircraft can not clear obstacles on runway track, the aircraft may
turn.
2.15.2 The exception to the above procedure is that, at Sydney, visual
go arounds must be carried out:
a. in accordance with the published ILS missed approach
procedure for the runway the aircraft is using, or
b. as directed by ATC.
2.15.3 In the event that an aircraft is unable, or does not wish, to land
from an instrument approach in VMC, the aircraft must carry out
the published instrument missed approach procedure for the
instrument approach being flown, unless ATC directs otherwise.

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AIP Australia 24 MAY 2018 ENR 1.1 - 37
2.15.4 At Class D aerodromes with parallel runways where contra-
rotating circuit operations are in progress, if ATC instructs, or a
pilot initiates a go around, the pilot must:
a. commence climb to circuit altitude;
b. position the aircraft on the active side and parallel to the
nominated duty runway, while maintaining separation from
other aircraft; and
c. follow ATC instructions or re-enter the circuit from upwind.
2.16 Taxiing After Landing
2.16.1 A pilot in command must not hold on the runway in use unless
ATC has so authorised.
2.16.2 After landing, unless specified otherwise by ATC, an aircraft
must comply with the following:
a. Promptly vacate the runway without backtracking.
b. Change from the aerodrome frequency to the SMC frequency
(where established) when vacating the runway strip, and
obtain an ATC taxi instruction.
c. Not cross any runway that intersects the taxi route unless in
receipt of a taxi instruction and a “CROSS RUNWAY
(number)” instruction from ATC.
d. Taxi to the destination via the most direct taxiway(s) available.
e. Where an apron service is provided on a discrete frequency
(see ERSA), change to that frequency on entering the apron.
2.16.3 A taxi instruction which contains a taxi limit beyond a runway
must include a “CROSS RUNWAY (number)” instruction to cross
that runway. When an aircraft is required to hold short of a
runway intersecting the taxi route, ATC will issue a taxi
instruction limit of the holding point associated with the
intersecting runway.
2.16.4 An aircraft which has been issued with a taxi instruction limit of
the holding point of a runway intersecting the taxi route, or which
has been issued with an instruction to “HOLD SHORT” of that
runway, must subsequently be issued with an instruction to
“CROSS RUNWAY (number)”.
2.16.5 Aircraft required to hold short of a runway must hold at the
appropriate holding point for that runway, or the runway strip
edge at the intersection of a crossing runway.

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ENR 1.1 - 38 24 MAY 2018 AIP Australia

2.16.6 When separate frequencies for aerodrome control and surface

movement control are in use, the pilot in command, on landing,
must change from the aerodrome control frequency to the SMC
frequency on vacating the runway strip, and then transmit the
aircraft callsign and, if applicable, parking bay number. A pilot in
command may “REQUEST DETAILED TAXI INSTRUCTIONS
TO (location)”.
2.16.7 The taxi clearance regulates movement on the manoeuvring
area. The separation of aircraft taxiing on the manoeuvring area
is a joint pilot and controller responsibility. Taxi clearance shall
contain concise instructions and adequate information so as to
assist flight crew to follow the correct taxi routes, to avoid
collision with other aircraft and objects and to minimise the
potential for the aircraft inadvertently entering a runway.
2.16.8 A taxi clearance will not relate to movement on the apron areas.
However, available essential information referring to other
aircraft entering or leaving the same apron area will be provided.
2.16.9 Radio watch must be maintained on the SMC or tower frequency
(where no SMC frequency is provided) until parked.
3. OPERATIONS IN CLASS E AIRSPACE
3.1 ATC Traffic Services
3.1.1 In Class E airspace, IFR and VFR flights are permitted. IFR
flights are provided with an ATC service, are separated from
other IFR flights, and receive traffic information on VFR flights as
far as is practicable. VFR flights receive a Surveillance
Information Service (SIS), where available, on request.
3.1.2 Traffic information services provided by ATC do not relieve pilots
of their responsibilities for continued vigilance to see-and-avoid
other aircraft.
3.1.3 When vectors are provided to IFR flights in Class E airspace,
terrain clearance will be provided by ATC. However, in VMC by
day, pilots may be assigned responsibility for terrain clearance
by use of the phrase “DESCEND TO (level) / CLIMB TO (level)/
TURN RIGHT / TURN LEFT (degrees) VISUAL”.
3.1.4 In Class E airspace, the following also apply:
a. Hazard Alerts will be directed to pilots of IFR flights, and to
pilots of known VFR flights.

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AIP Australia 24 MAY 2018 ENR 1.1 - 39
b. Unless operationally required by a pilot, ATC will only assign
IFR levels.
3.2 VFR Flights in Class E Airspace
3.2.1 VFR flights entering Class E airspace do not require a clearance,
but may receive a Surveillance Information Service (SIS), where
available, on request (see GEN 3.3 section 2.17).
3.2.2 VFR flights entering and operating in Class E airspace should:
a. avoid published IFR routes, where possible;
b. monitor the appropriate Class E frequency and announce if in
potential conflict; and
c. take appropriate action to avoid potential conflict.
3.2.3 Pilots of VFR flights should avoid IFR holding patterns.
4. NAVIGATION REQUIREMENTS
4.1 Flight under the IFR
4.1.1 An aircraft operating under the IFR must be navigated by:
a. an approved area navigation system that meets performance
requirements of the intended airspace or route; or
b. use of a radio navigation system or systems on routes where,
after making allowance for possible tracking errors of ±9°
from the last positive fix, the aircraft will come within the rated
coverage of a radio aid which can be used to fix the position
of the aircraft. The maximum time interval between positive
fixes must not exceed two (2) hours; or
c. visual reference to the ground or water by day, on route
segments where suitable en route radio navigation aids are
not available, provided that weather conditions permit flight in
VMC and the visual position fixing requirements of para
4.1.2.1b. are able to be met.
4.1.2 Flight under the VFR
4.1.2.1 The following apply in respect of flight under the VFR:
a. The pilot in command must navigate the aircraft by visual
reference to the ground or water, or by using any of the
methods specified in para 4.1.1, except that when operating
at or below 2,000FT above the ground or water, the pilot in
command must be able to navigate by visual reference to the
ground or water.

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b. When navigating by visual reference to the ground or water,

the pilot in command must positively fix the aircraft’s position
by visual reference to features shown on topographical charts
at intervals not exceeding 30 minutes. When flying over the
sea, visual reference features may include rocks and reefs
and fixed man-made objects which are marked on suitable
charts and are readily identifiable from the air.
Note: Flight above more than SCT cloud, or over featureless land
areas, or over the sea, may preclude visual position fixing at the
required intervals and may therefore make visual navigation
impracticable.
c. When navigating by visual reference in controlled airspace
the pilot must notify ATC if the aircraft’s track diverges by
more than one (1) nautical mile from the track approved by
ATC, or, if navigating by reference to radio navigation aids, by
more than the tolerances given in para 4.1.6.
d. VFR flight on top of more than SCT cloud is available
provided that:
(1) VMC can be maintained during the entire flight,
including climb, cruise and descent.
(2) For VFR flight on top of more than SCT cloud, the visual
position fixing requirements of sub-para b., or the other
navigational requirements of section 4.1 must be met.
(3) Prior to conducting a VFR flight on top of more than SCT
cloud, the pilot in command must ensure that current
forecasts and observations (including those available in-
flight observations) indicate that conditions in the area
of, and during the period of, the planned descent below
the cloud layer will permit the descent to be conducted in
VMC.
(4) The position at which descent below cloud is planned to
occur must be such as to enable continuation of the
flight to the destination and, if required, an alternate
aerodrome in VMC (see Notes 1 and 2).
e. When navigating by reference to radio navigation systems,
the pilot in command must obtain positive radio fixes at the
intervals and by the methods prescribed in paras 4.1 and
4.1.5.

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AIP Australia 24 MAY 2018 ENR 1.1 - 41
f. The pilot in command of a VFR flight wishing to navigate by
means of radio navigation systems or any other means must
indicate in the flight notification only those radio navigation
aids with which the aircraft is equipped and the pilot is
competent to use under CASR 61.385.
g. VFR flights must not be conducted above FL200 unless:
(1) the pilot in command or, if more than one pilot is
required, each pilot:
– is authorised under Part 61 to conduct a flight under the
IFR in that airspace; and
– complies with the recent experience requirements of
Section 6.2.1 or 6.2.3 of CAOs as applicable to the
particular flight; and
(2) the aircraft is equipped for flight under the IFR; and
(3) the aircraft is engaged in an ‘IFR pick up’, ‘VFR climb/
descent’ or ‘VFR on top’ procedure as published in AIP;
and
(4) the aircraft remains in Class E airspace.
Note 1: A pilot must not undertake a VFR flight on top of more
than SCT cloud unless the aircraft is equipped with serviceable
flight and navigation instruments as specified in CAO 20.18
Appendix IV.
Note 2: Pilots should not initiate VFR flight on top of more than
SCT cloud when weather conditions are marginal. Before
committing to operate VFR flight on top of more than SCT cloud,
pilots should be confident that meteorological information used is
reliable and current, and clearly indicates that the entire flight will
be able to be conducted in VMC.
4.1.3 Time
4.1.3.1 During flight, pilots must maintain a time reference accurate to
within ± 30 seconds.

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ENR 1.1 - 42 24 MAY 2018 AIP Australia

4.1.4 Track Keeping

4.1.4.1 Tolerances are applied to tracks to assess containment areas for
the purposes of ensuring navigational integrity, separation from
other aircraft, terrain and obstacle clearance, and avoidance of
specified airspaces. Although allowing for the errors inherent in
the navigation systems used, these tolerances are based on the
assumption that the pilot will maintain track as closely as
possible.
4.1.4.2 The pilot in command must, at all times, take positive action to
regain track as soon as a deviation from the correct track is
recognised.
4.1.4.3 Aircraft must be navigated by the most precise means of track
guidance with which the aircraft is equipped and the pilot is
qualified to use.
The order of precision is Localiser, GNSS, VOR, then NDB.
4.1.5 Position Fixing
4.1.5.1 A positive radio fix is one determined by:
a. the passage of the aircraft over an NDB, VOR, TACAN,
marker beacon or a DME site; or
b. the intersection of two or more position lines which intersect
with angles of not less than 45° and which are obtained from
NDBs, VORs, localisers or DMEs in any combination. For the
purpose of this paragraph, a position line must be within the
rated coverage of the aid with the exception that if a fix is
determined entirely by position lines from NDBs, the position
lines must be within a range of 30NM from each of the NDBs;
or
c. GNSS meeting the equipment requirements of GEN 1.5
Section 2.
Note: GNSS is not a positive fix for separation purposes.
4.1.6 Aircraft Deviations in Controlled Airspace - Advice to ATC
4.1.6.1 In controlled airspace, separation standards are based on the
pilot maintaining route or track as closely as possible at all times.
Corrective action must be taken to regain route or track as soon
as any deviation is observed.
4.1.6.2 Additionally, the pilot must immediately notify ATC for any of the
deviations described below:

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AIP Australia 24 MAY 2018 ENR 1.1 - 43
a. where route or track guidance is provided by a localiser or
VOR - half scale deflection or more of the Course Deviation
Indicator (CDI);
b. where route or track guidance is provided by NDB - ±5° or
more from the specified bearing;
c. where route or track guidance is provided by DME - ±2NM or
more from the required arc;
d. where route or track guidance is provided by an area
navigation system - when Navigation System Error (ANP,
EPE, HPL/HAL depending on the system in use) plus Flight
Technical Error (FTE) exceed the RNAV or RNP value for the
route, track or procedure being flown; and
e. when navigating by visual reference to the ground or water -
more than 1NM from the cleared track.
Note: The values given above must not be interpreted as
defining a sector within which the pilot is permitted to navigate.
4.1.7 Deviation from Route or Track
4.1.7.1 In controlled airspace, any deviation from route or track requires
prior clearance from ATC, except in an emergency. The values
given in section 4.1.6 must not be interpreted as tolerances
within which deviations from route or track without clearance are
permitted.
4.1.8 Deviations Due Weather
4.1.8.1 In controlled airspace, any deviation from route or track due
weather requires prior clearance from ATC. If unable to obtain a
clearance, and the pilot in command considers the deviation
necessary, a PAN call specifying details of the deviation must be
broadcast on the appropriate frequencies. Pilots must be aware
that the declaration of an emergency does not guarantee the
aircraft safe passage, especially if the deviation is into an active
restricted area.
4.1.9 Deviations into Restricted Areas
4.1.9.1 Any deviation from track into an active restricted area requires
prior clearance from ATC.

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If unable to obtain a clearance, and the pilot in command

considers there is no safer alternative course of action, squawk
emergency and declare a PAN specifying details of the deviation
on the appropriate ATC and emergency frequencies. Aircraft
entering active restricted areas without a clearance proceed at
their own risk. Pilots must be aware that the declaration of an
emergency does not guarantee the aircraft safe passage. Calls
on emergency frequencies should be repeated at regular
intervals during transit of the restricted area.
4.1.9.2 Prior to re-entering CTA, a clearance from ATC must be
obtained.
4.1.10 Long Over-Water Flights
4.1.10.1 If an aircraft on a long over-water flight operating in oceanic
Class A airspace has inadvertently deviated from the route
specified in its ATC clearance, the pilot must take action to
regain the cleared route within 200NM from the position at which
the deviation was observed.
D
4.1.11 GPS - Operations Without RAIM
Note: Systems for providing integrity, other than RAIM, may be
approved for use by CASA. Where reference to RAIM occurs in
this GPS Section, it includes other approved equivalent integrity
monitoring systems.
4.1.11.1 GPS systems normally provide three modes of operation:
a. Navigation (Nav) Solution with RAIM;
b. 2D or 3D Nav Solution without RAIM; and
c. Dead Reckoning (DR), or Loss of Nav Solution.
4.1.11.2 ATS services, in particular aircraft separation, are predicated on
accurate aircraft navigation and position fixing. If RAIM is lost,
the accuracy of the GPS system is assumed not to meet the
required standard for navigation and, consequently, for the
application of area navigation separation standards by ATC.
Accordingly, when RAIM is lost, the following procedures must
be adopted:
a. Aircraft tracking must be closely monitored against other
onboard navigation systems.
b. In controlled airspace, ATC must be advised if:

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AIP Australia 24 MAY 2018 ENR 1.1 - 45
(1) RAIM is lost for periods greater than 5 minutes, even if
GPS is still providing position information; or
(2) RAIM is not available when ATC requests GPS distance,
or if an ATC clearance or requirement based on GPS
distance is imposed; or
(3) the GPS receiver is in DR mode, or experiences loss of
navigation function, for more than one minute; or
(4) indicated displacement from track centreline exceeds
2NM.
c. If valid position information is lost (2D or DR Mode), or non-
RAIM operation exceeds 5 minutes, the GPS information is to
be considered unreliable and another means of navigation
should be used until RAIM is restored and the aircraft is re-
established on track.
d. Following re-establishment of RAIM, the appropriate ATS unit
should be notified of RAIM restoration prior to using GPS
information. This will allow ATC to reassess the appropriate
separation standards.
e. When advising ATS of the status of GPS, the phrases “RAIM
FAILURE” or “RAIM RESTORED” must be used.
On receipt of advice, ATC may adjust separation.
4.1.12 Avoiding Controlled Airspace
Unless an appropriate clearance has been obtained, the pilot in
command of an aircraft operating in Class G airspace, or a VFR
aircraft operating in Class E airspace, must not allow the aircraft
to enter:
a. airspace for which ATC clearance is required; or
b. an active restricted area.
Note 1: Aircraft within controlled airspace or a restricted area
may be operating up to the boundary of the airspace.
Note 2: For aircraft operating in close proximity to an airspace
boundary where there is a risk of an airspace infringement, the
pilot in command should consider obtaining a clearance to enter
the airspace or altering track to remain well clear.

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5. AIR ROUTE SPECIFICATIONS

5.1 When proposing to operate under the IFR on any route
segments, or proposing flight in controlled airspace, the pilot in
command must plan and conduct a flight in accordance with the:
a. route specifications published in GEN 3.2 including the
relevant en route chart; and
b. applicable flight planning requirements published in ERSA
GEN; and
c. published accessibility of airspace such as restricted areas;
unless otherwise authorised by ATC.
5.1.1 The pilot in command is responsible for ensuring that the
requirements of Section 4. can be met.
5.1.2 When planning an IFR flight, the pilot in command of a multi-
engined aircraft must take into account the en route performance
requirements of CAO 20.7.1B, 20.7.2 or 20.7.4, as appropriate.
5.1.3 Where no route specification has been published in the relevant
en route chart, a route determined by the pilot in command, and,
if in controlled airspace, approved by ATC, will be planned.
5.1.4 Prior ATC approval is required for area navigation tracking on
routes other than those published in AIP and the Airservices “Off
Air Route Planning (OARP) Manual”. Information and rules
regarding OARP are available at:
www.airservicesaustralia.com/flight-briefing/off-air-route-flight-
planning-options/
5.1.5 The position reporting points for a route should be separated by
a distance approximately 30 minutes or 200NM apart, whichever
is least, and, when practicable, should be selected from those
shown on en route charts. Otherwise, the position reporting
points should be places named on VTC or WAC, and identifiable
by radio or visual means. To minimise confusion, when a
position is reported over a town which has a nearby aerodrome
of the same name, the word ‘township’ must be used after the
name in the text of the report.

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AIP Australia 24 MAY 2018 ENR 1.1 - 47
5.1.6 For an area-type flight as distinct from route flying, the pilot of an
IFR flight or VFR flight in those circumstances identified in
ENR 1.10 may nominate scheduled reporting times. These
should be at half-hourly intervals. The pilot must specify the
area’s boundaries by means of a map provided with the flight
notification details.
5.1.7 A pilot in command must make sure, by reference to the
forecast, that the route selected for a VFR flight will enable the
aircraft to be flown with visual reference to the ground or water
for significant portions of the route, and in the vicinity of the
destination aerodrome.
6. RADIO COMMUNICATION AND NAVIGATION
REQUIREMENTS
6.1 Summary of Report and Broadcast Requirements
6.1.1 In this section:
a. ‘Report’ means a mandatory radio report from an aircraft to
the appropriate ATS unit.
b. ‘Broadcast’ means a radio broadcast from an aircraft on the
appropriate frequency to provide advisory traffic information
to other aircraft.
6.1.1.1 Carriage of VHF radio and being qualified to use the radio, are
mandatory when operating at, or in the vicinity of a non-
controlled registered, certified or military aerodrome.
6.1.1.2 However, CAR 166E allows for exemption from these
regulations - refer para 6.2.5.1.
6.1.2 Except in special circumstances (e.g. descent from CTA,
formation flights, SAR, police/security), pilots of aircraft are
required to comply with the radio communication requirements
appropriate for the ‘Classes of Airspace - Services and
Requirements’ table included in ENR 1.4 Section 4.
6.1.3 In special circumstances, a pilot may request to change
frequency to meet operational report, broadcast, or
communication requirements. ATC will facilitate a pilot request
for approval to leave a control frequency to make such reports or
broadcasts.

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When impracticable to approve the frequency change at the time

requested due to control requirements, ATC will accommodate
the request as soon as possible. In determining when to make
reports and broadcasts, pilots should consider the possibility of
delays in being released from the ATC frequency.
Requests for frequency change should specify the expected
duration when the change required is not permanent.
6.1.4 Whenever flight rules are changed during flight (i.e. VFR to IFR
or IFR to VFR), the pilot must report to ATS at the time the
change takes place.
6.1.5 When a pilot becomes aware that a previously notified position
estimate is more than two (2) minutes in error, the pilot must
report and, where necessary, broadcast a corrected estimate.
6.1.6 A pilot must inform ATS if the sustained TAS or Mach number
between reporting points, varies or is expected to vary, by a
value equal to or more than:
a. 10KT TAS; or
b. 0.02 MACH
from that given in the flight plan or previously notified to ATS.
6.1.7 When entering oceanic controlled airspace from outside
Australian administered airspace, pilots must report the current
sustained TAS or Mach number to ATS.
Note: A specific report via CPDLC may be used to meet this
requirement.
6.1.8 When a report from an IFR aircraft is made to FLIGHTWATCH
on HF, a broadcast on the appropriate CTAF or area VHF is also
required.
6.1.9 Reports of “CHANGING TO (location) CTAF (frequency)” are
required by pilots of IFR flights when inbound to a non-controlled
aerodrome when the ATC frequency will not, or cannot, be
monitored.
6.1.10 Pilots of aircraft engaged in parachute operations must
broadcast their intentions on the appropriate area VHF, and/or
CTAF, two (2) minutes prior to parachutists exiting the aircraft. In
addition, when operations are conducted in, or parachutists will
enter, a Restricted Area or Classes A, C or D airspace, a
clearance to drop is required. Notification of clearance request
must be made at least five (5) minutes before the proposed exit.

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6.1.11 Unless otherwise authorised, gliding operations in controlled
airspace (including Class E) must be conducted using the
appropriate ATC frequency.
6.1.12 Aircraft may maintain a listening watch on other than the Area
VHF for operations below 5,000FT in Class G airspace such as
parachuting, gliding, agricultural operations and circuit training or
local flights at non-controlled aerodromes.
6.1.13 Except where the use of a gliding frequency is operationally
necessary, it is recommended that gliders operating above
5,000FT in Class G airspace monitor the Area VHF.
6.1.14 Pilots of IFR flights operating outside controlled airspace who
desire to establish communication with a non-ATS station and
who will not be able to maintain a listening watch on the ATS
frequency must advise ATS of their further SAR requirements
before making the frequency change.
6.1.15 The standard broadcast format is;
a. {Location} Traffic
b. {Aircraft type}
c. {callsign}
d. {Position/intentions}
e. {Location}
6.1.16 If calls are not made clearly and concisely using the standard
phraseology, confusion can arise at aerodromes that are close
together where the CTAF is the same.
6.1.16.1 Pilots operating at, or in the vicinity of non-controlled
aerodromes where the carriage of radio is mandatory should
always monitor the CTAF and broadcast their intentions at least
in accordance with the minimum calls set out in the table below
(Summary of broadcasts - All aircraft at non-controlled
aerodromes). Pilots should also make additional broadcasts
when considered necessary to minimise any risk of collision
(CAR 166 C (2)).

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6.1.16.2 At aerodromes where the carriage of radio is not mandatory,

good airmanship dictates that pilots of radio-equipped aircraft
would also monitor the radio and broadcast their intentions in
accordance with the minimum calls in the table below (Summary
of broadcasts - All aircraft at non-controlled aerodromes). Pilots
should also observe local and published noise abatement
procedures and curfews.

SUMMARY OF REPORTS - ALL AIRCRAFT IN CLASSES A, C & D

AIRSPACE, AND IFR AIRCRAFT IN CLASS E AIRSPACE
Situation FREQ to Use Remarks
1. Airborne in Class C CTR Relevant CEN/ Airborne report
2. Airborne in Class D CTR and APP/DEP
instructed to contact CEN/APP/DEP FREQ
after take-off
IFR airborne at Class D aerodrome at TWR FREQ Departure
which TWR also provides APP CTL report
service
VFR airborne at Class D aerodrome at TWR FREQ Departure
which TWR also provides APP CTL report
service, unless departing the CTR
directly into Class G airspace
Position report at prescribed points ATC Report

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AIP Australia 24 MAY 2018 ENR 1.1 - 51
Speed reports: ATC Report
a. Sustained speed variations of +10KT
or +M0.02 from the:
i. flight plan speed;
ii. previously notified speed; or
iii. any agreed standard descent
profile; and
b. On entry to oceanic controlled air-
space from outside Australian adminis-
tered airspace, report the current
sustained TAS or Mach number.
Arrival ATC Report (if can-
celling SAR-
WATCH)

SUMMARY OF REPORTS - IFR AIRCRAFT IN CLASS G AIRSPACE

(Note: Requirements of para 10.1.4.3 apply)
Situation FREQ to Use Remarks
Taxiing ATS Report
Departure ATS Departure
Report
Reaching cruising level ATS Report
Position report at prescribed and ATS Report
nominated points
Before changing level ATS Report
Changing frequency ATS Report
For clearance into controlled airspace ATC Report
Before leaving controlled airspace on ATS Report
descent
Changing to CTAF and not monitoring ATS Report
ATC FREQ on second COM system
Joining circuit ATS Report *
After landing ATS Report *
* Report required only if cancelling SARWATCH at this time.

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ENR 1.1 - 52 24 MAY 2018 AIP Australia

SUMMARY OF REPORTS - VFR AIRCRAFT

IN CLASSES E AND G AIRSPACE
Situation FREQ to Use Remarks
For clearance into controlled airspace ATC Report
Before and on completion of overwater ATS Report (if
stage (see Section 11.12) requesting
schedules)

SUMMARY OF BROADCASTS - ALL AIRCRAFT AT non controlled

AERODROMES
Situation FREQ to Remarks
Use
a. Beginning a flight at, approaching or a. CTAF Broadcast: (must
flying in the vicinity of, an include ‘(Location)
aerodrome with an assigned CTAF Traffic (Aircraft
b. Beginning a flight or flying in a b. Broadcast Type) (callsign)
Broadcast Area. Area (Position/
CTAF Intentions)
c. Beginning a flight at, approaching or c. MULTI- (Location)’
flying in the vicinity of an aerodrome COM
depicted on aeronautical charts 126.7
without an assigned CTAF
d. Beginning a flight at, approaching or d. Area VHF
flying in the vicinity of an aerodrome
not depicted on aeronautical charts.
(See notes 1 and 2).
The pilot intends to depart from the CTAF, Broadcast -
aerodrome. Broadcast Immediately
Area CTAF, before, or during
MULTICOM taxiing.
126.7, or
Area VHF as
applicable
(See Row 1,
above)

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AIP Australia 24 MAY 2018 ENR 1.1 - 53
The pilot intends to enter a runway CTAF, Broadcast -
Broadcast Immediately before
Area CTAF, entering a runway.
MULTICOM
126.7, or
Area VHF as
applicable
(See Row 1,
above)
The pilot is inbound to an aerodrome CTAF, Broadcast 10NM
Broadcast from the
Area CTAF, aerodrome, or
MULTICOM earlier,
126.7, or commensurate
Area VHF as with aeroplane
applicable performance and
(See Row 1, pilot workload, with
above) an estimated time
of arrival (ETA) for
the aerodrome.
The pilot is ready to join the circuit CTAF, Broadcast -
Broadcast Immediately before
Area CTAF, joining the circuit.
MULTICOM
126.7, or
Area VHF as
applicable
(See Row 1,
above)

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ENR 1.1 - 54 24 MAY 2018 AIP Australia

Pilot intends to make a Straight-in CTAF, Broadcast - on

approach; or Broadcast final approach at
Area CTAF, not less than 3 NM
MULTICOM from the threshold
126.7, or (See Note 3)
Area VHF as
applicable
(See Row 1,
above)

Base leg join Prior to joining on

base
The pilot intends to fly through the CTAF, Broadcast - When
vicinity of, but not land at, a non Broadcast the aircraft enters
controlled aerodrome Area CTAF, the vicinity of the
MULTICOM aerodrome (as
126.7, or defined - see Note
Area VHF as 4)
applicable
(See Row 1,
above)
During an Instrument approach when, CTAF, Broadcast,
a. departing FAF or established on final Broadcast including details of
approach segment inbound Area CTAF, position and
b. terminating the approach, MULTICOM intentions that are
commencing the missed approach 126.7, or clear to all pilots
Area VHF as (both IFR and
applicable VFR).
(See Row 1,
above)

Note 1: CAR 166C requires a pilot to make a broadcast

whenever it is reasonably necessary to avoid a collision, or the
risk of a collision, with another aircraft at or in the vicinity of a
non-controlled aerodrome.
Note 2: Carriage of radio, and being qualified to use it, are
mandatory at non-controlled aerodromes depicted in ERSA as
being certified, registered or military. However, CAR 166E
allows, subject to compliance with specified procedures, for use
of such aerodromes without serviceable radio.
See ENR 1.1 Section 6.2.5 and CAAP 166-01.

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AIP Australia 24 MAY 2018 ENR 1.1 - 55
Note 3: Some distances above refer to the runway threshold and
others to the ARP. Pilots should be aware that a GNSS indication
of 3NM from an aerodrome may not be 3NM to the runway
threshold.
Note 4: An aircraft is in the vicinity of a non-controlled aerodrome
if it is in airspace other than controlled airspace, within 10NM of
the aerodrome and at a height above the aerodrome that could
result in conflict with operations at the aerodrome.
6.2 Limited Radio and No Radio Procedures
6.2.1 Authorisation may be given to Australian registered aircraft to
vary the requirements for the carriage of radio equipment as
specified in Radio Communication and Navigation
Requirements. Authorisations are given by the relevant Area or
Airline Office of CASA.
6.2.2 A non-radio aircraft operating in Class G airspace may, due to
stress of weather, operate above 5,000FT to the minimum extent
necessary for the safe conduct of the flight, provided:
a. the aircraft cruises at a VFR level;
b. the cruise is conducted in VMC; and
c. as soon as is practicable, the aircraft descends in VMC to
below 5,000FT to continue flight in VMC.
A pilot not able to comply with these requirements must proceed
to the nearest suitable aerodrome and land.
6.2.3 A no-radio aircraft, other than a glider, may operate above
5,000FT within the confines of a published Danger area which is:
a. promulgated specifically for no-radio operations, or
b. identified as permitting no-radio operations.
6.2.4 Gliders may operate above FL200 only in accordance with an
authorisation issued by CASA. The area of operation will be
advised by NOTAM.
6.2.5 If total or partial failure of the required radio communications
equipment occurs before flight commences and repair facilities
are available, repairs must be made before the flight proceeds.
6.2.5.1 Where repair facilities are not available, and flight to the nearest
appropriate repair facility entails flight in controlled airspace, the
flight may proceed provided that ATS is advised of the radio
failure and a clearance for the flight is obtained from ATC.

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ENR 1.1 - 56 24 MAY 2018 AIP Australia

6.2.5.2 At non-controlled aerodromes where the carriage of radio is

required, CAR 166E allows for continuation of a ‘no radio’ arrival
or departure in certain circumstances. If a radio failure occurs
either en route to or in the circuit of the aerodrome, the pilot may
continue to land at that aerodrome provided:
a. where equipped - the aircraft displays its external lights, and
its transponder is turned on; and
b. if en route - the pilot uses the overfly joining procedure (Refer
CAAP 166-01 Appendix 1, or the graphic at para 10.9.5.6).
6.2.5.3 A pilot may depart the aerodrome with an unserviceable radio
and fly to another aerodrome for repairs, provided that the
aircraft - where equipped - displays its external lights and its
transponder turned on.
6.2.5.4 A pilot should avoid planning to arrive or depart an aerodrome
for radio repairs during the known hours of scheduled RPT
operation. For aerodromes where there is a UNICOM or CA/
GRS, pilots should by alternative means where possible make
contact and advise their intentions before conducting operations.
6.2.5.5 In exceptional circumstances, CAR 166E makes a provision for a
pilot who is not qualified to use an aircraft radio, or where the
aircraft is not equipped with a radio, to operate at, or in the
vicinity of a non-controlled certified, registered or military
aerodrome. The aircraft must be operated:
a. in VMC by day; and
b. arrive or depart in the company of another radio-equipped
aircraft that is flown by a radio-qualified pilot which will allow
the latter to make radio calls on behalf of both aircraft. The
radio-equipped aircraft should be manoeuvred to keep the no
radio aircraft at a safe distance (CAR 163) and in sight at all
times in order to accurately report its position.
6.2.6 Procedures to be adopted when total loss of radio occurs whilst
in-flight and within Australian Domestic airspace are contained in
ERSA EMERG. (For radio failure or no radio procedures at all
non-controlled aerodromes refer ERSA INTRO).
6.2.7 Procedures to be adopted when total loss of radio occurs whilst
in-flight and within Australian administered Oceanic airspace are
as follows:

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AIP Australia 24 MAY 2018 ENR 1.1 - 57
6.2.8 In the event of total loss of communication, an aircraft shall:
a. try to re-establish communication by all other means;
b. if all attempts to re-establish communication with ATC are
unsuccessful:
(1) Squawk 7600;
(2) If able, broadcast in the blind at suitable intervals:
aircraft identification, flight level, aircraft position
(including the ATS route designator or the track code),
and intentions on the frequency in use, as well as on
frequency 121.5 MHz (or, as a back-up, the VHF inter-
pilot air-to-air frequency 123.45 MHz);
(3) Watch for conflicting traffic both visually and by
reference to airborne collision avoidance systems or
traffic displays (if equipped);
(4) Turn on all aircraft exterior lights (commensurate with
appropriate operating limitations);
(5) Maintain the last assigned speed and level for a period
of 60 minutes following the aircraft’s failure to report its
position over a compulsory reporting point (including
ADS-C flights), and thereafter adjust speed and altitude
in accordance with the filed flight plan;
Note: In OCA, aircraft experiencing communication failure may
also initiate strategic lateral offset procedures (SLOP) in
accordance with ENR 2.2 para 2.2, including an offset of up to
2NM right of track.
(6) Upon exiting OCA, conform to the relevant State
procedures and regulations.
6.2.9 In the event of lost communication, ATC shall maintain
separation between the aircraft having the communication failure
and other aircraft, based on the assumption that the aircraft
having the communication failure will operate in accordance with
the procedures in 6.2.8.
6.3 GNSS Reporting Requirements and Procedures
6.3.1 GNSS systems used to provide distance information to ATS
units by pilot reports must meet one of the GNSS equipment
specifications mentioned in GEN 1.5 section 2.

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ENR 1.1 - 58 24 MAY 2018 AIP Australia

6.3.2 ATC may apply some DME-based separation standards to

approved aircraft providing GNSS distance information. Pilots
must be familiar with and comply with GNSS reporting
requirements and procedures.
6.3.3 When a DME distance is not specifically requested, or when the
provision of a DME distance is not possible, distance information
based on GNSS-derived information may be provided. When
responding to ATC requests for distance information, pilots
should:
a. provide either a DME distance or a GNSS distance unless
RAIM is currently not available, and has been unavailable for
the previous 5 minutes; and
b. include the source and point of reference; e.g. 115 GNSS
Melbourne, 79 DME Newman, 257 GNSS BEEZA, etc.
6.3.4 Notwithstanding para 6.3.3, if an ATC unit has issued a
clearance or requirement based upon GNSS distance (e.g. a
requirement to reach a certain level by a GNSS distance), pilots
must inform ATC if RAIM is not available.
6.3.5 If a GPS distance is provided to an ATC unit, and RAIM is not
currently available, but has been available in the preceding 5
minutes, the distance report should be suffixed “NEGATIVE
RAIM” - e.g. 26 GNSS LT VOR, NEGATIVE RAIM.
6.3.6 Databases sometimes contain waypoint information which is not
shown on published AIP charts and maps. Distance information
must only be provided in relation to published waypoints unless
specifically requested by an ATS unit.
6.3.7 Where GNSS distance is requested or provided from an NDB,
VOR, DME, or published waypoint, the latitude and longitude of
the navigation aid or waypoint must be derived from a validated
database which cannot be modified by the operator or crew.
7. PARALLEL RUNWAY OPERATIONS AT CLASS C
AERODROMES
7.1 Introduction
7.1.1 Simultaneous parallel runway operations may be used for:
a. independent parallel approaches and/or departures;
b. dependent parallel approaches and/or departures;
c. segregated parallel approaches and departures; or

95
AIP Australia 24 MAY 2018 ENR 1.1 - 59
d. simultaneous opposite direction operations (SODPROPS).
7.2 Pilot Notification
7.2.1 Whenever parallel runway operations are in progress, pilots will
be notified by inclusion of that advice, and an expectation of the
type of approach or departure, on the ATIS:
e.g. “EXPECT INDEPENDENT VISUAL APPROACH.
DO NOT PASS THROUGH ASSIGNED RUNWAY
CENTRELINE.
PARALLEL RUNWAY OPERATIONS IN PROGRESS
INDEPENDENT DEPARTURES IN PROGRESS”, or
“EXPECT ILS PRM APPROACH
PARALLEL RUNWAY OPERATIONS IN PROGRESS
INDEPENDENT DEPARTURES IN PROGRESS”.
7.2.2 The use of Simultaneous Opposite Direction Parallel Runway
Operations (SODPROPS) will be broadcast on the ATIS,
including the runway configuration being used for the procedure:
e.g. “RUNWAY THREE FOUR LEFT FOR ARRIVALS,
RUNWAY THREE FOUR LEFT AVAILABLE FOR
DEPARTURES IF OPERATIONALLY REQUIRED OR AS
DIRECTED BY ATC. RUNWAY ONE SIX LEFT FOR ALL
OTHER DEPARTURES. SIMULTANEOUS OPPOSITE
DIRECT PARALLEL RUNWAY OPERATIONS IN
PROGRESS”.
7.2.3 Pilots will be advised of the runway expectation and localiser
frequency as soon as practicable after first contact with
Approach/Director.
7.2.4 During the application of independent visual approaches, ATC
will provide limited traffic advice whenever aircraft will operate
within 1NM of traffic on the adjacent final approach. Confirmation
of visual contact is not required.
7.3 Parallel Instrument Approaches
7.3.1 Dependent Parallel Approaches in IMC
7.3.1.1 Dependent parallel approaches may be conducted to parallel
runways with centrelines separated by more than 915M. ATC
provides standard separation between aircraft on the same
approach path and between aircraft on adjacent approach paths.

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ENR 1.1 - 60 24 MAY 2018 AIP Australia

7.3.2 Independent Approaches in IMC

7.3.2.1 Independent parallel approaches may be conducted to parallel
runways with centrelines separated by more than 1,035M. ATC
provides standard separation between aircraft on the same
approach path and monitors aircraft for deviation from the
approach path. ATS is not required to provide separation
between aircraft on adjacent approach paths.
7.3.2.2 Requirements for pilot participation in independent parallel (ILS
PRM) approaches in IMC are detailed at DAP EAST Sydney
(Kingsford-Smith) “ILS PRM USER INSTRUCTIONS” page and
ERSA FAC S “Sydney Kingsford-Smith”. Pilots unable to
participate in an ILS PRM approach must notify ATC prior to 120
DME SY (or, if departing within 120 DME SY, on first contact with
ATC).
7.3.2.3 Independent parallel approaches in IMC require the use of ILS.
GLS cannot be used for independent parallel approaches in
IMC.
7.3.3 Breakout Procedures
7.3.3.1 When the PRM indicates that a track will penetrate the NTZ,
ATC will advise the aircraft of the deviation. Pilots are not
required to acknowledge this transmission.
7.3.3.2 When an aircraft is observed penetrating the NTZ, that aircraft
and affected aircraft on the adjacent localiser course will be
issued with appropriate heading and altitude instructions to
resolve the confliction. Where either aircraft is 1NM or less from
the runway threshold, it may be allowed to continue its approach
and land if provided with traffic information on the relevant
aircraft
7.3.3.3 When issued with breakout instructions, pilots must immediately
discontinue the approach by:
a. manually flying the aircraft to the required heading without
delay;
b. climbing (or descending) to the altitude specified by ATC; and
c. reading back the ATC instruction as soon as practicable.
Note: A descending breakout will only be issued in exceptional
circumstances.

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AIP Australia 24 MAY 2018 ENR 1.1 - 61
7.3.4 TCAS Selection
7.3.4.1 Pilots should maintain TCAS selection in the RA mode.
7.3.4.2 The TCAS provides only vertical resolution of aircraft conflicts,
while the ATC breakout instruction provides both vertical and
horizontal guidance for conflict resolutions. Should a TCAS
Resolution Advisory (RA) be received, the pilot should
immediately respond to the RA. If following the RA requires
deviating from an ATC clearance, the pilot must advise ATC as
soon as practicable. While following the RA, compliance with the
turn portion of the ATC breakout instruction is mandatory unless
the pilot determines safety to be a prohibiting factor. Adhering to
these procedures will ensure that acceptable “breakout”
separation margins will always be provided, even in the face of a
normal procedural or system failure.
7.4 Parallel Visual Approaches
7.4.1 Dependent Visual Approaches
7.4.1.1 Dependent visual approaches to parallel runways may be
conducted in accordance with the procedures and requirements
for visual approaches detailed in section 2.11.8.
7.4.2 Independent Visual Approaches
7.4.2.1 Independent visual approaches may be conducted to parallel
runways with centrelines separated by at least 760M.
7.4.2.2 Aircraft may be processed via an ILS approach until visual, then
cleared for an independent visual approach. Notification will be
by the ATIS using the phrase “EXPECT ILS OR GLS
APPROACH THEN INDEPENDENT VISUAL APPROACH
WHEN VISUAL”. When visual, the pilot will be cleared for a
visual approach and will be required to comply with the pilot
responsibilities listed in section 7.4.3.
7.4.2.3 Abbreviated mutual traffic information, including relative position
(ahead, behind or adjacent), will be provided when aircraft are
within 1NM of each other.
7.4.2.4 A pilot should report “VISUAL” and/or “RUNWAY (number)
LEFT/RIGHT IN SIGHT” as soon as possible after first contact
with Approach/Director. If a pilot does not report the runway in
sight by a position 3NM from the centreline of the adjacent
parallel runway, the controller may, if necessary, vector the
aircraft away from the final approach for sequencing for a
dependent approach.
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ENR 1.1 - 62 24 MAY 2018 AIP Australia

7.4.2.5 The “VISUAL” report is the only report required when established
on the localiser.
7.4.2.6 The “RUNWAY (number) LEFT/RIGHT IN SIGHT” report
indicates that the pilot can maintain the runway in sight
throughout the approach. If visual contact is lost, the pilot must
advise ATC immediately.
7.4.3 Pilot Responsibilities
7.4.3.1 Pilots of aircraft conducting independent visual approaches are
responsible for:
a. flying accurate headings when being vectored to final;
b. ensuring that the runway centreline is not crossed during
intercept;
c. accurately tracking the extended runway centreline;
d. maintaining a visual lookout for aircraft approaching the
parallel runway;
e. in the event of an aircraft not complying with a., b., or c.
above, maintaining the necessary separation from aircraft on
the other approach;
f. advising ATC immediately when avoiding action is initiated or
visual contact with the runway is lost; and
g. meeting the obstacle clearance requirements for visual
approaches.
7.4.4 Change of Runway for Separation During Independent
Visual Approaches
7.4.4.1 To avoid a ‘go around’ and ensure the maintenance of
separation, a controller may offer an aircraft already established
on final a change of runway (right to left or left to right). An offer
of a change of runway shall include the new localiser frequency
and shall only be made when the aircraft is:
a. in visual conditions; and
b. outside 5NM from the aircraft’s intended threshold.

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AIP Australia 24 MAY 2018 ENR 1.1 - 63
7.5 Segregated Operations in IMC
7.5.1 Segregated parallel operations in instrument conditions may be
conducted on parallel runways with centrelines separated by
more than 760M provided the nominal departure track diverges
immediately after take-off by at least 30° from the missed
approach track of the adjacent approach.
7.5.2 The following types of approaches may be conducted in
segregated parallel operations:
a. ILS/GLS;
b. radar; or
c. visual.
7.6 Independent Departures
7.6.1 Independent departures can be conducted provided that:
a. ATC instructions permit the courses of the respective aircraft
to diverge by at least 15° immediately after take-off; and
b. the aircraft will be identified within 1NM of the upwind end of
the departure runway.
7.7 Simultaneous Opposite Direction Operations
7.7.1 Simultaneous Opposite Direction Parallel Runway Operations
(SODPROPS) may be conducted at selected locations.
7.7.2 Traffic information, which will include the runway and position of
the traffic and may include aircraft type, will be passed to arriving
and departing aircraft as follows:
a. Arriving aircraft will be advised of all departing aircraft that
can be expected to depart off the opposite direction parallel
runway and are likely to pass when within 10NM of
touchdown.
e.g. “TRAFFIC (aircraft type) DEPARTING ON OPPOSITE
DIRECTION PARALLEL RUNWAY, TURNING EAST”
b. Departing aircraft will be advised of all arriving aircraft that
can be expected on final for the opposite direction parallel
runway and are likely to pass when within 10NM of departure.
e.g. “TRAFFIC (aircraft type) EIGHT MILES FROM
TOUCHDOWN FOR OPPOSITE DIRECTION PARALLEL
RUNWAY”

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ENR 1.1 - 64 24 MAY 2018 AIP Australia

Note 1: The distance of 10NM may be reduced if the divergence

between tracks is greater than 15°.
Note 2: Pilots are not required to report traffic sighted.
8. LAND AND HOLD SHORT OPERATIONS (LAHSO)
8.1 Introduction
8.1.1 Notwithstanding the provisions of paras 2.13.6.2 and 2.13.6.3,
operations by an aircraft landing on one runway and another
aircraft either taking off or landing simultaneously on a crossing
runway may be permitted subject to the provisions of this
section.
8.2 Locations Where LAHSO are Used
8.2.1 LAHSO can be implemented at aerodromes controlled by ATC
that have suitable runway configurations, together with taxi
markings, signs, runway markings, and lights in accordance with
the standards in AD 1.1 paras 4.8.4, 4.12.1e, 4.13.1d and
5.10.9.
8.2.2 LAHSO aerodromes are indicated in ERSA Aerodrome and
Facilities section and/or Runway Distance Supplement (RDS)
section by the inclusion in the aerodrome information of a table
titled “LDA FOR LAHSO”.
8.3 A Dependent Procedures
8.3.1 LAHSO are to be considered dependent procedures, with
participating aircraft classified as either:
a. active - when an aircraft is issued a hold short requirement
and is alerted about traffic on a crossing runway; or
b. passive - when an aircraft has unrestricted use of the full
runway length and is alerted about traffic on a crossing
runway.
8.4 Participation
8.4.1 Active participation in LAHSO is available to pilots in each of the
following categories:
a. pilots of Australian registered aircraft of performance
categories A, B or C engaged in operations conducted under
a training and checking organisation authorised under CAR
217, subject to the operator providing Operations Manual
information and certifying participating pilots for LAHSO;

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AIP Australia 24 MAY 2018 ENR 1.1 - 65
b. pilots of Australian registered aircraft of performance
category A, B or C where the pilot has been assessed as
competent to conduct LAHSO by a person authorised to
conduct LAHSO training;
c. ATC will consider all Australian registered aircraft, operating
on a flight number callsign, to be approved active
participants, unless advised to ATS as not able to be an
active and/or passive participant;
d. pilots of Australian military aircraft in performance categories
A, B or C; and
e. pilots of foreign military aircraft in performance categories A,
B or C subject to a Letter of Agreement between the relevant
military authority and the ATS provider.
8.4.2 Passive participation in LAHSO is available to pilots in each of
the following categories:
a. pilots of Australian civil and military aircraft categories A, B
and C at pilot discretion;
b. pilots of other civil aircraft, including foreign operators, as
approved by CASA;
c. pilots of RAAF Hawk, FA18 and other Australian military
aircraft as by the relevant Operational Airworthiness
Authority;
d. pilots of foreign military aircraft approved by Defence,
operating at Defence aerodromes, subject to a Letter of
Agreement; and
e. pilots of foreign military aircraft subject to a Letter of
Agreement between the relevant military authority and the
civil ATS provider.
(The Letter of Agreement will exclude foreign military aircraft
of performance category D operating at civil aerodromes).
8.4.3 Notwithstanding the provisions of sub-paras 8.4.1a and 8.4.2a
above, pilots of foreign registered civil aircraft and of Australian
registered aircraft operating under foreign air carriers’ flight
number callsign are precluded from participation in either active
or passive mode regardless of performance category.

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8.4.4 A pilot must not accept a requirement to “HOLD SHORT” unless

he or she is qualified, has situation awareness, and has
determined that the LDA is adequate for the prevailing conditions
and the status of the aircraft.
8.4.5 Operators of aircraft in any category may elect not to allow their
pilots to participate in LAHSO. In these cases, ATS should be
advised in writing, specifying the company’s withdrawal from
active, passive, or both modes of participation.
Note: This notification should be made to Airservices Airline
Relations Branch and/or HQ44WG.
8.5 Conditions for LAHSO
8.5.1 LAHSO may be conducted subject to the following conditions:
a. The wind for either the active or passive runway, including
gusts, does not exceed:
(1) 20KT crosswind;
(2) 5KT tailwind on a dry runway
(3) no tailwind when the runway is not dry
b. A simultaneous take-off and landing is permitted by day only.
c. Simultaneous landings are permitted by day and night.
d. The ceiling is not less than the minimum vectoring altitude
(MVA) for the location where LAHSO are being conducted
and visibility is not less than 8KM.
e. Visibility may be reduced to 5,000M where ATC are assured
of sighting the aircraft prior to a loss of the surveillance
standard.
f. Advice to the departing aircraft may be given separately from
the take-off clearance.
g. Instructions are issued to prevent a landing aircraft from
crossing the Hold-Short Line when the intersecting runway is
being used by another aircraft.
h. The distance from the landing threshold to the Hold-Short
Line of the intersecting runway is adequate for the
performance category of the aircraft being held short.
i. ERSA Aerodromes and Facilities (FAC) and/or Runway
Distance Supplement (RDS) show “LDA for LAHSO”
information. Pilots must ensure that the aircraft can land
safely within the LDA for LAHSO.
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j. When the runway conditions are damp or wet, the braking
characteristics must be assessed as GOOD by the captain of
an aircraft in the same performance category prior to the
landing aircraft being instructed to hold short. ATC will
request pilot assessments of the braking characteristics
hourly where weather conditions are deteriorating or remain
unchanged.
k. The landing aircraft will not be instructed to hold short when
low level wind shear is reported.
l. For active participants ground based visual or electronic glide
slope guidance must be available and utilised.
m. After landing, the pilot must inform ATC immediately of any
difficulty in complying with the ATC requirement to hold short
of a crossing runway strip.
Note to l) above: This requirement does not apply to
performance category A and B non-jet aircraft of less than
5,700KG MTOW landing Runway 36 at Darwin.
8.6 Pilot Advise of LAHSO Approval
8.6.1 ATC will not intentionally issue, and a pilot must not accept, a
clearance for a hold-short landing unless the pilot is LAHSO
approved. Pilots who elect to participate actively in LAHSO must
obtain the ATIS broadcast as early as possible and if within
200NM of a destination where LAHSO is in progress,
immediately advise ATC “LAHSO APPROVED”.
e.g. “MELBOURNE CENTRE, (callsign) DESCENDING TO
FLIGHT LEVEL TWO FIVE ZERO, LAHSO APPROVED”.
8.6.2 Pilots of civil aircraft operating under a flight number callsign as
advised in flight notification, and pilots of Australian military
aircraft, may omit the words “LAHSO APPROVED”. Aircraft of
operators who have advised in writing an intention not to
participate will not be intentionally sequenced for LAHSO.
Where an aircraft or crew that would normally participate actively
or passively in LAHSO does not meet the criteria for
participation, this must be communicated to ATC at the earliest
opportunity.
8.6.3 Pilots of aircraft not operating under a flight number callsign who
will be entering controlled airspace within 120NM of destination
must advise ATC “LAHSO APPROVED”.

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8.6.4 When crews experience wind shear early advice to ATC is

essential to ensure timely information is passed to subsequent
aircraft.
8.7 ATIS Broadcast
8.7.1 Pilots will be alerted that LAHSO are in progress by a statement
on the ATIS;
e.g. “DARWIN TERMINAL INFORMATION BRAVO, RUNWAYS
29 AND 36, LAND AND HOLD SHORT OPERATIONS IN
PROGRESS, (wind, temperature, etc)”
8.7.2 Both the active and passive runways will be nominated on the
ATIS to aid in crew situational awareness.
Note: The acronym LAHSO may be used at ATC discretion.
8.8 Directed Traffic Information
8.8.1 ATC is required to issue directed traffic information to both
aircraft participating in LAHSO.
8.9 Read Back Requirements
8.9.1 In all cases, pilots must read back an ATC-issued requirement to
hold short.
8.10 Landing Distance Assessments
8.10.1 ATC will normally sequence an aircraft for a runway which
requires LAHSO only when the landing distance available for the
aircraft is likely to be adequate in accordance with aircraft
landing category criteria held by ATC.
8.10.2 ATC may sequence non-jet Category B aircraft below 5,700KG
MTOW for LAHSO using the landing distance available from
ERSA. ATC may sequence an aircraft for LAHSO regardless of
category of aircraft where the pilot in command has advised
“LAHSO APPROVED”. The pilot alone is responsible for
ensuring that the LDA is equal to, or better than, that required for
the prevailing circumstances.
8.10.3 Pilots should check the ERSA entry or ask ATC for landing
distance available, and assess their landing distance
requirements based on the landing weight and ambient weather
conditions. The pilot must ensure that the LDA for LAHSO value
for the runway meets or exceeds the relevant landing distance
required, as calculated in accordance with section 11 of CAO
20.7.1B.

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8.11 Go Around During LAHSO
8.11.1 It is important for pilots to plan for action in the event of a go
around. If a go around does occur, pilots must maintain safe
separation from other aircraft, as it may be impractical for ATC to
provide standard separation. Nevertheless, ATC will issue traffic
information and, if appropriate - based on the relative position of
aircraft, instructions for avoiding other aircraft.
8.11.2 When issued with avoiding action instructions, pilots should fly
the specified heading without delay.
8.11.3 Regardless of any avoiding action instructions, pilots should
always defer to any TCAS RA.
9. VERTICAL SEPARATION IN THE AUSTRALIAN FIR
9.1 Reduced Vertical Separation Minimum (RVSM)
9.1.1 Application of RVSM
9.1.1.1 Australia applies a 1,000FT reduced vertical separation
minimum between approved aircraft operating between FL290
and FL410 inclusive.
9.1.1.2 RVSM does not apply to formation flights and civil formation
flights will not be issued clearance to operate between FL290
and FL410 inclusive.
9.2 RVSM Operations
9.2.1 Aircraft transiting from adjacent FIRs into Australian FIRs
between FL290 and FL410 inclusive must plan from the
waypoint on the FIR boundary using the table of cruising levels
at ENR 1.7 Section 5.
9.2.2 Aircraft transiting from Australian FIRs between FL290 and
FL410 inclusive to adjacent FIRs must plan until the waypoint on
the FIR boundary using the table of cruising levels at ENR 1.7
Section 5.
9.2.3 Aircraft that will cross latitude 80°S between FL290 and FL410
inclusive must plan using the table of cruising levels at ENR 1.7
Section 5. for operations north of 80°S, and the table of cruising
levels at ENR 1.7 Section 6. for operations south of 80°S.
9.2.4 To have RVSM applied to their aircraft, operators must be
approved by the State of Registry or State of the Operator.

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9.2.5 Approved operators must ensure that height-keeping monitoring

is under taken at least every two years or within intervals of
1,000 flight hours per aircraft, whichever period is longer, in
accordance with the aircraft categories as presented in the
current version of the ICAO RVSM Minimum Monitoring
Requirements table. The table and further information on
monitoring can be obtained from the Australian Airspace
Monitoring Agency (AAMA) at
www.airservicesaustralia.com/organisations/aama/.
9.2.6 Pilots of aircraft that are not RVSM-approved may plan within the
RVSM flight level band (FL290 to FL410 inclusive). However,
clearance at RVSM levels is subject to disposition of traffic and
RVSM aircraft priority. The conventional vertical separation
minimum will be applied between aircraft that are not RVSM-
approved and all other aircraft.
9.2.7 Pilots of non RVSM-approved State aircraft will be afforded
equal priority with RVSM-approved aircraft. Pilots planning to
operate non-RVSM within the RVSM level band must flight plan
in accordance with ENR 1.10.
9.2.8 Pilots of aircraft that are not RVSM-approved must report
“NEGATIVE RVSM” in accordance with the requirements of
GEN 3.4 Sub-section 5.5 Item 2.q.
9.3 Operational Procedures Before Entering the RVSM Flight
Level Band - RVSM Approved Aircraft
9.3.1 On each flight before entering the RVSM flight level band, pilots
of RVSM-approved aircraft must check to ensure that all of the
following minimum mandatory equipment is operating normally:
a. two independent primary altimetry systems,
b. a Mode C-capable SSR transponder,
c. an altitude alert system, and
d. an autopilot with height lock.
9.3.2 If any item of the minimum mandatory equipment listed in para
9.3.1 is not operating normally, a pilot must notify ATC before
entering the RVSM flight level band using the phraseology
“NEGATIVE RVSM” (see GEN 3.4 Sub-section 5.5 Item 2.q.).

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AIP Australia 24 MAY 2018 ENR 1.1 - 71
9.4 Operational Procedures After Entering the RVSM Flight
Level Band – RVSM Approved Aircraft
9.4.1 During changes of level, an aircraft must not overshoot or
undershoot its Cleared Flight Level (CFL) by more than 150FT
(45M).
9.4.2 Failure of One Primary Altimetry System. If one of the primary
altimetry systems fails, but the remaining altimetry system is
functioning normally, the pilot must:
a. couple that system to the autopilot with height lock;
b. maintain increased vigilance of altitude-keeping; and
c. notify ATC of the failure using the phraseology, “FOR
INFORMATION, OPERATING ON ONE PRIMARY
ALTIMETER ONLY”.
9.4.3 Failure of All Primary Altimetry Systems. If all primary
altimetry systems fail, or are considered unreliable, the pilot
must:
a. maintain the flight level indicated on the standby altimeter (if
the aircraft is so equipped) at the time of failure or when
considered unreliable;
b. alert nearby aircraft by turning on all exterior lights and, if not
in VHF contact with ATC, by broadcasting advice of the
failure, position, flight level, and intentions on 121.5MHz;
c. notify ATC of the failure using the phraseology “NEGATIVE
RVSM” (see GEN 3.4 Sub-section 5.5 Item 2.q.) and the
intended course of action.
9.4.4 In Oceanic Class A Airspace. If unable to obtain ATC
clearance in a timely manner following a failure of all primary
altimetry systems in oceanic Class A airspace, the pilot must
proceed as follows:
a. If operationally feasible to do so, leave the assigned route or
track by turning at least 45° right or left, whenever this is
possible, taking account of adjacent routes and descend
below FL290.
b. If not operationally feasible to execute this contingency
procedure, continue to alert nearby aircraft and coordinate
with ATC.

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9.4.5 Divergence in Primary Altimetry Systems’ Indication. If the

primary altimeters diverge by more than 200FT, the pilot must
proceed as follows:
a. Attempt to determine the defective system through
established “trouble shooting” procedures and/or comparing
the primary altimeter displays to the standby altimeter (as
corrected by correction card, if required).
b. If the defective system can be determined, couple the
functioning altimetry system to the autopilot with height lock
and proceed as in para 9.4.2.
c. If the defective system cannot be determined, proceed as in
para 9.4.3.
9.4.6 Failure of the Mode C-capable SSR Transponder. If the mode
C-capable transponder fails, the pilot must notify ATC of the
failure using the phraseology “NEGATIVE RVSM” (see GEN 3.4
Sub-section 5.5 Item 2.q.).
9.4.7 Failure of the Altitude Alert System. If the altitude alert system
fails, the pilot must notify ATC of the failure using the
phraseology “NEGATIVE RVSM” (see GEN 3.4 Sub-section 5.5
Item 2.q).
9.4.8 Failure of the Autopilot with Height Lock. If the autopilot with
height lock fails, the pilot must initiate the following actions
sequentially:
a. Maintain CFL.
b. Evaluate the aircraft’s capability to maintain altitude through
manual control.
c. Assess the situation regarding possible conflicting traffic.
d. Alert nearby aircraft by turning on all exterior lights and, if not
in VHF contact with ATC, broadcast advice of failure, position,
flight level, and intentions on 121.5MHz.
e. Notify ATC of the failure using the phraseology “NEGATIVE
RVSM” (see GEN 3.4 Sub-section 5.5 Item 2.q.) and the
intended course of action.
9.4.9 In Oceanic Class A Airspace. Possible courses of action for
the pilot following a failure of the autopilot with height lock in
oceanic Class A airspace include the following:

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AIP Australia 24 MAY 2018 ENR 1.1 - 73
a. Provided that the aircraft can maintain CFL, continue at that
level.
b. If the aircraft cannot maintain CFL and is unable to obtain a
revised ATC clearance, leave the assigned route or track by
turning 90° right or left, whenever this is possible, taking
account of adjacent routes.
9.5 ATC Responsibilities
9.5.1 ATC will apply alternative separation to any aircraft that has
reported “NEGATIVE RVSM” in accordance with requirements
specified in this Section.
9.6 Weather and Wake Turbulence and System Alerts
9.6.1 The pilot of an aircraft operating within the RVSM flight level
band that encounters weather turbulence that affects aircraft
capability to maintain CFL, or wake turbulence, or experiences
distracting aircraft system alerts, must notify ATC and request a
revised clearance before deviating from track or CFL.
9.6.2 Oceanic Control Area (OCA) Only. If a revised clearance is not
possible or practicable, the pilot of an aircraft operating in OCA
may initiate the following temporary lateral offset procedure with
the intention of returning to the cleared route as soon as
possible:
a. If possible, establish contact with other aircraft on the VHF
inter-pilot air-to-air frequency 123.45MHz.
b. Initiate a lateral offset (one or both aircraft may initiate) not to
exceed 2NM from the cleared route or track, provided that:
(1) as soon as practicable, the pilot(s) of the offsetting
aircraft notify ATC that temporary lateral offset action
has been taken and the reason for doing so; and
(2) the pilot(s) of the offsetting aircraft notify ATC when the
aircraft is re-established on the assigned route(s) or
tracks(s).
9.7 Flight Level Deviation Reporting
9.7.1 For operations in the Australian FIR, flight crews must report all
flight level deviations of 300FT or more from the aircraft’s
assigned level, irrespective of the cause of the deviation.
9.7.2 In reporting, crews must provide the information in the format
detailed in para 9.7.4. Reports must be submitted as soon as
possible after the occurrence and in writing to:
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ENR 1.1 - 74 24 MAY 2018 AIP Australia

Australian Airspace Monitoring Agency (AAMA)

Safety & Assurance Group
Airservices Australia
GPO Box 367
CANBERRA ACT 2601
AUSTRALIA
Fax: +61 2 6268 5695
Email: [email protected]
9.7.3 Flight crew may send reports through the airline/operator using
its normal reporting procedures.
9.7.4 A report of altitude deviations of 300FT or more, including those
due to Traffic Alert and Collision Avoidance System (TCAS),
turbulence, and contingency events must use the following
format:
1. Reporting Agency:
2. Date and Time:
3. Location of Deviation: (Lat/Long) and indication of the area
(e.g. Australian South Pacific airspace/Australian Continental
airspace/Australian Indian Ocean airspace)
4. Aircraft Identification and Type:
5. Flight Level Assigned:
6. Observed/Reported (indicate one) Final Flight Level: and
indicate whether controller or pilot report
7. Duration at Flight Level:
8. Cause of Deviation:
9. Other Traffic:
10. Crew Comments: (if provided)
11. Remarks: (If the event necessitated contingency action,
indicate whether AIP contingency procedures were followed)
10. OPERATIONS IN CLASS G AIRSPACE
10.1 Communications
10.1.1 The pilot of an IFR aircraft operating from a non-controlled
aerodrome must attempt to contact ATS on VHF or HF when
taxiing. If the pilot is unable to establish contact, the flight may
proceed on a broadcast basis provided contact is established as
soon as possible after take-off, and

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a. in the case of an RPT, CHTR or AWK flight, the pilot is
assured of radio contact with his or her operator, or a
representative of his or her operator who has immediate
access to a serviceable telephone, until contact is made with
ATS, or
b. for flights other than RPT, a SARTIME for departure has been
established with a maximum of 30 minutes from EOBT.
Note: Pilots are reminded of their obligations to see and avoid
other aircraft (CAR 163A). Refer also to CAAP 166-2(1) - Pilots’
responsibility for collision avoidance in the vicinity of non-
controlled (non-controlled) aerodromes using ‘see-and-avoid’.
10.1.2 The pilot of an IFR flight departing from a non-controlled
aerodrome must report “IFR” when making first contact with
ATS.
10.1.3 A pilot of other than an IFR RPT flight may nominate a SARTIME
for departure either as part of the arrival report or when
submitting flight notification by the phrase “SARTIME FOR
DEPARTURE”. SAR alerting action will be initiated if a report is
not received by the nominated SARTIME for departure.
Note: VFR RPT must comply with CAO 82.3 para 7.3 or as
otherwise approved.
10.1.4 To achieve the greatest degree of safety CAR 166C requires
pilots of aircraft carrying a serviceable radio which they are
qualified to use, to make a broadcast whenever it is reasonably
necessary to do so to avoid a collision, or the risk of a collision
with another aircraft at a non-controlled aerodrome. In certain
circumstances carriage of radio and being qualified to use it are
mandatory - (Refer to para 6.1 and CAAP 166-01).
Note: Pilots are reminded of their obligations to see and avoid
other aircraft (CAR 163A). Refer also to CAAP 166-2(1) Pilots’
responsibility for collision avoidance in the vicinity of non-
controlled aerodromes using see-and-avoid’.
10.1.4.1 Only pilots of radio equipped aircraft, and who are qualified to
use the radio, may operate at, or in the vicinity of, an aerodrome
where radio carriage is required. Refer to para 6.1 and
CAAP 166-01.

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10.1.4.2 Pilots of aircraft transiting in the vicinity of a non-controlled

aerodrome should monitor the designated CTAF while within
10NM of the aerodrome. Pilots should respond to other traffic
broadcasts and advise their position and intentions so as to
avoid traffic conflict. Pilots should avoid flying over the
aerodrome at an altitude that could conflict with operations in the
vicinity of the aerodrome.
10.1.4.3 When a report from an IFR flight is made to ATS via HF, a
broadcast on the appropriate CTAF or area VHF is also required.
10.2 Circuit Information, Separation Minima and Height
10.2.1 Circuit Information
10.2.1.1 Pilots should fly a circuit commensurate with the aircraft type
they are operating. However the use of any circuit procedure
does not alter the responsibility of each pilot to see and avoid
other aircraft. Pilots operating in the circuit should manoeuvre to
follow traffic ahead of them in the circuit.
10.2.1.2 Left-hand circuits is the standard traffic circuit that must normally
be made. Right-hand circuit requirements are listed in ERSA.
10.2.1.3 Aircraft should not be operated in the circuit at an indicated
airspeed of more than 200KT.
10.2.1.4 During the initial climb-out the turn onto crosswind should be
made appropriate to the performance of the aircraft, but in any
case not less than 500FT (CAR 166A(2)(f)), so as to be at circuit
height when turning downwind.
10.2.1.5 Pilots may vary the size of the circuit depending on:
a. the performance of the aircraft,
b. safety reasons: or
c. in accordance with the Aircraft Flight Manual, Pilot’s
Operating Handbook, or company Standard Operating
Procedures.
10.2.1.6 Pilots are encouraged to turn on aircraft landing lights, anti-
collision lights and strobe lights, where fitted, when in the vicinity
of a non-controlled aerodrome, until the aircraft has landed.

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10.2.1.7 Transponders can be detected by aircraft equipped with ACAS
(TCAS), allowing them to ‘see’ other aircraft and take evasive
action. Pilots of transponder-equipped aircraft should at all times
ensure their transponder is switched to ON/ALT (Mode C),
including when operating in the vicinity of a non-controlled
aerodrome. In the event of a radio failure it is important that
pilots select 7600 on their transponder and continue squawking.
10.2.1.8 So as not to impede commercial aviation, pilots flying
recreational or sport aircraft for their own enjoyment, or pilots
flying GA aircraft for their own leisure, should consider giving
way to aircraft being used for “commerce” provided that the
inconvenience to their own operation is not great and it can be
done safely. Operators of commercial aircraft should never
expect a give way offer to be assumed or automatic. Any offer to
give way must be explicit and its acceptance acknowledged.
10.2.2 Separation Minima
10.2.2.1 An aircraft must not commence take-off until:
a. a preceding departing aircraft using the same runway has:
(1) crossed the upwind end of the runway; or
(2) commenced a turn; or
(3) if the runway is longer than 1,800M, become airborne
and is at least 1,800M ahead; or
(4) if both aircraft have a MTOW below 2,000KG, the
preceding aircraft is airborne and is at least 600M
ahead;
b. a preceding landing aircraft using the same runway, has
vacated it and is taxiing away from the runway; or
c. a preceding aircraft, using another runway, has crossed or
stopped short of the take-off aircraft’s runway.
10.2.2.2 At aerodromes where gliders operate to a common circuit
pattern from a parallel strip outside the runway strip, the above
separation minima shall apply to aircraft landing or taking off on
either runway as if they were a single runway, but aircraft taxiing
or stationary on the runway must not affect operations on the
other.
10.2.2.3 Where gliders and glider tugs operate to a contra-circuit,
simultaneous operations are permitted.

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10.2.3 Circuit Height

10.2.3.1 When operating at non controlled aerodromes, the following
circuit heights are recommended:
a. High performance - includes jets and many turbo-prop
aircraft, above approximately 150KT, 1,500FT AGL;
b. Medium performance - includes most piston engine aircraft,
between approximately 55KT and 150KT, 1,000FT AGL;
c. Low performance - ultralights and rotary wing with a
maximum speed of approximately 55KT, 500FT AGL (Refer to
diagram at 10.9.5.6).
10.2.3.2 Circuit heights for aerodromes which have specific requirements
are published in ERSA.
10.3 Taxiing
10.3.1 Pilots of IFR flights operating from non-controlled aerodromes
must report to ATC on taxiing. If unable to establish contact,
proceed in accordance with para 10.1.1.
10.3.2 Taxiing reports for IFR flights must include the following
information:
a. aircraft type;
b. POB (for IFR flights other than RPT);
c. IFR;
d. location;
e. destination or departure quadrant or intentions; and
f. runway to be used.
10.3.3 Following the taxi report, a pilot of an IFR flight must report to
ATC if changing to a CTAF when the ATS frequency will not, or
cannot, be monitored. This report must include the aerodrome
location and frequency.
10.3.4 Carriage of radio, and being qualified to use it, is required at
aerodromes depicted in ERSA as certified, registered or military.
Refer CAR 166E, AIP ENR 1.1, para 6.1 & CAAP 166-01.

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10.4 Departure Information
10.4.1 Pilots of departing aircraft should depart by extending one of the
standard circuit legs. An aircraft should not execute a turn
opposite to the circuit direction unless the aircraft is well outside
the circuit area and no traffic conflict exists. This will normally be
at least 3NM from the departure end of the runway. The distance
may be less for aircraft with high climb performance. The
distance should be based on pilots being aware of traffic and the
ability of the aircraft to climb above and clear of the circuit area.
Note: Pilots of departing aircraft should be aware of traffic
intending to join the circuit by the recommended overfly
procedure, as they can be 2,000FT or higher above aerodrome
elevation.
10.4.2 A pilot in command of an IFR flight must establish flight on the
departure track as soon as practicable after take-off and within
5NM of the aerodrome, except that, at aerodromes which have
published standard instrument departure procedures, an IFR
aircraft may depart in accordance with those procedures. When
established on the departure track, and clear of the circuit traffic,
the pilot in command must report departure to ATC unless
instructed otherwise.
10.4.3 This report must include the following information:

Non-surveillance Surveillance
Departure time Current position
Outbound track in degrees Present level
magnetic
Intended cruising level Intended cruising level
Estimate for the first en route Estimate for the first en route
reporting point reporting point

10.4.3.1 The departure time must be reported as follows:

a. current time minus an adjustment for the distance from the
aerodrome; or
b. when over or abeam the aerodrome
10.4.4 If the pilot transmits the departure report before intercepting the
departure track the report must include advice that the aircraft is
manoeuvring to intercept departure track.

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10.4.5 When circumstances dictate that flight notification details be

submitted in-flight, the above items must be combined with the
appropriate items of the flight notification, and prefixed with the
words “FLIGHT PLAN”.
10.5 Climb and Cruise Procedures
10.5.1 Pilots of radio-equipped VFR aircraft must listen out on the
appropriate VHF frequency and announce if in potential conflict.
Pilots intercepting broadcasts from aircraft in their vicinity which
are considered to be in potential conflict with their own aircraft
must acknowledge by transmitting own callsign and, as
appropriate, aircraft type, position, actual level and intentions.
10.5.1.1 The appropriate VHF frequency stated in para 10.5.1 is:
a. In the vicinity of an aerodrome depicted on aeronautical
charts, with a discrete frequency, the discrete CTAF shown
(including Broadcast Area CTAF), or otherwise;
b. In the vicinity of an aerodrome depicted on aeronautical
charts, with no discrete frequency shown, the MULTICOM
126.7; or
c. In all other cases, Area VHF.
10.5.2 The pilot in command of an IFR flight must notify the intention to
amend route, deviate from track or change level in sufficient time
for ATS to advise traffic. When a position estimate changes by
more than two (2) minutes, the pilot must advise ATS.
10.5.3 Pilots must give ATS notice of an impending position report by
use of the word “POSITION”;
e.g. “MELBOURNE CENTRE (callsign) POSITION”.
Pilots must wait for the ATS instruction before reporting position.
10.5.4 Pilots must report maintaining an assigned level.
10.5.5 After any en route frequency change, a pilot in command of an
IFR flight must advise present level. If the aircraft is not at its
planned cruising level, the pilot must also provide advice of the
level to which the aircraft is being climbed.
10.5.6 When operating in Class G airspace in proximity to a controlled
aerodrome, pilots should consider monitoring the TWR
frequency to enhance situational awareness of traffic entering
and leaving the CTR.

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10.5.7 A pilot of a flight intending to operate in the vicinity of a non-
controlled aerodrome at altitudes used by arriving and departing
aircraft should:
a. monitor the appropriate VHF, and broadcast by 10NM or
earlier from the aerodrome commensurate with aircraft
performance and pilot workload with an ETA (unless
otherwise specified in ERSA); and
b. where possible, avoid the circuit area and arrival and
departure tracks.
10.6 Position Reports
10.6.1 Except when identified, position reporting is mandatory when
operating under the IFR and must normally be made at the
positions or times notified on the flight notification (See ENR
1.10 para 3.6.4 for flight notification requirements).
10.6.2 The position report format is identified at GEN 3.4, APPENDIX 2.
10.6.3 When an aircraft is holding due weather, ATS will nominate
scheduled reporting times which will normally be at 15 minute
intervals.
10.6.4 IFR aircraft operating area-type flights and nominating schedules
reporting times may limit the report to level and the present
position or the sector of the survey area in which the aircraft is
currently operating.
10.7 Descent from Controlled Airspace
10.7.1 Before descending from controlled into Class G airspace and
before separation with any aircraft operating near the base of
controlled airspace can be compromised, the pilot in command
of an IFR flight must report position, level, intentions and
estimate for next position/destination to the ATS unit providing
services in Class G airspace. If the report is made using HF
radio, a broadcast must be made on the appropriate area VHF
frequency.
10.8 Arrival Information
10.8.1 When approaching a non-controlled aerodrome, pilots of all
radio equipped aircraft should broadcast inbound/transiting
10NM or earlier from the aerodrome, commensurate with aircraft
performance and pilot workload with an ETA for the aerodrome
(unless otherwise specified in ERSA).

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Note: At non-controlled aerodromes pilots should monitor and

make a broadcast whenever it is reasonably necessary to do so
to avoid a collision or risk of a collision with another aircraft on
the CTAF during all operations in the vicinity of the aerodrome
(CAR 166C).
10.8.2 A pilot of an IFR flight must report when changing to the CTAF
when the ATS frequency will not, or cannot be monitored. This
report must include the aerodrome location and frequency.
10.8.3 Pilots of IFR flights conducting local training, an instrument
approach, or a holding pattern, may extend their SARWATCH by
an “OPERATIONS NORMAL” call at scheduled times.
10.9 Landing Manoeuvres
10.9.1 Prior to entering the circuit at non-controlled aerodrome, aircraft
should avoid the flow of traffic until established in the circuit. The
‘standard aerodrome traffic circuit’ facilitates the orderly flow of
traffic and is normally a left circuit pattern with all turns to the left
(CAR 166A). Landings should be accomplished on the
operational runway most closely aligned to the wind.
Wind and landing direction indicators can be checked while at an
altitude of +500FT above the circuit height.
Note: If jet, turbo prop or high performance piston aircraft
operate at the aerodrome, 2,000FT AGL is a safer height to
remain clear of all circuit traffic.
10.9.2 An aircraft approaching a non-controlled aerodrome for a landing
should join the circuit in accordance with para 10.9.5 unless it is:
a. following an instrument approach procedure in IMC; or
b. conducting a visual circling procedure in IMC after completion
of an instrument approach procedure; or
c. conducting a straight-in approach in accordance with para
10.9.6.
10.9.3 The runway to be used for landing should be:
a. the most closely aligned into-wind runway; or
b. when operational reasons justify, any other available landing
direction provided the nominated circuit is executed without
conflict to landing or take-off traffic using the most into wind
runway; and
c. serviceable, and cleared of ground maintenance equipment
and personnel.

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10.9.4 Aircraft approaching a non-controlled aerodrome for landing
must make all turns to the left except:
a. where right hand circuits are specified for the aerodrome; or
b. when entering the upwind, crosswind or downwind leg; or
c. when following an instrument approach procedure in IMC; or
d. when conducting a visual circling procedure in IMC after
completion of an instrument approach procedure.
10.9.5 Circuit Entry
10.9.5.1 Where a pilot is unfamiliar with the aerodrome layout, or when its
serviceability, wind direction, wind speed, or circuit direction
cannot be ascertained without prior arrival, the overfly procedure
should be used. The pilot should overfly or circle the aircraft at
least 500FT above the circuit altitude, usually 2,000FT or more
above the aerodrome elevation. When the circuit direction has
been determined, the pilot should position the aircraft to a point
well clear (normally the non-active side of the circuit) before
descending to the circuit altitude that equates to the aircraft’s
performance. Pilots should not descend into the traffic circuit
from directly above the aerodrome. Refer CAAP 166-01.
10.9.5.2 For low performance ultralight aircraft and rotorcraft with a
maximum speed of approximately 55KT, it is recommended that
the aircraft overfly midfield at 500FT above aerodrome elevation.
This will minimise the risk of conflict with higher or faster traffic.
Note: Ultralight aircraft pilots who choose to use the overfly join
procedure above the circuit altitude should be aware:
a. Faster larger aircraft may not be able to see you easily.
b. Faster larger aircraft can create significant wake turbulence.
c. Faster larger aircraft will not be able to slow to the speeds of
an ultralight aircraft and follow.
d. Faster larger aircraft - prior to arriving in the circuit and when
below 10,000FT - can be at speeds up to 250KT. Therefore
although aircraft should be at 200KT maximum in the circuit,
an aircraft reporting at 20NM from the aerodrome could be in
the vicinity of the circuit within 5 minutes.

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10.9.5.3 For aircraft arriving and intending to join the circuit from
overhead, the aircraft should descend on the non-active side of
the circuit and be established at its circuit altitude as it crosses
the runway centreline on crosswind, at between midfield and the
departure end of the runway.
10.9.5.4 When arriving on the live side, the recommended method is to
arrive at the circuit altitude entering midfield at approximately 45
degrees to the downwind leg while giving way to the aircraft
already established in the circuit.
10.9.5.5 On downwind the applicable circuit altitude should be maintained
until commencement of the base leg turn. The base leg position
is normally when the aircraft is approximately 45 degrees from
the reciprocal of the final approach path, measured from the
runway threshold. Along the base leg continue to lookout and
maintain traffic separation.
10.9.5.6 When on the final leg, confirm the runway is clear for landing.
The turn onto final approach should be completed by a distance
and height that is common to the operations at the particular
aerodrome and commensurate with the speed flown in the circuit
for the aircraft type. In any case, the turn onto final should be
completed by not less than 500FT above aerodrome elevation.
This should allow sufficient time for pilots to ensure the runway is
clear for landing. It will also allow for the majority of aircraft to be
stabilised for the approach and landing.

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AIP Australia 24 MAY 2018 ENR 1.1 - 85

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ENR 1.1 - 86 24 MAY 2018 AIP Australia

10.9.6 Straight-in Approach

10.9.6.1 Straight-in approaches, whilst not prohibited, are not a
recommended standard procedure. CAR 166B does not
preclude pilots from conducting straight-in approaches provided
certain conditions are met. Pilots who choose to adopt a straight-
in approach should only do so when it does not disrupt or conflict
with the flow of circuit traffic. CAR 166B (2)(b) requires the pilot
when conducting a straight-in approach, to give way to any other
aircraft established and flying in the circuit pattern at the
aerodrome.
10.9.6.2 CAR 166B (2) requires pilots, before conducting a straight-in
approach, to determine the wind direction and speed and the
runway in use at the aerodrome.
10.9.6.3 There are several ways to determine the wind direction, speed
and runway in use:
a. AWS, AWIS, AAIS, CA/GRS or UNICOM,
b. Radio contact with a ground-based radio communication
service, company agent, approved observer (CAR120), or
aircraft operating at the aerodrome; or
c. Visual indications - if the information cannot be determined by
the above means.
10.9.6.4 When conducting a straight-in approach, the aircraft must be
established on final at not less than 3NM from the landing
runway’s threshold (CAR 166B (2)(c)).
10.9.6.5 A pilot should include the intention to conduct a straight-in
approach with the inbound broadcast. Further broadcasts of
intention on the CTAF by 3NM from the runway threshold should
be made.
10.9.6.6 Pilots of aircraft conducting a straight-in approach at a non-
controlled aerodrome should observe the following procedures:
a. The pilot in command should not commence a straight-in
approach to a runway when the reciprocal runway direction is
being used by aircraft already established in the circuit.
b. All manoeuvring to establish the aircraft on final approach
must be conducted outside a 3NM radius from the intended
landing runway threshold.

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AIP Australia 24 MAY 2018 ENR 1.1 - 87
Note: Within 3NM, pilots are expected to make only minor
corrections to line up accurately on final approach. This will
enable pilots conforming to the aerodrome traffic pattern to
optimise their visual scan for traffic along the final approach path.
c. The aircraft’s transponder should be squawking and its
external lights, where fitted, should be illuminated when on
final approach. They should remain on until the aircraft has
landed and is clear of all runways.
d. An aircraft established on base leg or final approach for any
runway has priority over an aircraft carrying out a straight-in
approach.
10.9.7 Joining on Base
10.9.7.1 Joining on base leg, whilst not prohibited, is not a recommended
standard procedure. CASA recommends pilots join the circuit on
either the crosswind or downwind leg. However, pilots who
choose to join on base leg should only do so if they:
a. have determined the wind direction and speed;
b. have determined the runway in use;
c. give way to other circuit traffic and ensure the aircraft can
safely (no traffic conflict likely) join the base leg applicable to
the circuit direction in use at the standard height; and
d. broadcast their intentions.

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ENR 1.1 - 88 24 MAY 2018 AIP Australia

Aerodrome traffic circuit

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AIP Australia 24 MAY 2018 ENR 1.1 - 89
10.9.8 Military Initial and Pitch Circuit Procedures
10.9.8.1 For Military fast jet and training aircraft the preferred method of
joining the circuit is via a procedure known as Initial and Pitch.
The aircraft (or formation) will track to the Initial Point, a point at
5NM downwind of the runway in use displaced to the dead side,
and track inbound at high speeds (see diagram below – not to
scale).
10.9.8.2 Traffic permitting, Initial and Pitch procedures may be conducted
at military, joint user, controlled and non controlled aerodromes.
At controlled aerodromes military pilots must comply with ATC
circuit entry instructions unless approved for an Initial and Pitch
entry.
10.9.8.3 When conducting this procedure, the height for fast jets is
normally 1,500FT AGL and 1,000FT AGL for other aircraft.
Aircraft on tactical missions can conduct the initial and pitch at
below normal altitudes; this is referred to as a low Initial and
Pitch.
10.9.8.4 At any stage once abeam the threshold of the runway in use,
and safe to do so, the aircraft turns (“Pitches”) to join downwind
and configures for landing.
10.9.8.5 Generally pilots conducting this manoeuvre will broadcast their
position at the Initial Point and on the base turn.
Military Initial and Pitch

1. First call on run-in to Initial Point 4. Second aircraft in formation

pitches out and positions Downwind
behind first aircraft.
2. Commence Initial 5. Subsequent aircraft in formation
pitch out and positions Downwind
behind second aircraft.

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3. First aircraft in formation pitches 6. First aircraft calls turning on Base

out and positions Downwind leg for the entire formation.
Clearances or instructions apply to
entire formation. Subsequent aircraft
in formation will make independent
base calls.
Note: Aircraft conducting a low pitch will be at the low pitch altitude by
position 3.
10.9.9 Transiting Flights
10.9.9.1 When transiting in the vicinity of a non-controlled aerodrome,
pilots should monitor the designated CTAF. Pilots should
respond to other traffic broadcasts and advise their position and
intention so as to avoid traffic conflict.
10.9.9.2 Pilots should avoid flying over the aerodrome at an altitude that
could conflict with operations in the vicinity of the aerodrome.
10.10 Separation Minima for Landing
10.10.1 An aircraft must not continue its approach to land beyond the
threshold of the runway until:
a. a preceding departing aircraft using the same runway is
airborne and:
(1) has commenced a turn; or
(2) is beyond the point on the runway at which the landing
aircraft could be expected to complete its landing roll
and there is sufficient distance to manoeuvre safely in
the event of a missed approach;
b. a preceding landing aircraft using the same runway has
vacated it and is taxiing away from the runway;
c. a preceding aircraft using another runway, has crossed or
stopped short of the landing aircraft’s runway.
10.10.2 At aerodromes where gliders operate to a common circuit
pattern from a parallel strip outside the runway strip, the above
separation minima shall apply to aircraft landing or taking off on
both runways as if they were a single runway, but aircraft taxiing
or stationary on one runway must not affect operations on the
other. Where gliders and glider tugs operate to a contra-circuit,
simultaneous operations are permitted.

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AIP Australia 24 MAY 2018 ENR 1.1 - 91
Note: Pilots are reminded of their obligations to see and avoid
other aircraft (CAR 163A).
10.11 The Traffic Mix and Other Hazards at Non-Controlled
Aerodromes
10.11.1 At non-controlled aerodromes, there may be regular public
transport and passenger charter, gliders, parachutists,
helicopters, gyroplanes, ultralights, balloons, general aviation
aircraft, and agricultural aircraft operations.
10.11.2 Pilots should consult CAAP 166-01: ‘Operations in the vicinity of
non-controlled aerodromes’, (in conjunction with the AIP) for
detailed operating procedures when operating in the vicinity of
non-controlled aerodromes.
10.11.3 In addition pilots should consult CAAP 166-2(1): ‘Pilots’
responsibility for collision avoidance in the vicinity of non-
controlled aerodromes using see and avoid’.
10.11.4 The CAAPs mentioned above provide guidance on a code of
conduct (good airmanship) which, when followed will provide
improved situational awareness and safety for all pilots when
flying at, or in the vicinity of, non-controlled aerodromes.
11. OPERATIONAL REQUIREMENTS - GENERAL
11.1 Taxiing After Landing
11.1.1 After landing, the runway strip should be vacated as soon as
practicable. Aircraft should not stop until clear of the runway
strip.
11.2 SARWATCH
11.2.1 Cancellation of SARWATCH other than SARTIME
11.2.1.1 Pilots wishing to cancel SARWATCH may do so by reporting to
ATS.
11.2.1.2 When cancelling SARWATCH, pilots must include:
a. the aircraft radio callsign;
b. place of arrival or point from which SARWATCH services are
no longer required;
c. the words “CANCEL SARWATCH”; and
d. when communicating with a unit other than that nominated,
the name of the ATS unit to which the report shall be relayed.

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11.2.1.3 SARWATCH may be cancelled in combination with a pilot report

of changing to the CTAF, or in the circuit area, or after landing.
11.2.1.4 When the pilot of an IFR flight elects not to report in the circuit
area to cancel SARWATCH and has not reported within 10
minutes of ETA, ATS will commence communications checks to
obtain a landing report or an extension of SARWATCH.
11.2.1.5 ATS will acknowledge “CANCEL SARWATCH” reports with a
read-back of the place of arrival, if appropriate, and the words
“SARWATCH TERMINATED”.
11.2.2 Cancellation of SARTIME
11.2.2.1 When operating on a SARTIME, the pilot must cancel SARTIME
by the time nominated and, during the contact with ATS, include
the words “CANCEL SARTIME”.
11.2.2.2 ATS will acknowledge “CANCEL SARTIME” reports with a
readback of the place of arrival, if appropriate, and the words
“SARTIME CANCELLED”.
11.2.2.3 The preferred method to cancel a SARTIME is via telephone to
CENSAR on 1800 814 931. When telephone facilities are not
available you may use ATS frequencies.
11.2.2.4 For SARTIME flights, pilots of single VHF radio-equipped aircraft
must cancel SARTIME before changing to the CTAF, or after
landing.
11.2.3 SARTIME for Departure
11.2.3.1 When submitting flight notification, a pilot may nominate a
SARTIME for departure for the initial departure aerodrome only.
For intermediate departure, it may be nominated by telephone
after landing, or as part of the arrival report associated with that
aerodrome. Only one SARTIME may be current at any time.
11.2.3.2 The nomination of a SARTIME for departure does not absolve
the pilot from complying with the requirements for the carriage of
serviceable radio equipment, nor from making the prescribed
reports.

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AIP Australia 24 MAY 2018 ENR 1.1 - 93
11.2.3.3 Pilots of other than IFR RPT flights, wishing to extend the SAR
watch for the period of landing and subsequent take-off, may
nominate a SARTIME for departure when arriving at an
aerodrome where radio or ground communication cannot
reasonably be assured. SAR alerting action will be initiated if a
taxiing or departure report is not received by the nominated
SARTIME.
11.2.3.4 An IFR departure report is not sufficient to cancel a SARTIME for
Departure. Pilots who have nominated a SARTIME for Departure
must use the phrase ‘CANCEL SARTIME’ with the departure
report.
11.3 Radio Telephony Requirements Outside Controlled
Airspace
11.3.1 The callsign of the station or service being called must be
included at the beginning of each exchange on VHF and HF.
Note: The requirement of para 10.1.4.3 applies when reporting
on HF.
11.3.2 All transmissions between aircraft or when broadcasting
intentions must be prefixed with the aircraft callsign.
11.3.3 When requesting operational information on FIS frequencies, the
pilot must use the service callsign “FLIGHTWATCH”.
11.3.4 Use of the collective “ALL STATIONS” must precede a general
information broadcast.
11.4 Holding
11.4.1 Holding must be in accordance with approved procedures. If
aircraft are required to hold at a point for which no procedure is
published, they must do so in a manner specified by ATC.
11.4.2 A request by a pilot in command to deviate from a prescribed
holding procedure may be approved.
11.5 Diversion to an Alternate Aerodrome
11.5.1 The pilot in command is responsible for taking appropriate
diversion action based on information received. The pilot must
provide the latest diversion time from the destination or from a
point en route and, if required, the time interval.

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11.6 Operating Requirements for Transponders

11.6.1 Pilots of aircraft fitted with a serviceable Mode 3A or Mode S
transponder must activate the transponder at all times during
flight, and if the Mode 3A transponder is Mode C capable, that
mode must also be operated continuously.
11.6.2 Aircraft equipped with a Mode S transponder having an aircraft
identification feature shall transmit the aircraft identification as
specified in Item 7 of the flight notification or, when no flight
notification has been filed, the aircraft registration.
11.6.3 For further information on the operation of transponders,
including normal and emergency codes, see ENR 1.6 Section 7.
11.7 Operating Requirements for ADS-B Transmitters
11.7.1 Pilots of aircraft fitted with a serviceable ADS-B transmitter which
has been confirmed suitable to receive ADS-B derived ATS
surveillance services in Australia should activate the transmitter
at all times during flight.
Note 1: Some ADS-B installations may share controls with the
SSR transponder, meaning that independent operation of the
two systems is not possible.
Note 2: If it is not possible to comply with a particular instruction
the pilot must advise ATC and request alternative instructions.
11.7.2 Aircraft equipped with ADS-B having an aircraft identification
feature shall transmit the aircraft identification as specified in the
flight notification or, when no flight notification has been filed, the
aircraft registration.
11.7.3 For further information on the operation of ADS-B transmitters,
including normal and emergency codes, see ENR 1.6 Section
6.5.
11.8 Alternate Aerodromes
11.8.1 General
11.8.1.1 A pilot in command must make provision for flight to an alternate
aerodrome, when required, in accordance with the following
paragraphs.
11.8.1.2 When a flight is required to provide for an alternate aerodrome,
any aerodrome may be so nominated for that flight provided:
a. it is suitable as a destination for that flight; and

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b. is not an aerodrome for which that flight would require to
provide for an alternate aerodrome.
11.8.1.3 When an aerodrome forecast is not available or is “provisional”,
the pilot in command must make provision for a suitable
alternate that has a firm forecast.
11.8.2 Weather Conditions
11.8.2.1 Except when operating an aircraft under the VFR by day within
50NM of the point of departure, the pilot in command must
provide for a suitable alternate aerodrome when arrival at the
destination will be during the currency of, or up to 30 minutes
prior to the forecast commencement of, the following weather
conditions:
a. cloud - more than SCT below the alternate minimum (see
paras 11.8.2.12 and 11.8.2.13); or
Note: In determining requirements for alternate aerodromes,
forecast amounts of cloud below the alternate minima are
cumulative. For determining requirements, the cumulative cloud
amount is interpreted as follows:
FEW plus FEW is equivalent to SCT,
FEW plus SCT is equivalent to BKN,
SCT plus SCT is equivalent to BKN or OVC.
b. visibility - less than the alternate minimum; or
c. visibility - greater than the alternate minimum, but the forecast
is endorsed with a percentage probability of fog, mist, dust or
any other phenomenon restricting visibility below the
alternate minimum; or
d. wind - a crosswind or tailwind component more than the
maximum for the aircraft.
Note: Wind gusts must be considered.
11.8.2.2 When operating a helicopter under the VFR, and the use of
helicopter VMC is permissible at the destination, the pilot in
command must provide for a suitable alternate aerodrome when
either of the following conditions is forecast at the destination:
a. cloud - more than SCT below a ceiling of 1,000FT; or
b. visibility - less than 3,000M.

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11.8.2.3 When weather conditions at the destination are forecast to be as

specified at para 11.8.2.1, but are expected to improve at a
specific time, provision for an alternate aerodrome need not be
made if sufficient fuel is carried to allow the aircraft to hold until
that specified time plus 30 minutes.
11.8.2.4 When weather conditions at the destination are forecast to be
above the values specified at para 11.8.2.1, but, additionally,
intermittent or temporary deteriorations in the weather below the
values are forecast, provision of an alternate need not be made if
sufficient additional fuel is carried to allow the aircraft to hold for:
a. 30 minutes for intermittent deterioration (INTER); and
b. 60 minutes for temporary deterioration (TEMPO).
11.8.2.5 When thunderstorms or their associated severe turbulence or
their probability is forecast at the destination, sufficient additional
fuel must be carried to permit the aircraft to proceed to a suitable
alternate or to hold for:
a. 30 minutes when the forecast is endorsed INTER; or
b. 60 minutes when the forecast is endorsed TEMPO.
11.8.2.6 When a forecast has multiple INTER or TEMPO deteriorations
and holding fuel will be carried, fuel must be carried to hold for
only the most limiting requirement. INTER and TEMPO holding
fuel requirements are not cumulative.
11.8.2.7 When TAFs include a FM or a BECMG, causing an operational
requirement to either become effective or be removed, the timing
for the change in operational requirement is as follows:
a. When the weather following the FM or BECMG is forecast to
create an operational requirement, that operational
requirement will become effective 30 minutes before the start
of the FM time, or 30 minutes before the start of the BECMG
period.
b. When the weather following the FM or BECMG is forecast to
remove an operational requirement, that operational
requirement will remain effective until 30 minutes after the FM
time or 30 minutes after the end of the BECMG period.

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AIP Australia 24 MAY 2018 ENR 1.1 - 97
11.8.2.8 The additional fuel required by paras 11.8.2.4 or 11.8.2.5 must
be carried when the ETA of the aircraft at its destination or
alternate falls within the period 30 minutes before the forecast
commencement time to 30 minutes after the expected time of
cessation of these deteriorations. If the holding time required by
paras 11.8.2.4 or 11.8.2.5 extends past 30 minutes after the
forecast cessation of these deteriorations, the aircraft need only
carry sufficient fuel to hold until 30 minutes after the forecast
cessation time.
11.8.2.9 Due to the continuous weather watch provided by TTF, the 30
minute buffers required by paras 11.8.2.7 and 11.8.2.8 do not
apply. Flights which will be completed within the time of validity
of the TTF may be planned wholly with reference to the
destination TTF.
11.8.2.10 TTF may have either one visibility or two visibilities included in
the report. Operational requirements will apply when:
a. the sole visibility is less than the alternate minimum, or
b. the higher visibility is less than the alternate minimum.
11.8.2.11 Flights which cannot use TTF will plan the flight on the current
TAF until such time as the destination ETA falls within the validity
period of a TTF.
11.8.2.12 For IFR flights, the alternate minima are as follows:
a. For aerodromes with an instrument approach procedure, the
alternate minima published on the chart (see ENR 1.5,
Section 6.).
b. For aerodromes with an instrument approach procedure
where an aerodrome forecast is unavailable or is
“provisional”, the pilot in command must make provision for a
suitable alternate.
c. For aerodromes without an instrument approach procedure,
the alternate minima is the lowest safe altitude for the final
route segment plus 500FT and a visibility of 8KM (also refer
ENR 1.10 Sub-section 1.4).
11.8.2.13 For flight by aeroplanes under the VFR (day or night) and
helicopters operating under the VFR at night, the alternate
minima are a ceiling of 1,500FT and a visibility of 8KM.

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11.8.2.14 For VFR helicopter operations by day, the alternate minima are
the same as for night unless the additional conditions specified
in ENR 1.2 para 2.5 are met. When these additional conditions
are met, the alternate minima requirements are as shown in para
11.8.2.2.
11.8.3 Radio Navigation Aids
11.8.3.1 A flight which is planned to be conducted under the IFR on the
last route segment to its destination must provide for a suitable
alternate aerodrome, unless:
a. for Regular Public Transport and Charter operations:
(1) the destination is served by a radio navigation aid for
which an instrument approach procedure has been
prescribed and the aircraft is fitted with two independent
and separate radio navigation systems, each of which is
capable of using the aid; or
(2) the destination is served by two radio navigation aids for
which independent and separate instrument approach
procedures have been prescribed and the aircraft is
fitted with independent and separate radio navigation
systems capable of using these aids;
b. for Aerial Work and Private operations:
the destination is served by a radio navigation aid for which
an instrument approach procedure has been prescribed and
the aircraft is fitted with the radio navigation system capable
of using the aid.
11.8.3.2 Notwithstanding the above, a flight may be planned under the
IFR by day to a destination aerodrome which is not served by a
radio navigation aid without the requirement to provide for a
suitable alternate aerodrome, provided that:
a. not more than SCT cloud is forecast below the final route
segment LSALT plus 500FT and forecast visibility at the
destination aerodrome is not less than 8KM; and
b. the aircraft can be navigated to the destination aerodrome in
accordance with para 4.1.
11.8.3.3 A flight permitted to operate under the VFR at night (see
ENR 1.2, Section 1.1) must provide an alternate aerodrome
within one (1) hour flight time of the destination unless:

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a. the destination is served by a radio navigation aid
(NDB/VOR) and the aircraft is fitted with the appropriate radio
navigation system capable of using the aid, or
b. the aircraft is fitted with a GNSS receiver, appropriate for an
aircraft operated at night under the VFR (as summarised in
GEN 1.5 Section 2.), and the pilot is appropriately qualified.
11.8.4 Runway Lighting
11.8.4.1 Portable Lighting. When a flight is planned to land at night at an
aerodrome where the runway lighting is portable, provision must
be made for flight to an alternate aerodrome unless
arrangements are made for a responsible person to be in
attendance during the period specified in para 11.9.3.1, to
ensure that the runway lights are available during that period.
11.8.4.2 Standby Power. When a flight is planned to land at night at an
aerodrome with electric runway lighting, whether pilot activated
or otherwise, but without standby power, provision must be
made for flight to an alternate aerodrome unless portable runway
lights are available and arrangements have been made for a
responsible person to be in attendance during the period
specified in para 11.9.3.1, to display the portable lights in the
event of a failure of the primary lighting.
11.8.4.3 PAL. When a flight is planned to land at night at an aerodrome
with PAL and standby power, provision must be made for a flight
to an alternate aerodrome equipped with runway lighting unless
a responsible person is in attendance to manually switch on the
aerodrome lighting.
11.8.4.4 Alternate Aerodromes - PAL. An aerodrome may be
nominated as an alternate aerodrome provided that, where an
aircraft is an RPT aircraft (excluding aircraft engaged in cargo-
only operations or an aircraft below 3,500KG MTOW), or is an
aircraft fitted with single VHF communication, the alternate
aerodrome must be one which is:
a. served by a lighting system which is not pilot activated; or
b. served by PAL and there is a responsible person in
attendance to manually switch on the aerodrome lighting.

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In the case of a non-RPT aircraft, RPT aircraft engaged in cargo-

only operations, and RPT aircraft below 3,500KG MTOW, where
the alternate aerodrome is served by PAL, there is no
requirement for a responsible person on the ground to be in
attendance, but the aircraft must be equipped with:
a. dual VHF; or
b. single VHF and HF communications and carries 30 minutes
holding fuel to allow for the alerting of ground staff in the
event of a failure of the aircraft’s VHF communication.
11.8.4.5 The alternate requirements of paras 11.8.4.1 to 11.8.4.4
inclusive need not be applied if the aircraft carries holding fuel for
first light plus 10 minutes at the destination.
11.8.4.6 An alternate aerodrome nominated in accordance with the
requirements in paras 11.8.4.2 and 11.8.4.3 need not have
standby power or standby portable runway lighting.
11.8.4.7 A responsible person under para 11.8.4.2 is one who has been
instructed in, and is competent to display, the standard runway
lighting with portable lights.
11.8.4.8 Partial Runway Lighting Failure. At a controlled aerodrome, in
the event of failure of one electrical circuit on a runway equipped
with interleaved circuitry lighting, pilots will be notified of a
doubled spacing of runway edge lights; i.e. from 60M to 120M
spacing. When such a failure occurs at night, pilots must apply
the following requirements to an approach to land:
a. In VMC:
No restriction.
b. In Less Than VMC:
The prevailing visibility must be equal to, or greater than,
the published minimum for the instrument approach
procedure being used for an aircraft’s arrival multiplied by
a factor of 1.5.
11.9 Suitability of Aerodromes
11.9.1 General
A pilot in command must plan the flight to comply with the
following conditions for the use of an aerodrome, including an
alternate aerodrome:

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a. an aircraft must not take off or land at a place not suitable for
the purpose under Regulation 92(1) and, if engaged on an
international flight, at a place not designated as an
international aerodrome or international alternate aerodrome;
b. unless otherwise approved an aircraft must not take off or
land at an aerodrome at night unless the following lighting is
operating:
(1) for a PVT, AWK or CHTR aircraft: runway edge lighting,
threshold lighting, illuminated wind direction indicator,
obstacle lighting (when specified in local procedures);
(2) for a RPT aircraft: the aerodrome lighting specified
in (1) above plus taxiway lighting and apron floodlighting,
all lighting to be electric;
Note: In the event that an illuminated wind direction indicator is
not available, aircraft may continue to operate if wind velocity
information can be obtained from an approved observer or an
Automatic Weather Station (AWS).
c. an aircraft must not take off or land at an aerodrome when the
surface or strength of the manoeuvring area is unsuitable for
operations of the aircraft type.
Note: For emergency landings 11.9.3.1 Note 2.
11.9.2 Runway Width
11.9.2.1 Regulation 235A of the Civil Aviation Regulations specifies, and
the Civil Aviation Advisory Publication 235A-1(0) provides
guidance material for, the minimum runway width required for
aeroplanes, type certified on or after 1 March 1978, with a
maximum certified take-off weight of more than 5,700KG for:
a. regular public transport operations; or
b. charter operations
11.9.2.2 For operations on narrow runways the pilot in command shall
conduct operations in accordance with:
a. the runway width limitations found in Aeroplane Flight Manual
(AFM); or
b. procedures and limitations found in the AFM narrow runway
supplement; and
c. procedures and limitations found in the narrow runway
section of the operator’s Operations Manual.

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Note: A “narrow runway” is a runway that is narrower than

determined in accordance with the Aerodrome Reference Code
(ARC) under Subsection 11.9.2.3.
11.9.2.3 For aeroplanes that do not have specific runway width
limitations, AFM supplements or Operations Manual provisions,
in accordance with 11.9.2.2a through c above, the pilot in
command shall determine the ARC in accordance with 11.9.2.4,
and the minimum runway width in accordance with para
11.9.2.5.
11.9.2.4 The ARC applicable to an aeroplane’s characteristics is
determined by:
a. An aeroplane’s reference field length: the shortest unfactored
Balanced Field Length required for take-off by the aeroplane,
at its maximum certified take-off weight:
(1) on a level and dry runway; and
(2) in still air; and
(3) at sea level, and
(4) in International Standard Atmospheric conditions.
Note: The maximum certified take-off weight is the maximum
take-off weight stated in the aeroplane’s type certificate, foreign
type certificate, supplemented type certificate or foreign
supplemental type certificate.
b. An aeroplane’s code number is the number set out in column
1 of Table 1 opposite column 2 of the Table that includes the
aeroplane’s reference field length.
c. To work out an aeroplane’s code letter:
(1) determine its wing span and outer main gear wheel span;
(2) then determine:
(i) which letter in column 3 of Table 1 is opposite the range
of wing spans in column 4 of the Table; and
(ii) which letter in column 3 of Table 1 is opposite the range
of outer main gear wheel spans in column 5 of the
Table.
d. If the same letter is determined under items (i) and (ii) of
subparagraph c (2) above, that letter is the aeroplane’s code
letter.

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AIP Australia 24 MAY 2018 ENR 1.1 - 103
e. If different letters result, the aeroplane’s code letter is the one
that occurs later in the alphabet, except for an aeroplane with
the wing span mentioned in Column 4 for code letter A, B, C
or D, and an outer main gear wheel span that is at least 9M
but less than 14M, the code letter is D.
Note: The ARC applicable to particular aeroplane reference field
length and physical characteristics is also available from the
aeroplane manufacturer or ICAO. The aeroplane manufacturer is
the recommended source of the ARC.
Table 1 - Aerodrome Reference Code
Column Column Column Column Column
1 2 3 4 5
Code Aeroplane Code Wing Span Outer Main
Number Reference Field Letter Gear Wheel
Length Span
1 Less than 800M A Less than Less than
15M 4.5M
2 At least 800M, but B At least 15M, At least 4.5M,
less than 1,200M but less than but less than
24M 6M
3 At least 1,200M, C At least 24M, At least 6M,
but less than but less than but less than
1,800M 36M 9M
4 At least 1,800M D At least 36M, At least 9M,
but less than but less than
52M 14M
E At least 52M, At least 9M,
but less than but less than
65M 14M
F At least 65M, At least 14M,
but less than but less than
80M 16M
11.9.2.5 Minimum runway width for an aeroplane is the runway width
specified in Table 2 at the intersection of:
a. the row in the Table that specifies the aeroplane’s code
number; and
b. the column in the Table that specifies its code letter.

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Table 2 - Minimum Runway Width Under Para 11.9.2.3

Code Letter
Code Number A B C D E F
1 18M 18M 23M - - -
2 23M 23M 30M - - -
3 30M 30M 30M 45M - -
4 - - 45M 45M 45M 60M
11.9.2.6 The performance of an aeroplane shall be predicted on the
runway surface that is used for take-off or landing. Operations on
unpaved surfaces such as gravel, grass or natural surfaces shall
be carried out in accordance with the unpaved performance
section of the AFM or AFM Supplement.
11.9.3 Aerodrome Lighting
11.9.3.1 When aerodrome lighting is required and PAL is not being used,
the pilot in command or operator must ensure that arrangements
have been made for the lighting to be operating during the
following periods:
a. departure: from at least 10 minutes before departure to at
least 30 minutes after take-off;
b. arrival: from at least 30 minutes before ETA to the time
landing and taxiing has been completed.
The above shall apply to runway, obstacle and taxiway lighting.
Note 1: An operator planning a flight by an aircraft with tyre
pressures and/or weight in excess of that permitted by AD1.1
Section 7. must ensure that a pavement concession is obtained.
Note 2: Emergency Landings. When safety is involved, the
nearest aerodrome which will permit a landing without danger to
the aircraft may be used, irrespective of the damage that may be
caused to the pavement.
Note 3: Mercy Flights. Decisions should be made in accordance
with the degree of urgency involved. Severe overloading of
pavements is acceptable if the safety of patients, crew and
aircraft is not thereby jeopardised.

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AIP Australia 24 MAY 2018 ENR 1.1 - 105
Note 4: Aerodrome lighting at an aerodrome where a control
tower is operating will be activated by ATC as necessary. Pilots
requiring aerodrome lighting outside the control tower’s
published hours should use PAL, if available, or make
appropriate arrangements with ATC. If ATC has already ceased
duty, requests should be directed to the local aerodrome
operator. Confirmation should be obtained that requests for
lighting will be satisfied.
Note 5: A pilot having made arrangements with ATS for night
lighting must notify any change in requirements.
Note 6: Aerodrome lighting at non-controlled aerodromes should
be arranged direct with the aerodrome operator, or by using PAL
facilities, if available.
Note 7: ERSA identifies locations where selected runway lighting
is routinely left switched on during hours of darkness.
11.10 Fuel Requirements
11.10.1 General
11.10.1.1 Guidance concerning fuel to be carried is contained in Civil
Aviation Advisory Publication (CAAP) 234-1, available from
CanPrint Communications, AIP Shop (see details GEN 0.3 para
2.) and online www.casa.gov.au/rules-and-regulations/standard-
page/civil-aviation-advisory-publications (CASA website).
11.10.2 Air Operator Certificate (AOC) Holders
11.10.2.1 Fuel requirements for aircraft operated under an AOC are as
approved in the company Operations Manual.
11.10.3 Holding Fuel
11.10.3.1 Weather holding fuel requirements are detailed at section 11.8.2.
11.10.3.2 Standing advisories for traffic holding delays for Sydney,
Brisbane, Melbourne and Perth aerodromes are promulgated in
ERSA and are necessary to facilitate tactical flow management.
Where delays are not expected to exceed these times no further
advisories will be issued.
11.10.3.3 When traffic delays for these locations are expected to exceed
these times, and in any case then significant traffic delays at
other aerodromes are anticipated, ATC will advise the holding
time by NOTAM.

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11.10.3.4 In addition to these requirements, flights to these aerodromes

that are required to operate in accordance with a ground delay
program and which depart non-compliant may be subject to
airborne delay. Refer ENR 1.9.
11.10.3.5 All traffic holding advisories are estimates only and are based on
the best information available. Actual holding may differ from the
estimate, including to allow for effective traffic management.
Operators should use their own judgement on fuel carriage
decisions. Notwithstanding any advisories issued, the pilot in
command of an aircraft arriving at a destination without sufficient
fuel for actual traffic holding will not be accorded a priority
approach unless the pilot declares an emergency.
11.10.4 In-Flight Fuel Management
11.10.4.1 The pilot in command shall continually ensure that the amount of
usable fuel remaining on board is not less than the fuel required
to proceed to an aerodrome where a safe landing can be made
with the planned fixed fuel reserve remaining upon landing.
11.10.4.2 The pilot in command shall request delay information from ATC
when unanticipated circumstances may result in landing at the
destination aerodrome with less than the fixed fuel reserve plus
any fuel required to proceed to an alternate aerodrome or the
fuel required to operate to an isolated aerodrome.
Note: There is no specific phraseology in this case as each
situation may be different.
11.10.5 Minimum Fuel
11.10.5.1 The pilot in command shall advise ATC of a minimum fuel state
by declaring MINIMUM FUEL when, having committed to land at
a specific aerodrome, the pilot calculates that any change to the
existing clearance to that aerodrome may result in landing with
less than planned fixed fuel reserve.
Note 1: The declaration of MINIMUM FUEL informs ATC that all
planned aerodrome options have been reduced to a specific
aerodrome of intended landing and any change to the existing
clearance may result in landing with less than planned fixed fuel
reserve. This is not an emergency situation but an indication that
an emergency situation is possible should any additional delay
occur.

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AIP Australia 24 MAY 2018 ENR 1.1 - 107
Note 2: Pilots should not expect any form of priority handling as a
result of a “MINIMUM FUEL” declaration. ATC will, however,
advise the flight crew of any additional expected delays as well
as coordinate when transferring control of the aeroplane to
ensure other ATC units are aware of the flight’s fuel state.
11.10.6 Emergency Fuel
11.10.6.1 The pilot in command shall declare a situation of fuel emergency
by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the
calculated usable fuel predicted to be available upon landing at
the nearest aerodrome where a safe landing can be made is less
than the planned fixed fuel reserve and as a result of this
predicted fuel state, the aircraft requires immediate assistance.
Note: MAYDAY FUEL declaration is a distress message. A
distress message is reported when the pilot in command has
assessed the aircraft is threatened with grave and imminent
danger and requires immediate assistance.
11.10.6.2 It is a requirement in any case where an aircraft lands with less
than its planned fixed fuel reserve that the pilot in command shall
consider the event an immediately reportable matter and file the
required report.
11.11 Information by Pilots
11.11.1 A pilot in command becoming aware of any irregularity of
operation of any navigational or communications facility or
service or other hazard to navigation must report the details as
soon as practicable. Reports must be made to the appropriate
ATS unit, except that defects, or hazards on a landing area must
be reported to the person or authority granting use of the area.
11.11.2 When a landing is made on a water-affected runway, the pilot is
requested to advise ATS of the extent of water on the runway
and the braking characteristics experienced.
11.11.3 The following terms should be used to describe water on a
runway:
DAMP – The surface shows a change of colour due to moisture.
WET – The surface is soaked but there is not standing water.
WATER PATCHES – Patches of standing water are visible.
FLOODED – Extensive standing water is visible.
11.11.4 The following terms should be used to describe braking
characteristics experienced:
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ENR 1.1 - 108 24 MAY 2018 AIP Australia

GOOD – Pilots should not expect to find the conditions as good

as when operating on a dry runway, but should not experience
any directional control or braking difficulties because of runway
conditions.
MEDIUM – Braking action may be such that the achievement of
a satisfactory landing or accelerate-stop performance, taking into
account the prevailing circumstances, depends on precise
handling techniques.
POOR – There may be a significant deterioration both in braking
performance and directional control.
11.11.5 During the bush fire danger period, pilots in command of aircraft
should notify the nearest ATS unit promptly of any evidence of
bush fires observed which they believe have not been reported
previously.
11.11.6 Australian Customs and Border Protection (Customs) is the
government civil surveillance organisation which coordinates
aerial patrols of border and off-shore areas to detect breaches of
Customs, Fisheries, Quarantine and Immigration legislation.
11.11.7 Pilots are invited to assist Customs by reporting activities which
appear to warrant recording or investigation. Reports should be
made to the in-contact ATS unit. Observations warranting a
report include:
a. observed marine pollution (including oil slicks);
b. shipping abnormalities;
c. other unusual activities within approximately 300NM of the
coastline;
d. suspicious activities of unidentified itinerant aircraft,
especially if there is a suggestion that they are travelling from
or to an overseas destination;
e. aircraft signalling the ground or dropping objects;
f. aircraft operating at night without navigation lights;
g. aircraft operating from non-aerodrome sites, or unexplained
or unusual activity at aerodromes or remote strips;
h. possible illegal fishing within the 200NM fishing zone;
i. possible smuggling of drugs or other prohibited goods;
j. possible illegal immigrants entering Australia;
k. unauthorised landings by sea or air;

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AIP Australia 24 MAY 2018 ENR 1.1 - 109
l. threats to the well being of the Great Barrier Reef or other
environmentally significant areas; and
m. unusual activities in remote areas.
11.11.7.1 Such reports should be elaborated on at debriefing.
11.11.8 Observed volcanic activity must be included in AIREP.
11.11.9 All air crews are to report immediately by radio to the appropriate
ATC facility, any incidents of unauthorised laser illumination.
Reports should include event position, altitude, colour of laser
beam(s), originating direction and position, and any other
relevant information deemed necessary for ATC and law
enforcement action.
11.11.10 Air crews flying in Class G airspace are also requested to
immediately broadcast a general laser illumination caution on
the appropriate CTAF. This general caution should include the
following elements:
Phrase “UNAUTHORISED LASER ILLUMINATION EVENT(s)
HAS/HAVE BEEN REPORTED” (general positional information
including location and altitude).
11.12 Flights Over Water
11.12.1 Aircraft engaged in PVT, AWK, or CHTR operations, and which
are normally prohibited by CAR 258 from over-water flights
because of their inability to reach land in the event of engine
failure, may fly over water subject to compliance with the
conditions in this section. These conditions are additional to the
requirements for flight over land.
11.12.2 In the case of passenger-carrying CHTR operations, the
distance from land areas suitable for an emergency landing must
not exceed 25NM. In the case of helicopters, a fixed platform or
a vessel suitable for an emergency landing, or for seaplanes an
area of water suitable for an emergency landing and located
adjacent to land may be considered acceptable for this
requirement.
11.12.3 There is no limitation for PVT, AWK or freight-only CHTR
operations.
11.12.4 Each occupant of the aircraft must wear a life jacket during the
flight over water unless exempted from doing so under the terms
of CAO 20.11.
11.12.5 A meteorological forecast must be obtained.

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11.12.6 SAR Alerting:

a. VFR flights may choose to operate on reporting schedules for
the over-water stages of a flight. Schedules may be arranged
before commencing the over-water stage and terminate on
completion of the crossing.
b. VFR aircraft not equipped with radio which will enable
continuous communication, or not radio equipped, must carry
a survival beacon as prescribed in CAO 20.11, for the over-
water stages of the flight.
11.12.7 Helicopters must be fitted with an approved flotation system
unless exempted under the terms of CAO 20.11.
11.13 Procedures for Ground Operations of Turbo-Jet Aircraft
11.13.1 Whenever an engine, other than the APU, of a turbo-jet aircraft is
operating on the ground, the aircraft’s anti-collision light(s) must
be displayed, thereby indicating to pilots of other aircraft to
exercise caution. Military turbo-jet aircraft should always be
treated with caution as their anti-collision light may not be
displayed even though an engine is running.
11.14 Clearances - Pilot Responsibility
11.14.1 A clearance issued by an ATS unit is only an authorisation for
the pilot in command to proceed in accordance with the terms of
the clearance. The clearance is not an authorisation for a pilot to
deviate from any regulation, order, operating standard or
procedure, or minimum altitude, nor to conduct unsafe
operations in his/her aircraft. Further, the issuance and
acceptance of a clearance in no way abrogates or transfers to an
ATS unit the responsibilities of the pilot in command.
11.15 Special Requirements
11.15.1 Mercy Flights
11.15.1.1 When an urgent medical, flood or fire relief or evacuation flight is
proposed in order to relieve a person from grave and imminent
danger and failure to do so is likely to result in loss of life or
serious or permanent disability and the flight will involve irregular
operation, a Mercy flight must be declared.
11.15.1.2 A Mercy flight must only be declared by the pilot in command
and the factors/risks that the pilot in command must consider in
the declaration, commencement and continuation of the flight
are detailed in para 11.15.1.5.

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11.15.1.3 A flight must not be declared a Mercy flight when:
a. it can comply with the applicable regulations and orders; or
b. operational concessions to permit the anticipated irregular
operations can be obtained.
In these cases, the flight should be notified as Search and
Rescue (SAR), Medical (MEDEVAC or HOSP), Flood or Fire
Relief (FFR). Special consideration or priority will be granted by
ATC if necessary.
11.15.1.4 A Mercy flight must not be undertaken when:
a. alternative means of achieving the same relief are available;
or
b. the crew and other occupants of the aircraft involved will be
exposed to undue hazard; or
c. relief or rescue can be delayed until a more suitable aircraft or
more favorable operating conditions are available.
11.15.1.5 In assessing the justification of risks involved in a Mercy flight,
the pilot must consider the following:
a. the availability of alternative transport or alternative medical
aid;
b. the weather conditions en route and at the landing place(s);
c. the distance from which it should be possible to see the
landing place(s);
d. the air distance and the type of terrain involved;
e. the navigation facilities usable and the reliability of those
facilities (such facilities may include landmarks, etc);
f. the availability of suitable alternate aerodrome(s);
g. the availability and reliability of communications facilities;
h. the asymmetric performance of the aircraft;
i. whether the pilot’s experience reasonably meets the
requirements of the mercy flight;
j. the effect on the person requiring assistance if the flight is
delayed until improved operating conditions exist;
k. whether the flight is to be made to the nearest or most
suitable hospital; and
l. the competence of the authority requesting the Mercy flight.

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11.15.1.6 The pilot in command of a Mercy flight must:

a. give flight notification as required for a charter flight and
identify the flight by the term “MERCY FLIGHT”. This
notification must include the reason for the Mercy flight and
reference to any rule or regulation which will not be complied
with;
b. specify reporting points or times when contact will be made;
c. specify the special procedures intended or special assistance
required of the ground organisation; and
d. limit the operating crew and other persons carried in the
aircraft to the minimum number required to conduct the flight.
11.15.1.7 If the Mercy flight applies only to a portion of the flight this must
be stated in the flight notification. If a normal flight develops into
a Mercy flight, the pilot in command must take appropriate
action.
11.15.2 Special Standby of Fire Services
11.15.2.1 A pilot conducting training in take-offs and landings with a multi
engined aircraft may request the airport RFFS to stand by on the
field. The request must be made through ATS or direct to the
responsible Fire Officer.
11.15.3 Circuit Training Operations at Night
11.15.3.1 Aeroplanes engaged in training operations at night in the circuit
area must not, when below 1,500FT AGL, carry out any
manoeuvres which involve:
a. the simulation of failure of an engine; or
b. flight in a simulated one-engine-inoperative condition; or
c. the intentional shut-down of a serviceable engine.
11.15.4 Ab Initio Flying Training at an Aerodrome
11.15.4.1 Subject to the CARs and to any conditions specified in ERSA in
respect of a particular aerodrome, ab initio flying training may be
conducted at an aerodrome provided that:
a. the TODA and LDA are not less than 120% of the distance
required by the aeroplane’s flight manual or performance
chart;

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b. there are obstacle-clear approach and take-off slopes of no
more than 3.33% established to a minimum distance of
1,600M; and
c. in the case of aeroplanes for which there is no flight manual
or performance chart, the TODA and LDA must not be less
than 120% of the distance specified in the aeroplane’s
certificate of airworthiness.
11.15.5 Fuel Dumping in Flight
11.15.5.1 CAR 150(2)(d) regulates the dropping of anything, including fuel,
from an aircraft in flight. Additionally, Air Navigation (Fuel
Spillage) Regulations prescribe penalties for the unauthorised
release of fuel from an aircraft other than in an emergency.
11.15.5.2 When fuel dumping is required, the pilot in command should
request authority from ATC before commencing a fuel dump,
and must:
a. notify ATC immediately after an emergency fuel dump;
b. take reasonable precautions to ensure the safety of persons
or property in the air and on the ground; and
c. where possible, conduct a controlled dump in clear air above
6,000FT and in an area nominated by ATC.
11.15.6 Areas Having Limitations on Access
11.15.6.1 Although not involving a potential hazard to aircraft, operations
over certain areas have limitations placed on them for
environmental reasons. Refer to ERSA GEN for details.
11.15.7 Aerial Photography and Survey Operations
11.15.7.1 Pilots and operators intending to conduct aerial photography or
survey operations in controlled airspace should liaise with the
ATC unit responsible for the area(s) concerned prior to
submitting flight plans. ATC clearance limitations and restrictions
on times, tracks and/or levels, which could inhibit the proposed
operation(s), may apply in the desired airspace. Preflight
approval will enable pilots to plan tasks accordingly, thus
minimising disruption to programs.
11.15.8 Aerial Photography of Military Installations
11.15.8.1 Pilots or operators intending to photograph military installations
or areas which include military installations must contact the
appropriate military authority as such photography may require
prior approval or not be permissible.
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11.15.9 Police Operations

11.15.9.1 An aircraft operated by police authorities which requires priority
in situations where life is threatened must use the callsign
“POLAIR RED” or “FEDPOL RED”. Police must call “POLAIR/
FEDPOL RED PRIORITY” on first contact.
11.15.10 Military Authority Assumes Responsibility for Separation of
Aircraft (MARSA)
11.15.10.1 MARSA is a procedure which authorises pilots of military aircraft
to assume responsibility for separation between their aircraft and
other nominated military aircraft, or military contract civil aircraft,
in controlled airspace. MARSA can only be used between
participating aircraft using the same flight level or altitude, or
manoeuvring within the same block of airspace.
11.15.10.2 Operators of foreign military aircraft wishing to participate in
MARSA must refer to RAAF AIP - Flight Information Handbook
Australia (FIHA) for details of the procedure.
11.15.11 “Due Regard” Operations
11.15.11.1 Certain operations by State aircraft (usually military), referred to
as “Due Regard” operations, cannot be conducted in compliance
with normal air traffic rules and procedures. Where these
operations are necessary, Article 3 of the Chicago Convention
(1944) requires contracting States to “have due regard for the
safety of navigation of civil aircraft”. Safety mitigators may
include operations in VMC and/or use of surface and airborne
radar.
11.15.12 Security Awareness
11.15.12.1 All members of the aviation industry, including general aviation,
charter, crop duster, helicopter and local airport operators should
be particularly vigilant with regard to any suspicious activity
relating to the use, training in, or acquisition of dangerous
chemicals, including threats, unusual purchases, and/or unusual
contacts with the public.
11.15.12.2 Any suspicious circumstances or unusual behaviour should be
immediately reported to the police and the relevant aircraft,
airline, or airport operator.

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11.15.13 Fire Operations
An aircraft operated by fire authorities which requires priority
should notify the flight as Fire or Flood Relief (FFR) and use the
appropriate special task callsign as per GEN 3.4 para 4.24.
11.16 Helicopter Operations - At Aerodromes and Helicopter
Access Corridors and Lanes
11.16.1 General
11.16.1.1 The procedures in this section apply to all helicopters operating
in the vicinity of aerodromes and in helicopter access corridors
and lanes, in accordance with the provisions of CAR’s 92, 157,
163 and 166.
11.16.2 Taxiing
11.16.2.1 For all helicopters, maximum use of the “air transit” procedure
should be made to expedite traffic movement and flow about an
aerodrome.
11.16.2.2 All helicopters may use “air taxiing” procedures as required.
However, wheeled helicopters, where practicable, are
encouraged to “ground taxi” on prepared surfaces to minimise
rotor wash and its effects.
11.16.2.3 At night a helicopter should not taxi via routes which do not meet
the physical dimensions and lighting requirements specified in
CAAP 92-2(1).
11.16.3 Take-off/Departure
11.16.3.1 At locations within controlled airspace, helicopters may be
granted a take-off clearance or instructed to report airborne, as
appropriate, from any area nominated by ATC or the pilot, and
assessed by the pilot as being suitable as a HLS.
11.16.3.2 Helicopters taking off/departing must proceed in accordance with
ATC instructions.
11.16.3.3 Subject to clearance, a turn after take-off may be commenced
when the pilot considers that the helicopter is at a safe height to
do so.
11.16.3.4 Unless requested by the pilot, a take-off clearance will not be
issued for a helicopter if the tailwind component exceeds 5KT.

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11.16.3.5 Prescribed exit “gates” and associated standard routes and/or

altitudes may be provided to facilitate the flow of helicopter
traffic. Procedures for their use will be promulgated in ERSA.
Use of these “gates” is not mandatory. Helicopters may, subject
to an ATC clearance, revert to the standard traffic procedures
applicable to aeroplanes. This option may be more appropriate
when operating larger helicopters.
11.16.3.6 At night a helicopter should not take-off from other than a site
which conforms with the requirements specified in CAAP 92-
2(0). Any illuminated runway or illuminated taxiway of
dimensions commensurate with the size of the helicopter landing
site applicable to the helicopter, in accordance with CAAP 92-
2(1), is considered to meet the requirements of CAAP 92-2(1).
11.16.3.7 At a non-controlled aerodrome a pilot may take-off from any area
which is assessed as being suitable as a HLS.
11.16.3.8 When the pilot elects to conduct the take-off from outside the
flight strip of the runway in use by aeroplanes, the helicopter
take-off path must be outside that flight strip.
11.16.3.9 Before take-off, the helicopter is to be positioned to the
appropriate side of the runway in use so that the turn after take-
off does not cross the extended centre line of that runway. The
pre-take-off positioning of the helicopter will be by air transit or
by taxiing as appropriate.
11.16.3.10 The turn after take-off onto the desired departure track may be
commenced when the pilot considers that the helicopter is at a
safe height to do so. If the resultant departure track conflicts with
the aeroplane traffic pattern, the helicopter should remain at
500FT above the surface until clear of that circuit pattern. Where
this procedure is not practicable on environmental grounds, the
helicopter is to adopt the standard departure procedure
applicable to aeroplanes.
11.16.3.11 Pilots of radio equipped helicopters must broadcast intentions on
the appropriate frequency before take-off.
11.16.4 Helicopter Access Corridors and Lanes
11.16.4.1 The following procedures for operations within promulgated
helicopter access corridors and lanes apply:
a. maximum IAS of 120KT;

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b. helicopters must operate under VFR, usually not below
500FT above the surface by day, subject to flight over
populous area restrictions and the limitations published in
ERSA for authorised corridors by night;
c. “see and avoid” procedures must be used;
d. formation flights are restricted to line astern with the lead
aircraft responsible for maintaining separation from other
traffic in accordance with sub-para c.;
e. a traffic advisory service is available in access corridors;
f. an ATS Surveillance System advisory service may be given
at designated aerodromes;
g. a continuous listening watch on the appropriate ATS
frequency in access corridors or broadcast frequency in lanes
is mandatory;
h. two way operations are conducted with all traffic keeping to
the right of the central geographical/topographical feature(s)
as detailed in ERSA;
i. the pilot in command has the responsibility to ensure that
operations are confined within the boundaries of the corridor
or lane;
j. the limits of corridors and lanes must be adhered to, with any
transitional altitude requirements maintained within an
accuracy of ±100FT;
k. a helicopter not confining its operations to an access corridor
will require ATC clearance and, while outside the corridor, will
be subject to separation standards as applied by ATC.
Note: Subject to environmental noise considerations, the
imposition of limitations on those types of helicopters which
exceed the noise limits specified in ICAO Annex 16 Vol 1 may be
necessary.
11.16.5 Arrivals
11.16.5.1 At a controlled aerodrome, prescribed entry “gates” and
associated standard routes and/or altitudes may be provided to
facilitate the flow of helicopter traffic. Procedures for their use will
be promulgated in ERSA.

95
ENR 1.1 - 118 24 MAY 2018 AIP Australia

Use of these “gates” is not mandatory. Subject to the receipt of

an ATC clearance, helicopters may, if required, conform to the
standard traffic procedures applicable to aeroplanes. This option
may be more appropriate when operating larger helicopters.
11.16.5.2 At locations within controlled airspace, helicopters may be
granted a landing clearance or be instructed to report on the
ground, as appropriate, at any area nominated by ATC or the
pilot, and assessed by the pilot as being suitable as a HLS.
11.16.5.3 Unless requested by the pilot, a landing clearance will not be
issued for a helicopter if the tailwind component exceeds 5KT.
11.16.5.4 At night a helicopter should not land at a site other than one
which conforms with the requirements specified in the latest
issue of CAAP 92-2. Any illuminated runway or illuminated
taxiway of dimensions commensurate with the size of the
helicopter landing site applicable to the helicopter, in accordance
with CAAP 92-2, is considered to meet the requirements of
CAAP 92-2.
11.16.5.5 At a non-controlled aerodrome in VMC by day applicable to the
aircraft category, helicopters need not join the circuit via
standard aeroplane entry procedures, at the pilots discretion.
As an alternative, under such conditions, helicopters may join
the circuit area at 500FT above the surface from any direction
subject to the normal restrictions of flight over populous areas.
Helicopters must avoid other circuit traffic and descend to land at
any location assessed by the pilot as being suitable for use as a
HLS, provided:
a. the intended landing point is located outside the flight strip of
the runway in use;
b. the final approach is clear of the extended centreline of the
runway in use;
c. post-landing positioning of the helicopter is by air transit or by
taxiing as appropriate.
11.16.5.6 Pilots of radio equipped helicopters must broadcast intentions on
the appropriate frequency as specified in Section 11.3.
11.16.6 Circuit Procedures
11.16.6.1 At controlled aerodromes any specific operating procedures
applicable to the helicopter traffic pattern will be detailed in
ERSA. The following generally applies:

95
AIP Australia 24 MAY 2018 ENR 1.1 - 119
a. where possible, helicopter circuit traffic will be separated from
the aeroplane traffic pattern by the use of contra-direction
circuits, outside of and parallel to the flight strip of the runway
in use, and at a lower altitude than other traffic, but not below
500FT above the aerodrome elevation; or
b. when separate circuit patterns are not practicable, helicopters
may utilise the same traffic pattern direction as other traffic,
and will normally operate inside and at a lower altitude than
that traffic, but not below 500FT above the aerodrome
elevation.
11.16.6.2 At non-controlled aerodromes the following circuit operating
procedures apply:
a. helicopters may be operated on contra-direction circuits and
parallel to the aeroplane traffic pattern at a lower altitude than
that traffic, but not below 500FT above the aerodrome
elevation. The landing site associated with the helicopter
circuit is to be positioned outside the flight strip of the runway
in use so that helicopter circuit traffic does not cross the
extended centre line of that runway;
b. if the procedure outlined in sub-para 11.16.6.2a. is not
practicable, the helicopter circuit patterns should be flown
inside and parallel to the aeroplane traffic and at lower
altitudes, but not below 500FT above the aerodrome
elevation. The landing site associated with the helicopter
circuit must be positioned outside the flight strip of the runway
in use so that helicopter circuit traffic does not cross the
extended centre line of that runway; or
c. the helicopter must follow the standard aeroplane traffic
pattern and, in this case, may use the flight strip area of the
runway in use;
d. the pilots of radio equipped helicopters must broadcast their
intentions and listen out for other traffic on the appropriate
frequency.

95
ENR 1.1 - 120 24 MAY 2018 AIP Australia

INTENTIONALLY BLANK

95
AIP Australia 09 NOV 2017 ENR 1.2 - 1

ENR 1.2 VISUAL FLIGHT RULES

1. FLIGHT RULES
1.1 The Visual Flight Rules (VFR)
1.1.1 VFR flight may only be conducted:
a. in VMC;
b. provided that, when operating at or below 2,000FT above
the ground or water, the pilot is able to navigate by visual
reference to the ground or water;
c. at sub-sonic speeds; and
d. in accordance with the airspace speed limitations specified
in ENR 1.4.
1.1.2 Unless the pilot in command is authorised under CASR Part 61
to conduct a flight under IFR or at night under VFR and the
aircraft is appropriately equipped for flight at night or under the
IFR, a VFR flight must not:
a. be conducted at night; and
b. depart from an aerodrome unless the ETA for the destination
(or alternate) is at least 10 minutes before last light allowing
for any required holding.
1.2 Special VFR
1.2.1 By day, when VMC do not exist, the ATC unit responsible for a
CTR may issue, at pilot request, a Special VFR clearance for
flight in the CTR, or in a CTA next to the CTR for the purpose of
entering or leaving the CTR, provided the Special VFR flight will
not unduly delay an IFR flight.
1.2.2 When operating under a Special VFR clearance, pilots are
responsible for ensuring that:
a. the flight is conducted clear of cloud;
b. the visibility is not less than:
(1) for aeroplanes, 1,600M;
(2) for helicopters, 800M; or
(3) for balloons, 100M below 500FT AGL and 3,000M at
and above 500FT AGL;

93
ENR 1.2 - 2 09 NOV 2017 AIP Australia

c. a helicopter is operated at such a speed that the pilot has

adequate opportunity to observe any obstructions or other
traffic in sufficient time to avoid a collision; and
d. the flight is conducted in accordance with the requirements
of CAR 157 with regard to low flying.
1.2.3 Special VFR is not permitted in Class E airspace.
2. VISUAL METEOROLOGICAL CONDITIONS (VMC) -
TAKE-OFF, EN ROUTE AND LANDING
2.1 Controlled Airspace - Class A
IFR flights only are permitted.
2.2 Controlled Airspace - Class C

Type of Height Flight Distance from Additional

Aircraft VIS Cloud Conditions
Horizontal/
Vertical
Aeroplanes At or 8KM 1,500M horizontal
helicopters above 1,000FT vertical
and 10,000FT
balloons AMSL
Below 5,000M 1,500M horizontal ATC may permit
10,000FT 1,000FT vertical operations in
AMSL weather
conditions
that do not meet
this criteria
(Special VFR).

93
AIP Australia 10 NOV 2016 ENR 1.2 - 3

2.3 Controlled Airspace - Class D

Type of Height Flight Distance from Additional
Aircraft VIS Cloud Conditions
Horizontal/
Vertical
Aero- Within 5,000M 600M horizontal ATC may permit
planes Class D 1,000FT vertically operations in
helicop- above cloud weather
ters or conditions that do
and 500FT vertically not meet these cri-
balloons below cloud teria (Special
VFR).

2.4 Controlled Airspace - Class E

Type of Height Flight Distance from Additional
Aircraft VIS Cloud Conditions
Horizontal/
Vertical
Aero- At or 8KM 1,500M horizontal
planes above 1,000FT vertical
helicop- 10,000
ters FT
and AMSL
balloons
Below 5,000M 1,500M horizontal
10,000 1,000FT vertical
FT
AMSL

89
 2.5 Non-Controlled Airspace - Class G
Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
ENR 1.2 - 4

for Flight Distances from Cloud

89
Visibility Visibility
1. Aeroplanes, heli- At or above 8KM 1,000FT vertical
copters 10,000FT AMSL 1,500M horizontal
and balloons
2. Aeroplanes, Below 5,000M 1,000FT vertical
helicopters 10,000FT AMSL 1,500M horizontal
and balloons (Subject to Items
3, 4, 5, 6 and 7,
below)
3. Aeroplanes, heli- At or below - 5,000M Clear of cloud and in sight of Radio must be carried
copters whichever is the ground or water and used on the
10 NOV 2016

and balloons higher - of: appropriate frequency

(a) 3,000FT
AMSL;
(b) 1,000FT AGL
(Subject to Items
4, 5, 6 and 7 below)
AIP Australia
 Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
for Flight Distances from Cloud
Visibility Visibility
AIP Australia

4. Helicopters (a) Below 700FT 800M Clear of cloud (a) Day operation only;
above ground; or (b) At a speed that
(b) Below 700FT allows the pilot adequate
above water when opportunity to see any
operating at a dis- obstructions or air traffic
tance from land that in sufficient time to avoid
allows compliance collision;
with CAR 258 (1). (c) if operating less than
10NM from an aero-
drome with an approved
instrument approach
10 NOV 2016

procedure, then:
(i) in accordance with
all requirements to
report, broadcast and
maintain a listening
watch; and

89
ENR 1.2 - 5
 Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
for Flight Distances from Cloud
ENR 1.2 - 6

Visibility Visibility

89
(ii) maintaining a separa-
tion of at least 500FT
vertically from any air-
craft conducting an IFR
operation less than
10NM from the aero-
drome.
5. Helicopters Below 700FT- 1. 5,000M if 1. 600M horizontal and 500FT 1. (a) Day operation
above water when only condi- vertical, if only condition 1 is only;
operating at a dis- tion 1 is complied with. (b) At a speed that
tance from land complied allows the pilot adequate
greater than that with. opportunity to see any
10 NOV 2016

which allows com- OR obstructions or air traffic

pliance with CAR in sufficient time to avoid
258 (1). OR collision;
2. Clear of cloud, if conditions (c) If operating less
1 and 2 are both complied than 10 NM from an
2. 800M if with. aerodrome with an
conditions approved instrument
1 and 2 are approach procedure,
both com- then:
plied with.
AIP Australia
 Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
for Flight Distances from Cloud
Visibility Visibility
AIP Australia

Helicopters (i) in accordance with

(Cont) all requirements to
report, broadcast and
maintain a listening
watch; and
(ii) maintaining a
separation of at least
500 FT vertically from
any aircraft conducting
an IFR operation less
than 10 NM from the
10 NOV 2016

aerodrome.
2. The applicable dis-
tances for vertical and
horizontal distances
from cloud visibility do
not apply if the helicop-
ter:

89
ENR 1.2 - 7
 Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
for Flight Distances from Cloud
ENR 1.2 - 8

Visibility Visibility

89
Helicopters (a) uses track guid-
(Cont) ance provided by an
approved operating
radio navigation aid; and
(b) is equipped with a
complementary radio
navigation system.
6. Balloons Below 1,500FT 5,000M Clear of cloud No vertical clearance
above ground or from cloud below the
water balloon is required pro-
vided:
(a) the top of the cloud
10 NOV 2016

is at or below 500FT
above ground or water;
and
(b) the balloon is at
least 10NM from an
aerodrome with an
approved instrument
approach procedure.
AIP Australia
 Item Type of Aircraft Height at which Applicable Applicable Distances for Conditions
Applicable Distance Vertical and Horizontal
for Flight Distances from Cloud
Visibility Visibility
AIP Australia

7. Balloons Below 500FT 100M Not Applicable Day operation only pro-
above ground or vided the balloon is at
water least 10NM from an
aerodrome with an
approved instrument
approach procedure.
10 NOV 2016

89
ENR 1.2 - 9
ENR 1.2 - 10 10 NOV 2016 AIP Australia

INTENTIONALLY BLANK

89
AIP Australia 09 NOV 2017 ENR 1.3 - 1

ENR 1.3 INSTRUMENT FLIGHT RULES

1. THE INSTRUMENT FLIGHT RULES (IFR)

1.1 IFR must be used by flights conducted in circumstances other
than those specified in ENR 1.2 para 1.1, unless otherwise
specifically authorised by CASA. In the case of single-engined
aircraft, IFR flights are restricted to PVT, AWK and freight-only
CHTR operations, unless otherwise specifically approved by
the CASA. IFR flights must be conducted in accordance with
the airspace speed limitations specified in ENR 1.4.
2. FLIGHT RULES NOMINATION
2.1 The nomination of a flight as IFR or VFR determines:
a. the flight notification requirements;
b. separation requirements in Classes A, C and D airspace;
c. separation requirements for aircraft in receipt of an airways
clearance in Class E airspace; and
d. traffic information requirements in classes E and G airspace.

93
ENR 1.3 - 2 09 NOV 2017 AIP Australia

INTENTIONALLY BLANK

93
AIP Australia 10 NOV 2016 ENR 1.4 - 1

ENR 1.4 ATS AIRSPACE CLASSIFICATION

1. CONTROLLED AIRSPACE
1.1 General
1.1.1 Controlled airspace is defined as “airspace of defined
dimensions within which ATC services are provided to IFR
flights and to VFR flights in accordance with the airspace
classification”.
1.1.2 Controlled airspace is a generic term which, in Australia, covers
ATS airspace classes A, C, D and E.
1.1.3 Controlled airspace is established generally on the basis of
traffic density and substantial RPT turbo-jet operations and
considerations of flight procedures. Such airspace does not
necessarily cover routes to alternate aerodromes.
1.1.4 Controlled airspace within the Brisbane and Melbourne FIRs is
generally established as follows:

Class of Airspace Application

Class A • within radar coverage - lower limit above
FL180 and upper limit FL600;
• outside radar coverage - lower limit FL245
and upper limit FL600;
• an area extending from 90NM south of
Melbourne to Launceston and Hobart,
lower limit FL180 and upper limit FL600.
Class C • within radar coverage south of Sydney,
lower limit FL125 and upper limit FL180
under Class A airspace;
• in the control area steps associated with
controlled aerodromes, excluding control
area steps classified as Class D airspace;
• in control zones of defined dimensions.
Class D Control zones of defined dimensions, and
associated control area steps, upper limit
4,500FT.
Class E • within radar coverage:

89
ENR 1.4 - 2 10 NOV 2016 AIP Australia

Class of Airspace Application

– south of Sydney, lower limit 8,500FT
and upper limit FL125 under Class C
airspace;
– north of Sydney, lower limit 8,500FT
and upper limit FL180 under Class A
airspace;
• in the vicinity of Williamtown/Newcastle:
coincident with the lateral limits of R578A-E
above A045 - when R578 is not active;
• outside radar coverage within continental
Australia, lower limit FL180 and upper limit
FL245 under Class A airspace;
• an area extending from 90NM south of
Melbourne to Launceston and Hobart,
lower limit FL125 and upper limit FL180
under Class A airspace; and
• in two corridors: Sydney to Dubbo, lower
limit FL125 and upper limit FL180; and
Melbourne to Mildura, lower limit FL125
and upper limit FL180, under en route
Class E airspace, and;
• in the control area steps associated with
Class D controlled aerodromes at Karratha,
Broome, Avalon, Mackay and
Rockhampton excluding control area steps
classified as Class D or C airspace.

1.1.5 Operations in control areas and control zones must be

conducted in accordance with the published procedures and
requirements for that specific airspace and air traffic
clearances. Special procedures may also be specified for an
aerodrome within a control zone.
1.1.6 The extent of controlled airspace is promulgated in Airservices
Aeronautical Charts, NOTAM, AIP Supplements (SUPs), and
the Designated Airspace Handbook (DAH).

89
AIP Australia 25 MAY 2017 ENR 1.4 - 3
1.1.7 When ATS airspaces adjoin vertically (one above the other),
flights at the common level must comply with the requirements
of, and will be given services applicable to, the less restrictive
class of airspace. In applying these criteria, Class C airspace is
considered less restrictive than Class A airspace; Class D
airspace is considered less restrictive than Class C airspace,
etc.
Note: Super, Heavy or Medium Wake Turbulence category
aircraft may be operating at the base and near the boundaries
of controlled airspace. Aircraft operating in Class G airspace in
the vicinity of controlled airspace may be affected by wake
turbulence from aircraft operating within controlled airspace.
When airspace classes adjoin laterally, flights at the common
boundary will be given services applicable to the lower class of
airspace (where A is the highest and G is the lowest).
1.2 Control Areas
1.2.1 A control area (CTA) is defined as “a controlled airspace
extending upwards from a specified limit above the earth.”
Control areas normally operate continuously. Areas identified
by the word NOTAM may be activated, or additional areas may
be established to meet temporary requirements, by the
issuance of a NOTAM or SUP.
1.3 Control Zone
1.3.1 A control zone (CTR) is defined as “a controlled airspace
extending upwards from the surface of the earth to a specified
upper limit.” CTRs surround controlled aerodromes and are
designated as follows:
a. Civil CTR: A CTR administered by a civil air navigation
service provider, other than a military CTR. Class C or Class
D procedures and services apply.
b. Military CTR: A CTR administered by the Australian
Defence Force. Class C procedures and services apply to
civil flights.
1.3.2 CTRs are active during the hours of the operation of the control
tower as published in ERSA or as varied by NOTAM.
Note: MIL CTRs may be activated at short notice. Pilots should
plan their operations on the basis that CTRs are active unless
advised to the contrary.

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ENR 1.4 - 4 25 MAY 2017 AIP Australia

1.4 Authorisation of Civil Flights in Military CTRs and Other

Military Administered Airspace
1.4.1 Civil flights in Military CTRs and other military administered
airspace may be authorised subject to military activity, weather
and any special procedures for the control of civil aircraft which
have been published.
1.4.2 In accordance with CAR 92 (1) (c), pilots must obtain prior
permission from the appropriate military authority before
landing at any military aerodrome (see ERSA). This does not
apply to joint-user aerodromes; Darwin and Townsville.
1.5 Release of Control Areas, Control Zones and Military
Restricted Areas
1.5.1 Control Areas and Control Zones (civil or military), either wholly
or in part, may be released to another ATS unit (civil or military).
The airspace remains active and a clearance is required to
enter.
1.5.2 The responsibility for a Military Restricted Area, either wholly or
in part, may be transferred to a civil ATS unit. The released
airspace remains active and a clearance or approval, as
appropriate, is required to enter.
1.5.3 The service provided to aircraft within released airspace will be:
a. for Restricted Areas - in accordance with the established
airspace classification depicted on AIP MAP or in DAH (i.e.
the airspace classification when the PRD is not active).
b. For control areas or control zones - in accordance with the
airspace classification for the airspace when it is active.
1.5.4 ATC will advise pilots of the level of service they will receive
when granting approval or clearance to enter a released area
from Class E or G airspace, or if the level of service will be in
accordance with Class E or G within the released area.
1.6 Deactivation of Control Zones, Restricted or Danger Areas
1.6.1 The published cessation time of a control zone, Restricted or
Danger Area may be amended:
a. without issue of a NOTAM provided the new cessation time
is within one hour prior to the original published cessation
time, or

91
AIP Australia 24 MAY 2018 ENR 1.4 - 5
b. with subsequent issue of a NOTAM when the deactivation is
one hour or more prior to the original published cessation
time.
1.6.2 Any amendments to the published cessation time of a control
zone, Restricted or Danger Area will be notified to affected
pilots in accordance with GEN 3.3 Section 2.5.
1.6.3 Non controlled aerodrome procedures apply to all military
aerodromes when the CTR is deactivated.
2. PROVISION OF SEPARATION IN CONTROLLED AIRSPACE
2.1 General
2.1.1 In Class A airspace, IFR flights only are permitted. All flights are
provided with an ATC service and are separated from each
other.
2.1.2 In Class C airspace, IFR and VFR flights are permitted. All
flights are provided with an ATC service and IFR flights are
separated from other IFR, Special VFR, and VFR flights. VFR
flights are separated from IFR flights and receive traffic
information in respect of other VFR flights. Special VFR flights
are separated from other Special VFR flights when visibility is
less than VMC.
2.1.3 In Class D airspace, IFR and VFR flights are permitted and all
flights are provided with an ATC service. IFR flights are
separated from other IFR and Special VFR flights, and receive
traffic information in respect of VFR flights. VFR flights receive
traffic information in respect of all other flights. Special VFR
flights are separated from other Special VFR flights when
visibility is less than VMC.
2.1.4 In Class E airspace, IFR and VFR flights are permitted. IFR
flights are provided with an ATC service, are separated from
other IFR flights, and receive traffic information on VFR flights
as far as is practicable. VFR flights receive a Surveillance
Information Service (SIS) on request.
2.1.5 At controlled aerodromes, ATC provides runway separation to
all aircraft.
2.1.6 Flight at the common vertical or lateral boundary between
airspace classes will receive services in accordance with the
airspace of lower alphabetical categorisation (where Class A is
the highest and Class G is the lowest).

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ENR 1.4 - 6 24 MAY 2018 AIP Australia

2.2 Special Provisions

2.2.1 Not withstanding the general provisions of section 2.1, the
following also apply:
a. The separation of aircraft taxiing on the manoeuvring area
(which does not include apron and parking areas) is a joint
pilot and controller responsibility. The pilot must maintain
separation while complying with clearances and instructions.
b. In the traffic circuit, pilots are required to position their
aircraft in such a manner that, while complying with
clearances and instructions from ATC, they maintain the
necessary separation from other traffic.
c. Separation is not normally provided within a training area in
controlled airspace.
d. Under certain conditions, the pilot of one aircraft may be
given the responsibility for separation with other aircraft. In
this circumstance:
(1) the pilot is also responsible for the provision of wake
turbulence separation;
(2) the pilot must advise ATC when he/she is unable to
maintain, or has lost, sight of the other aircraft;
(3) where an aircraft has been instructed to maintain own
separation from, an IFR aircraft, ATC will issue traffic
information to the pilot of the IFR aircraft, including
advice that responsibility for separation has been
assigned to the other aircraft; and
(4) aircraft flying in formation will not be provided with
separation with respect to other aircraft of the same
formation, including for take-off and landing.
(5) aircraft flying as part of an in-company flight will not be
provided with separation with respect to other aircraft of
the same in-company flight whilst airborne. Runway
separation will continue to be provided.
e. ATC will consider a formation of aircraft broken and will
therefore process aircraft individually from the time the
formation aircraft are:

95
AIP Australia 09 NOV 2017 ENR 1.4 - 7
(1) cleared to carry out touch-and-go landings;
(2) required to go around; or
(3) cleared to carry out individual activities.
Note: A group of civil aircraft conducting the same flight (e.g. an
air safari), which require the aircraft to operate at separation
distances greater than those specified for formation flights will
be considered to be separate aircraft when applying separation.

3. CLASS G AIRSPACE
3.1 Flight Information Areas
3.1.1 Non-controlled airspace in the Brisbane FIR and Melbourne FIR
is classified as Class G airspace.
3.1.2 North of 65° South, Class G airspace is divided into designated
Flight Information Areas (FIAs) within which a Flight Information
Service (FIS) and SAR alerting services are provided by an
ATS unit.
3.1.3 On and north of 65° South, in Class G airspace, IFR and VFR
flights are permitted. IFR flights receive traffic information and a
flight information service. VFR flights receive a flight information
service and may receive a surveillance information service if
requested (ATC workload permitting).
3.1.4 South of 65° South, in Class G airspace, IFR and VFR flights
are permitted and all flights receive a flight information service
on request.
3.2 Broadcast Areas
3.2.1 Broadcast Areas are defined airspace volumes in Class G
airspace for which a discrete frequency (CTAF) has been
allocated. All operations, including those at aerodromes
(charted and uncharted) and landing sites within this area shall
use this CTAF as the broadcast frequency. The default vertical
limit of a Broadcast Area is 5,000FT AMSL.
Note: The conditions described at paras 3.1.2 and 3.1.3 apply.
3.2.2 The vertical boundaries of a Broadcast Area area:
a. Surface to 5,000FT AMSL; or
b. Surface to the base of CTA if 8,500FT or less; or
c. Surface to a nominated level.
3.2.3 The lateral and vertical boundaries are defined in AIP MAP.

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ENR 1.4 - 8 09 NOV 2017 AIP Australia

4. CLASSES OF AIRSPACE-SERVICES AND REQUIREMENTS

4.1 The following table summarises the services and requirements
for the various classes of airspace used in Australian FIRs.
Class Type Separation Service Airspace Radio COM SUBJ
of Provided Provided Speed RQMNTS ATC
Flight Limitation CLR
IFR All aircraft ATC service N/A Continuous Yes
A two way
VFR not permitted
IFR IFR from IFR, ATC service N/A Continuous Yes
IFR from VFR two way
IFR from
Special VFR
VFR VFR from IFR 1. ATC service 250KT IAS Continuous Yes
for separation below two way
from IFR 10,000FT
2. VFR/VFR AMSL
traffic INFO
C
(and traffic
avoidance
advice on
request).
Special Special VFR ATC service Continuous Yes
VFR from Special two way
VFR, when
VIS does not
meet VMC
IFR IFR from IFR ATC service, 200KT IAS at Continuous Yes
IFR from traffic or below two way
Special VFR information 2,500FT AAL
about VFR within 4NM
flights. of the
primary
VFR Nil ATC service, Continuous Yes
Class D
traffic INFO on two way
D all other flights. aerodrome
(Note 3)
Special Special VFR ATC service Continuous Yes
VFR from Special 250KT IAS - two way
VFR when in the
visibility is less remaining
than VMC Class D
airspace

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AIP Australia 09 NOV 2017 ENR 1.4 - 9
Class Type Separation Service Airspace Radio COM SUBJ
of Provided Provided Speed RQMNTS ATC
Flight Limitation CLR
IFR IFR from IFR ATC service 250KT IAS Continuous Yes
and traffic info below two way
on VFR flights 10,000FT
as far as is AMSL.
E practicable
VFR Nil FIS SIS - flight 250KT IAS Continuous No
following O/R, below two way
(ATC workload 10,000FT
permit) AMSL.
IFR Nil FIS 250KT IAS Continuous No
below two way
10,000FT
AMSL.
VFR Nil FIS SIS - flight 250KT IAS VHF radio No
following O/R, below required for
(ATC workload 10,000FT OPS above
permit) AMSL. 5,000FT
G
On & AMSL and at
North aerodromes
of 65° where
South
carriage and
use of radio is
required.
250KT IAS VHF radio No
below required for
10,000FT OPS in
AMSL. reduced
VMC.
IFR Nil FIS O/R 250KT IAS Continuous No
below two way
10,000FT
G
South AMSL.
of 65° VFR Nil FIS O/R 250KT IAS Nil No
South
below
10,000FT
AMSL.

Note 1: Pilots must comply with airspace speed limitation unless

specifically cancelled by ATC.
Note 2: Speed limitations are not applicable to military aircraft,
except as specified in ERSA.

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ENR 1.4 - 10 09 NOV 2017 AIP Australia

Note 3: If traffic conditions permit, ATC may approve a pilot’s

request to exceed the 200KT speed limit to a maximum limit of
250KT unless the pilot informs ATC a higher minimum speed is
required.
Note 4: VMC minima are detailed at ENR 1.2, Section 2.
5. AIRSPACE RESERVATION, PROHIBITED, RESTRICTED
AND DANGER AREAS
5.1 Airspace Reservation
5.1.1 A designated airspace or portion thereof under the control of
another authority may be reserved to allow the following:
a. flights of special military significance requiring the use of
controlled airspace, which would be subject to unacceptable
restrictions if normal operations applied;
b. civil flights requiring passage through a military airspace
when weather conditions or other factors make flight on the
normal air route inadvisable, or impossible, and when other
routes are unavailable, or the use of such routes would
impose severe economic penalties on the operation of the
aircraft.
5.1.2 There are two types of airspace reservations: fixed defined
areas and “mobile” (e.g. aerial refuelling, en route formation
flights, etc). Such reservations are normally only applied during
limited periods. A designated airspace or portion thereof under
the control of a military ATC authority may also be reserved to
confine particular activities. In such airspace, RAAF ATC shall
be responsible for the provision of separation for transiting civil
or military aircraft from areas reserved or restricted for current
air defence operations.
5.2 General
5.2.1 Airspace in which a potential hazard to aircraft operations may
exist, and all areas over which the operation of civil aircraft may
be restricted are promulgated as follows:
a. Prohibited Area. Airspace within which the flight of aircraft
is prohibited.
b. Restricted Area. Airspace within which the flight of aircraft
is restricted in accordance with specified conditions.
c. Danger Area. Airspace within which activities dangerous to
the flight of aircraft may exist at specified times.
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AIP Australia 10 NOV 2016 ENR 1.4 - 11
5.2.2 These areas are promulgated in the DAH and are shown on
AIP aeronautical charts by boundaries outlined in magenta and
containing the identification of the area as a letter and a
number.
The letters allocated are:
P = Prohibited area
R = Restricted area
D = Danger area, and the number identifies the area.
When used internationally, the identification of these areas is
preceded by a FIR identifier as follows:
Brisbane = YB
Melbourne = YM
Details are shown in ERSA or NOTAM.
Prohibited, Restricted and Danger Area numbers in the 900
series are allocated for temporary special use airspace such as
military exercises, air shows and special events.
These areas are promulgated by AIP SUP or NOTAM as
Brisbane FIR (YBBB) or Melbourne FIR (YMMM) as
appropriate for the location.
5.2.3 Unless otherwise specified, vertical limits are promulgated as
AMSL when at or below the transition altitude, or as a flight
level when above the transition altitude. The abbreviation “SFC”
means the surface of the ground or water. “NOTAM” indicates
that the vertical limits or hours of activation will be notified by
NOTAM.
5.2.4 The promulgated vertical limits of prohibited and restricted
areas include all the buffers necessary for the protection of
aircraft operating outside these areas. Therefore, the
promulgated levels may be used by aircraft avoiding the areas,
except where the vertical limit abuts controlled airspace, in
which case, a clearance is required.

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ENR 1.4 - 12 10 NOV 2016 AIP Australia

5.3 Flight within PRD Areas

5.3.1 Flight within a prohibited area is not permitted in any
circumstances.
5.3.2 Flight within active Restricted Areas is subject to the conditions
published in AIP (ERSA & DAH) and NOTAM. To obtain access
to a restricted area or airspace pilots must request approval
from the Controlling Authority (see ERSA PRD). When an ATC
service is available within that airspace, approval may be
requested from ATC directly, in the same manner as a
clearance request to enter controlled airspace.
Note: Clearances may be withheld when activities hazardous to
the aircraft are taking place, or when those activities require
absolute priority.
5.3.2.1 In order to assist with shared use of airspace, all restricted
areas have been allocated an RA conditional status. This status
will give an indication as to the likelihood of obtaining a
clearance to fly through restricted airspace. NOTAMs may be
issued to indicate changes to the RA conditional status; which
should be checked prior to flight planning.
5.3.2.2 RA CONDITIONAL STATUS LEGEND:
Conditional Status RA1: Pilots may flight plan through the
Restricted Area and under normal circumstances expect a
clearance from ATC.
Conditional Status RA2: Pilots must not flight plan through the
Restricted Area unless on a route specified in ERSA GEN FPR
or under agreement with the Department of Defence, however
a clearance from ATC is not assured. Other tracking may be
offered through the Restricted Area on a tactical basis.
Conditional Status RA3: Pilots must not flight plan through the
Restricted Area and clearances will not be available.
Note: In a declared emergency, every effort will be made to
obtain approval to transit a Restricted Area, irrespective of its
conditional status.
5.3.2.3 If the conditional status is uncertain, treat the airspace as
conditional status RA3 and avoid the area.
5.3.3 Civil aircraft operating in military Restricted areas or airspace in
which a military service is provided will receive a service
equivalent to that of Class C airspace unless specified
otherwise in ERSA FAC.

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AIP Australia 10 NOV 2016 ENR 1.4 - 13
5.3.4 When compliance with an air traffic clearance requires flight:
a. from controlled airspace into an adjoining active restricted
area or airspace, or
b. through an active restricted area or airspace into adjoining
controlled airspace, or
c. through an active restricted area or airspace within
controlled airspace,
the pilot in command may assume that ATC has obtained
approval for the flight.
5.3.5 Approval for flight within an active Danger Area outside
controlled airspace is not required. However it is the
responsibility of the pilot in command to be aware of the
dangerous activity and take appropriate precautions.
5.3.6 PRD areas may be activated or deactivated at short notice.
Access to a Restricted area may be available if the activity for
which it has been activated has ceased (early deactivation). It is
a pilot responsibility to check current status with ATS.
6. LANES OF ENTRY
6.1 Lanes of entry are established to permit passage to and from
specified Class D CTR without entering an adjacent Class C or
military CTR. The vertical limits provide separation from
overlying control or restricted areas.
6.1.1 When using these lanes, pilots must:
a. operate under the VFR;
b. conform with the general flight rules regarding terrain
clearance, flight over populous areas, and low level
restricted areas;
c. operate not higher than the altitude specified as the upper
limit in the section being flown; and
d. keep to the right.
7. FLYING TRAINING AREAS IN CONTROLLED AIRSPACE
7.1 ATC may approve flying training activities within controlled
airspace. Approval may be granted on a short-term hour-to-
hour basis or, in some cases, on a more regular basis. The
approval will be in the form of an airways clearance. ATC
services will be provided in accordance with the classification of
the airspace.

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ENR 1.4 - 14 10 NOV 2016 AIP Australia

7.2 ATC will route IFR traffic clear of the areas except that, when
training aircraft have been required to maintain a listening
watch on the appropriate ATC frequency, ATC may reserve a
level for transit of IFR traffic which provides vertical separation
from non-controlled training movements.
8. AIR DISPLAY
An RPT or CHTR flight is not permitted to participate in an air
display or carry out any low level operations at an aerodrome at
which an air display is in progress except for a normal take-off
or landing.
9. WAKE TURBULENCE SEPARATION STANDARDS
9.1 Categories
9.1.1 For the purpose of wake turbulence separation, aircraft are
divided into the following weight categories:
a. SUPER (H) – A380 and AN225 aircraft;
b. HEAVY (H) – All other aircraft types of 136,000KG maximum
take-off weight or more;
c. MEDIUM (M) – Aircraft types of less than 136,000KG
maximum take-off weight but more than 7,000KG maximum
take-off weight;
d. LIGHT (L) – Aircraft types of 7,000KG maximum take-off
weight or less.
Note: B757 and H47 (Chinook) and H53 (Stallion) are
categorised Heavy (H) when the following aircraft is categorised
either Medium (M) or Light (L) and categorised Medium (M)
when the preceding aircraft is categorised Heavy (H).
9.2 Application of Standards
9.2.1 In controlled airspace, unless the pilot has accepted
responsibility for separation, ATC will apply wake turbulence
separation to:
a. aircraft in the approach and departure phases of flight when
both aircraft are using parallel runways separated by less
than 760M; or
b. when an aircraft is operating directly behind another aircraft
at the same level or less than 1,000 FT below.
Note: Directly behind means an aircraft is operating within
760M laterally of the track of the leading aircraft.

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AIP Australia 24 MAY 2018 ENR 1.4 - 15
9.2.2 ATC applies the following time based wake turbulence
separation minima between the relevant categories of aircraft:
Aircraft
Categories Time Separation Minima
DISPLACED OPPOSITE DEPAR DEPAR -
Leading Following ARRIVAL LANDING DIRECTION TURE - TURE -
Aircraft Aircraft THRESHOLD Full Length Intermediate
(* Note)
MIN MIN MIN MIN MIN
SUPER HEAVY 3 3 3 2 4
MEDIUM 3 3 3 3 4
LIGHT 4 3 3 3 4
D
HEAVY MEDIUM 2 2 2 2 3
LIGHT 3 2 2 2 3
MEDIUM LIGHT 3 2 2 2 3
(fixed
wing with
MTOW of
25,000
KG or
more,
and all
MEDIUM
helicop-
ters)
* Note1. Intermediate standards will be applied when the following aircraft
will depart from the same runway, or a parallel runway separated by less
than 760M from a point more than 150M after the take-off
commencement point of the preceding aircraft.
Note 2. Distance standards cannot be used in lieu of time for intermediate
departures.

9.2.3 ATC applies the following distance wake turbulence separation

minima between the relevant categories of aircraft:
Aircraft Distance
Categories Separation Minima
Leading Aircraft Following Aircraft NM
SUPER HEAVY 6
MEDIUM 7
LIGHT
8
HEAVY HEAVY 4
MEDIUM 5
LIGHT
6

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ENR 1.4 - 16 24 MAY 2018 AIP Australia

Aircraft Distance
Categories Separation Minima
Leading Aircraft Following Aircraft NM
MEDIUM LIGHT 5
(fixed wing with MTOW of
25,000KG or more, and all
MEDIUM helicopters)

9.2.4 Where the required separation can be determined by distance

using an aircraft report or ATS Surveillance System, ATC need
not apply the time standard to an affected:
a. arriving aircraft
b. departing aircraft, unless it is departing from an intermediate
point as described in para 9.2.2.
9.2.5 ATC is not required to apply wake turbulence separation in the
following situations:
a. when a MEDIUM fixed-wing aircraft of less than 25,000KG
MTOW precedes a LIGHT aircraft;
b. when an aircraft is landing behind another aircraft that is
taking off on the same runway;
c. subject to para 9.3, if a pilot has initiated a waiver of the
relevant departure wake turbulence separation minimum;
d. when a VFR aircraft is in flight and is:
(1) operating directly behind a preceding HEAVY or
MEDIUM aircraft; or
(2) landing on the same runway as a preceding HEAVY or
MEDIUM aircraft; or
(3) landing on a parallel runway separated by less than
760M from the runway of a preceding HEAVY or
MEDIUM aircraft;
e. when an IFR aircraft is in flight and the pilot has:
(1) reported the preceding aircraft in sight; and
(2) accepted responsibility to follow, or maintain his or her
own separation with, that aircraft.

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AIP Australia 24 MAY 2018 ENR 1.4 - 17
Note: For paragraphs (d) and (e), the pilot in command of the
aircraft is responsible for ensuring that the spacing from a
preceding aircraft of a heavier wake turbulence category is
acceptable. If it is determined that additional spacing is
required, the flight crew may inform ATC accordingly, stating
their requirements.
9.2.6 No specific separation is applied on account of wake turbulence
between an aircraft landing behind an aircraft taking off on the
same runway.
9.2.7 Appropriate wake turbulence separation standards will be
applied when an aircraft taking off behind a landing heavier
weight category aircraft is expected to become airborne before
the touchdown point of the landing aircraft.
Note: Super, Heavy or Medium Wake Turbulence category
aircraft may be operating at the base and near the boundaries
of controlled airspace. Aircraft operating in Class G airspace in
the vicinity of controlled airspace may be affected by wake
turbulence from aircraft operating within controlled airspace.
9.2.8 For aircraft in the Super or Heavy wake turbulence categories,
the word ‘SUPER’ or ‘HEAVY’ respectively must be included
immediately after the aircraft callsign in the initial
radiotelephony contact between such aircraft and each
approach, departures, director, ground and tower controller.
9.3 Pilot Waivers
9.3.1 Pilots may, in VMC by day only, advise ATC that they wish the
application of the departure standards to be waived. When a
pilot so advises, this indicates to ATC that the pilot accepts total
responsibility for providing his or her own wake turbulence
separation.
Waiving of these separation standards is not permitted when
the aircraft concerned will follow a Heavy or Super aircraft.
9.3.2 ATC is not permitted to ask pilots to accept waivers.
9.3.3 Since wake vortices are not visible, waivers against relevant
separation standards should only be initiated after careful
consideration of prevailing atmospheric conditions and the
intended (or permissible) flight path relative to the leading
aircraft. This is particularly important when the following aircraft
is a Light aircraft.

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ENR 1.4 - 18 24 MAY 2018 AIP Australia

10. REGULATION OF FLIGHT - ASSESSMENT OF PRIORITIES

10.1 Subject to the duty to facilitate and maintain the safe, orderly
and expeditious flow of air traffic, ATC will apply priorities in the
following order:
a. An aircraft in an emergency, including being subjected to
unlawful interference, will be given priority in all
circumstances.
b. A multi-engined aircraft which has suffered the loss of an
engine and has not been subject to a SAR phase, or has not
been considered under the provision of sub-para a. above,
shall be granted priority for landing.
c. An aircraft which has suffered radio communications failure
will be granted priority for landing.
d. An aircraft which has declared a Mercy flight.
e. An aircraft participating in a Search and Rescue (SAR),
Medical (MEDEVAC), or Fire and Flood Relief (FFR) flights
shall be granted priority as necessary.
f. An aircraft operating under police callsign “POLAIR RED” or
“FEDPOL RED” engaged in operations where life is at risk.
g. An aircraft engaged in the personal transport of Heads of
State or of Government, or other selected dignitaries on
official visits to Australia, or the personal transport of the
Governor-General or the Prime Minister.
h. State aircraft special requirements flights where clearance
has been prearranged.
10.2 Subject to the priorities of para 10.1, an aircraft first able to use
the manoeuvring area or desired airspace in the normal course
of its operations will be given priority except:
a. an aircraft landing or taking off will be given priority over
taxiing aircraft;
b. a landing aircraft will have priority over a departing aircraft if
the latter cannot take off with prescribed separation
standards;
c. for flights in Class C terminal control areas associated with
Brisbane, Melbourne, Perth and Sydney, ATC will apply
priorities in the following order;

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AIP Australia 25 MAY 2017 ENR 1.4 - 19
(i) with equal priority, flights compliant with their ATFM
requirements, flights exempt from ATFM measures
and Medical Aircraft (HOSP) operations; and
(ii) flights not compliant with their ATFM requirements;
(iii) all other aircraft.
Note: Further information about ATFM procedures at Australian
airports is available at ENR 1.9.
d. for flights in other Class C terminal control areas, ATC will
apply priorities in the following order:
(i) with equal priority flights with a Calculated Off Blocks
TIme (COBT), regular public transport operations,
State aircraft (other than training flights) and Medical
Aircraft (HOSP) operations; and
(ii) all other aircraft
e. RVSM-approved aircraft will be given priority for level
requests between FL290 and FL410 inclusive over aircraft
not RSVM-approved;
f. within ATS surveillance system coverage, identified aircraft
may be given priority over non-identified aircraft;
g. inside military Restricted Areas and in terminal area or
control zone surrounding a military aerodrome, priorities will
be determined by the controlling authority published in DAH.
Military aerodromes do not include Darwin or Townsville;
h. for training flights;
(i) training flights operating in the traffic pattern in general
use will be given priority over other training flights
desiring to operate in conflicting patterns for training
purposes; and
(ii) when a training instrument approach is approved,
priority will be given to that aircraft from the time it
commences its final approach until the approach is
completed.

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ENR 1.4 - 20 25 MAY 2017 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 10 NOV 2016 ENR 1.5 - 1

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

1. HOLDING AND INSTRUMENT APPROACH TO LAND (IAL)

PROCEDURES
1.1 General
The provisions of this IAL section apply to aircraft operating
under the IFR, unless otherwise approved by CASA.
1.2 Aircraft Performance Category
1.2.1 The following categories, based upon Vat (except for CAT H),
determine landing minima for aircraft:
CAT: A speeds up to 90KT IAS.
B speeds from 91KT to 120KT IAS.
C speeds from 121KT to 140KT IAS.
D speeds from 141KT to 165KT IAS.
E speeds from 166KT to 210KT IAS.
H (helicopters) see section 1.3.
Note: Vat is the indicated airspeed at the threshold which is equal
to the stalling speed Vso multiplied by 1.3 or the stalling speed
Vs1g multiplied by 1.23. Both Vso and Vs1g apply to aircraft in the
landing configuration at the maximum certificated landing weight.
If both Vso and Vs1g are available for an aircraft, the higher
resulting Vat must be used.
1.2.2 An aircraft must fit into and be operated in accordance with the
requirements of only one category. An aircraft:
a. may not reduce category because of reduced operating
weight, but
b. must increase category when actual handling speeds are in-
excess of those for category (based on Vat) detailed at section
1.16.

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ENR 1.5 - 2 10 NOV 2016 AIP Australia

1.2.3 Provided an aircraft can be operated within the limits of the

handling speeds (detailed at section 1.16) for a lower category
than the category determined by Vat, and subject to approval by
CASA, an operator whose crew(s) operate under a CAR 217
training and checking organisation may operate that aircraft type
at the lower category. When such an approval is granted, all
company operations of the aircraft type must be in accordance
with the requirements of the revised category.
1.3 Helicopters
1.3.1 The following criteria apply to helicopter-specific instrument
approach procedures and operations:
a. the stall speed method of calculating aircraft category does
not apply to helicopters;
b. where helicopters are operated similarly to aeroplanes, they
may be classified as CAT A;
c. procedures developed for the specific use of helicopters are:
(1) designated “CAT H”, and
(2) promulgated on separate charts; i.e. they are not included
on charts containing procedures for other aircraft
categories.
1.4 Minimum Route Altitudes
Except when complying with the requirements for a visual
approach, when conforming to a published DME or GPS Arrival
procedure, or when identified and assigned an altitude by ATC,
an aircraft approaching an aerodrome must not descend below
the LSALT or the MSA for the route segment being flown (see
para 2.2) until it has arrived over the IAF or facility.
1.5 Procedure Entry
Having arrived over the IAF or facility, and except as provided for
in para 2.4, further descent must be made in accordance with the
entry and holding procedures to the specified altitude for
commencing the approach and, subsequently, in accordance
with the approved instrument approach procedure.

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AIP Australia 25 MAY 2017 ENR 1.5 - 3
1.6 Meteorological Minima
Except in an emergency, an aircraft must not land or continue an
approach below the approved DA, MDA or RA Height, as
corrected for below-ISA temperature per para 4.7.4, at any
aerodrome when any element constituting the meteorological
minima is continuously less than that prescribed for that
aerodrome and the particular operation (CAR 257).
1.7 Circling Approaches and Visual Circling
1.7.1 A circling approach is an instrument approach to the circling
minima with the intent or requirement from the minima to visually
manoeuvre the aircraft to align with the runway for a landing.
Each circling situation is different because of variables such as
runway layout, final approach track, wind velocity and
meteorological conditions. Therefore, there can be no single
procedure designed that will cater for the conduct of a circling
approach in every situation.
1.7.2 Restrictions on Visual Circling
a. Where a prominent obstacle or obstacles within the circling
area prevent visual circling the sector in which the obstacles
are located may be eliminated from the visual circling area.
Sectors which have been eliminated from the visual circling
area are annotated ‘No Circling’.
b. Visual circling is prohibited in ‘no circling’ sectors by day in
less than VMC and at night.
1.7.3 After initial visual contact, the basic assumption is that the
runway environment (i.e. the runway threshold or approach
lighting aids or other markings identifiable with the runway) will
be kept in sight while at the MDA for circling (Reference: ICAO
Doc 8168).
1.7.4 The visual circling procedure conducted at or above the circling
MDA will provide protection from obstacles within the circling
area (see Note 1 (3) and Note 3).

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ENR 1.5 - 4 25 MAY 2017 AIP Australia

1.7.5 The information provided by spot heights on IAL charts must be

treated with caution. Spot heights on IAL charts do not
necessarily indicate the highest terrain, or all obstacles in the
circling area. In addition, the charts may not cover all of the
circling area. Before commencing an instrument approach, pilots
should familiarise themselves with the location and altitude of
obstacles in the circling area by studying an appropriate
topographic map.
1.7.6 During visual circling, descent below the circling MDA may only
occur when the pilot:
a. maintains the aircraft within the circling area; and
b. maintains a visibility, along the intended flight path, not less
than the minimum specified on the chart for the procedure;
and
c. maintains visual contact with the landing runway environment
(i.e. the runway threshold or approach lighting or other
markings identifiable with the runway); and either
d. by night or day, while complying with a., b. and c. and from a
position within the circling area on the downwind, base or final
leg of the landing traffic pattern at an altitude not less than the
MDA, can complete a continuous descent to the landing
threshold using rates of descent and flight manoeuvres which
are normal for the aircraft type and, during this descent,
maintains an obstacle clearance along the flight path not less
than the minimum for the aircraft performance category until
the aircraft is aligned with the landing runway; or
e. in daylight only, while complying with a., b. and c., maintains
visual contact with obstacles along the intended flight path
and an obstacle clearance not less than the minimum for the
aircraft performance category until the aircraft is aligned with
the landing runway.
Note 1: The concept is as follows:
(1) The pilot maintains visual contact with the landing runway
while the aircraft is circled at MDA to a position within the
traffic pattern that intercepts a normal downwind, base or
final approach. If the MDA is above the downwind height,
the pilot maintains MDA and downwind spacing until he/she
reaches a position from which descent at normal approach
rates to join base can be made (see Figure 1).

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AIP Australia 24 MAY 2018 ENR 1.5 - 5
(2) When daylight exists and obstacles can be seen, the pilot
has the option of descending from MDA from any position
within the circling area while maintaining an obstacle
clearance not less than that required for the aircraft
performance category.
(3) Once the pilot initiates descent below circling MDA, the
obstacle protection offered by visual circling at the MDA
ends and he/she is responsible for ensuring the required
clearance from obstacles is maintained visually.
Note 2. The pilot should maintain the maximum practical
obstacle clearance. The minimum obstacle clearance
requirements are:
Categories A and B - 300FT;
Categories C and D - 400FT; and
Category E - 500FT.
Note 3. The circling area is determined by drawing an arc centred
on the threshold of each usable runway and joining these arcs by
tangents. The radii are1.68NM for Category A, 2.66NM for
Category B, 4.20NM for Category C, 5.28NM for Category D and
6.94NM for Category E. Runways less than 1,000M long are not
considered usable for Categories C, D and E.
1.68NM = 3,111M
2.66NM = 4,926M
4.20NM = 7,778M
5.28NM = 9,779M
6.94NM = 12,853M.
1.8 Visual Manoeuvring (non-Circling) Subsequent to Non-
Precision Approaches (NPA) and Approaches with Vertical
Guidance (APV)
1.8.1 Straight-in NPAs and APVs do not normally require visual
circling. In those circumstances where the NPA or APV does not
serve the landing runway, the provisions of para 1.7 apply.
1.8.2 Descent Below the Straight-in MDA. Descent below the
straight-in MDA or continuation of the approach below the DA
during APVs, may only occur when:

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ENR 1.5 - 6 24 MAY 2018 AIP Australia

• visual reference can be maintained;

• all elements of the meteorological minima are equal to or
greater than those published for the aircraft performance
category (see para 5.1.1); and
• the aircraft is continuously in a position from which a
descent to a landing on the intended runway can be made
at a normal rate of descent using normal flight manoeuvres
that will allow touchdown to occur within the touchdown
zone of the runway of intended landing.
1.8.3 NPA and APV Alignment. APVs are aligned with the runway
centreline. Straight-in NPAs may be aligned with the runway
centreline or may be offset by up to 15°(Category C & D) or 30°
(Category A & B) (see Note 1).
1.8.4 Alignment with the Runway Centreline. Manoeuvring to align
the aircraft with the runway centreline can be undertaken when:
• within the circling area,
• visual reference can be maintained,
• continuously in sight of ground or water.
Note 1: Procedures with offset angles greater than 5° are de-
signed such that aircraft cross the runway centreline no closer
than 1,400M to the threshold.
For offset angles equal to or less than 5°, the final approach track
is designed to be within 150 metres of the runway centreline at
1,400M. Some older procedures may use 900M in place of
1,400M.
Note 2: For the purpose of this section ‘visual reference’ means
the runway threshold, or approach lights or other markings
identifiable with the landing runway clearly visible to the pilot and
a flight visibility not less than that specified for the procedure.
1.9 Visual Approach Area - Helicopter
1.9.1 Helicopter GNSS instrument approach procedures may include a
Visual Approach Area–Helicopter (VAA–H). These procedures
are annotated in the minima box with the term ‘VAA’. The VAA-H
extends from the Missed Approach Waypoint (MAWP) to the
Helicopter Landing Site (HLS). Obstacle clearance at MDA is
assured within a VAA–H.

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AIP Australia 24 MAY 2018 ENR 1.5 - 7
1.9.2 The VAA–H comprises a 1NM wide corridor centred on the track
from the MAWP to the HLS, plus the area beyond the HLS
contained within a 0.5NM radius centred on the HLS.

Figure 1.1 Visual Approach Area - Helicopter

1.9.3 Flight within a VAA–H is a visual flight manoeuvre. After visual

contact is established, and after passing the MAWP, the
helicopter is manoeuvred within the VAA–H, at an altitude not
below the MDA, utilising key lead-in points until the HLS is
sighted.
1.9.4 Descent below MDA may only occur when the pilot:
a. maintains the helicopter within the VAA–H; and
b. maintains visibility along the intended flight path:
(1) by day, not less than that specified for helicopter VMC,
and
(2) at night, not less than the published minimum visibility for
the procedure; and
c. maintains visual contact with key lead-in points (i.e. lighting or
other prominent identifiable features) or the HLS; and
d. while complying with a, b, and c, intercepts a normal
approach path to the HLS for the particular helicopter and a
landing is assured.

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ENR 1.5 - 8 24 MAY 2018 AIP Australia

Figure 1: Visual Circling at Night

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AIP Australia 01 MAR 2018 ENR 1.5 - 9

1.10 Missed Approach - Standard Procedures

1.10.1 A missed approach must be executed if:
a. during the final segment of an instrument approach, the
aircraft is not maintained within the applicable navigation
tolerance for the aid in use; or
b. during an instrument approach and below MSA (as specified
on the IAL chart) the performance of the radio aid becomes
suspect, or the radio aid fails; or
c. visual reference is not established at or before reaching the
MAPT or DA/RA Height from which the missed approach
procedure commences; or
d. a landing cannot be effected from a runway approach, unless
a circling approach can be conducted in weather conditions
equal to or better than those specified for circling; or
e. visual reference is lost while circling to land from an
instrument approach.
Note 1: For the purpose of this paragraph “visual reference”
means the runway threshold, or approach lights or other
markings identifiable with the landing runway clearly visible to the
pilot, and either:
a. for circling approaches, clear of cloud, in sight of the ground
or water and with a flight visibility not less than the minimum
specified for circling; or
b. for runway approaches, a flight visibility not less than that
specified for the procedure.
Note 2: In IAL procedures, the missed approach is designed to
provide a minimum obstacle clearance of 100FT to an aircraft
climbing along the specified missed approach path at a gradient
of 2.5% (152FT/NM) from the MAPT or DA/RA Height from which
the missed approach procedure commences. If this missed
approach climb gradient cannot be achieved the DA, MDA or RA
Height should be increased, or other action taken to achieve the
required obstacle clearance along the specified missed approach
flight path.

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1.10.2 In executing a missed approach, pilots must follow the missed

approach procedure specified for the instrument approach flown.
In the event that a missed approach is initiated prior to arriving at
the MAPT, pilots must fly the aircraft to the MAPT and then follow
the missed approach procedure. The MAPT in a procedure may
be:
a. the point of intersection of an electronic glide path with the
applicable DA; or
b. a navigation facility; or
c. a fix; or
d. a specified distance from the Final Approach Fix (FAF).
1.10.3 When a missed approach is required from visual circling, the
expectation is that the pilot will make an initial climbing turn
toward the landing runway and overhead the aerodrome where
the pilot will establish the aircraft climbing on the missed
approach track. In as much as the circling manoeuvre may be
accomplished in more than one direction, different patterns will
be required to establish the aircraft on the prescribed missed
approach course depending on its position at the time visual
reference is lost.
1.11 Missed Approach Tracking
1.11.1 A missed approach procedure may, or may not, specify lateral
guidance. In either situation the expectations of the pilot will vary
as follows depending whether the procedure is based on a radio
navaid or GNSS.
a. When lateral guidance is specified with reference to a radio
navaid (i.e. a VOR radial, an NDB bearing) the expectation is
that the pilot will intercept the nominated track. Where an
intercept is required it will be both stated in the missed
approach procedure’s text and shown in the plan view on the
procedure plate. The text will take the form of: “At the NDB (or
VOR), Turn Left (or Right) to intercept xxx° (ZZ NDB or VOR).
Climb to...”

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AIP Australia 24 MAY 2018 ENR 1.5 - 11
b. When lateral guidance is specified based on GNSS the
expectation of the pilot will take one of two forms:
• For a straight missed approach or a turn at the MAPt, the
pilot is expected to follow the GNSS navigation commands
to the next waypoint. The text will take the form of: ‘Turn
Left (or Right), Track DCT XXXXX. Climb to...’
• For a turn after the MAPt where there is not a subsequent
waypoint the pilot is expected to make-good the nominated
track on the chart using the GNSS for navigation. The text
will take the form of: ‘Turn Left (or Right), Track xxx°. Climb
to...’
c. When the instrument procedure is based on a radio navaid
but the missed approach does not specify lateral guidance the
expectation is that the pilot will use DR to achieve the
nominated track. Allowance for wind must be made to make-
good this nominated track. The radio navaid may be used to
supplement track keeping during the missed approach when it
is a straight continuation of the final track, however guidance
is not mandatory. The missed approach procedure’s text will
take the form of: ‘Turn Left (or Right), Track xxx°. Climb to...’
1.12 Missed Approach Requirements - GNSS
1.12.1 If a loss of RAIM or RAIM warning is indicated at any time after
passing the Initial Approach Fix, the pilot must immediately carry
out a missed approach in accordance with published procedures.
1.12.2 Provided the RAIM warning ceases when the missed approach is
selected on the GPS receiver, the GPS may be used for missed
approach guidance.
1.12.3 Should the RAIM warning remain when the missed approach is
selected, or should there be any doubt about the accuracy of the
GPS, then an alternative means of guidance or dead reckoning
must be used to fly the missed approach.
1.13 Missed Approach - Helicopter Procedures
1.13.1 Pilots flying a helicopter instrument approach procedure, or flying
visually within a VAA–H, must execute a missed approach if:
a. during the instrument approach and below MSA (as specified
on the IAL chart) the performance of the navigation aid
becomes suspect, or the navigation aid fails; or

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b. visual reference is not established at or before reaching the

MAWP from which the published missed approach procedure
commences; or
c. visual reference is lost within the VAA–H; or
d. a landing at the HLS is not assured.
Note 1: For the purpose of this paragraph “visual reference”
means:
a. the key lead-in points or HLS are clearly visible to the pilot;
and
b. clear of cloud, in sight of ground or water and with a flight
visibility:
(1) by day, not less than that specified for Helicopter VMC,
and
(2) at night, not less than the published minimum visibility for
the procedure.
Note 2: The missed approach is designed to provide a minimum
obstacle clearance of 100FT to a helicopter climbing at a
gradient of 4.2% (255FT/NM) from the MDA at, or before, the
MAWP or from any point within the VAA–H, to the Missed
Approach Turning Waypoint (MATWP) or Missed Approach
Holding Waypoint (MAHWP), as applicable. If this missed
approach climb gradient cannot be achieved, the MDA should be
increased, or other action taken, to achieve the required obstacle
clearance along the missed approach flight path.
1.13.2 If executing a missed approach from within the VAA–H of a
helicopter GNSS approach, pilots must immediately track
towards the MATWP or the MAHWP, as required by the
particular procedure.
1.14 Visual Segments
When an instrument approach procedure specifies a visual
segment from the point where the MDA is reached to the circling
area of the aerodrome, a missed approach shall be executed
unless the visual segment can be flown clear of cloud and in
sight of the ground or water in accordance with the altitude and
visibility specified for circling.

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AIP Australia 24 MAY 2018 ENR 1.5 - 13
1.15 Visual Approaches
Subject to the requirements of paras 1.7, 1.10 and 1.14, the pilot
need not commence or may discontinue the approved instrument
approach procedure to that aerodrome when:
a. By Day. Within 30NM of that aerodrome at an altitude not
below the LSALT/MSA for the route segment, the appropriate
step of the DME or GPS Arrival Procedure, or the MDA for the
procedure being flown, the aircraft is established;
(1) clear of cloud;
(2) in sight of ground or water;
(3) with a flight visibility not less than 5,000M or, in the case
of a helicopter, is able to proceed under helicopter VMC,
or the aerodrome is in sight; and
(4) subsequently can maintain (1), (2) and (3) at an altitude
not less than the minimum prescribed for VFR flight (CAR
157), to within the circling area or, in the case of a
helicopter, can subsequently maintain helicopter VMC to
the HLS.
b. By Night. At an altitude not below the LSALT/MSA for the
route segment, the appropriate step of the DME or GPS
Arrival Procedure, or the MDA for the procedure being flown,
the aircraft is established:
(1) clear of cloud;
(2) in sight of ground or water;
(3) with a flight visibility not less than 5,000M; and
(4) within the circling area or VAA–H, as applicable; or
(5) within 5NM (7NM for a runway equipped with an ILS) of
that aerodrome aligned with the runway centreline and
established not below “on slope” on the T-VASIS or PAPI;
or
(6) within 10NM (14NM for Runways 16L and 34L at Sydney)
of that aerodrome, established not below the ILS glide
path with less than full scale azimuth deflection.
Note: Reference to circling area in this section includes the
circling area for the category of aircraft or a higher category
where the limitations of the higher category are complied with.

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1.16 Handling Speeds

1.16.1 The handling speeds for aircraft categories during IAL
procedures are as follows:
SPEEDS FOR PROCEDURE IN KNOTS IAS
ACFT Vat Range of Range of Max Speeds Max Speeds
CAT Speeds for Final for Visual for Missed
Initial and Approach Manoeuvring Approach
Intermediate Speeds (Circling)
Approach
A < 91 90 – 150 70 – 100 100 110
(110*)
B 91 – 120 120 – 180 85 – 130 135 150
(140*)
C 121 – 140 160 – 240 115 –160 180 240
D 141 – 165 185 – 250 130 – 185 205 265
E 166 – 210 185 – 250 155 – 230 240 275
H N/A 70 – 120 60 – 90 N/A 90
* Max speed for reversal procedures
Table 1.1
Note 1: On reversal procedures (see section 2.7) for which a FAF
is not published, final approach speed should be obtained before
descending on the inbound track.
Note 2: Speed reduction below the initial segment speed range is
permitted to enable the final approach speed to be achieved prior
to the commencement of the final segment.
1.17 Speed Restrictions
1.17.1 Where speeds are restricted to values less than the maximums
shown in Table 1.1 above, the restriction and applicable segment
will be identified on the approach chart.
1.18 Obstacle Clearance Altitude (OCA)
1.18.1 Obstacle clearance altitude is:
a. in a precision approach procedure, the lowest altitude at
which a missed approach must be initiated to ensure
compliance with the appropriate obstacle clearance criteria;
or

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AIP Australia 25 MAY 2017 ENR 1.5 - 15
b. in a non-precision runway approach procedure, the lowest
altitude below which the aircraft can not descend without
infringing the appropriate obstacle clearance criteria; or
c. in a visual (circling) procedure, the lowest altitude above the
aerodrome elevation in accordance with obstacle clearance
criteria.
1.19 Aerodrome Operating Minima (AOM)
1.19.1 Landing minima are published on Australian approach charts as
MDA/H or DA/H. Obstacle Clearance Altitude/Height is not
published. Landing minima are the basis for determining AOM.
1.19.2 Operators must establish AOM for each aerodrome to be used
for operations. After consideration of the factors listed below,
operators may determine that their AOM should be higher than
the published aerodrome operating minima:
a. The type, performance and handling characteristics of the
aeroplane.
b. The composition, experience and competence of the flight
crew.
c. The means used to determine and report meteorological
conditions.
1.19.3 In any event, all DA must be adjusted to determine an AOM
which accounts for aircraft pressure error. Operators may apply
aircraft Pressure Error Correction (PEC) or, alternatively, add at
least 50FT to the published DA. Compensation for aircraft
pressure error is not required when determining AOM for non-
precision approaches.
1.20 Descent Gradients
1.20.1 Procedures are designed with the following descent gradients:
SEGMENT GRADIENT
NORMAL MAXIMUM
Arrival As required As required
Initial 4% 8%
Intermediate Level 5%
Final: non-precision 5.2% 6.5%
precision 3° Not applicable

Table 1.2
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ENR 1.5 - 16 25 MAY 2017 AIP Australia

Note 1:The chart will indicate when other than a normal gradient
is used in the final segment.
Note 2: For procedures published with a distance/altitude scale,
a 3° glideslope is used in calculating the descent data.
1.20.2 Aircraft may commence a segment in excess of the specified
commencement altitude provided that any upper altitude
limitation is observed. However, rate of descent after the FAF
should not normally exceed 1,000FT per minute.
1.21 Descent
1.21.1 For a straight approach (no reversal procedure), the aircraft
must:
a. for a radio navaid-based approach, cross the fix or facility, or
b. for an area navigation-based approach, pass the waypoint,
and when established on the specified track, descend to not
below the specified altitude.
1.21.2 For an approach which incorporates a reversal procedure, if an
outbound descent is specified, the descent to the specified
altitude may be commenced after the aircraft has crossed the fix
or facility and is established on the specified track or has turned
to a heading to intercept the specified outbound track. The
reversal procedure must be completed, again descending to any
lower altitude specified. Further descent, after the reversal
procedure, must not be started until established on the inbound
track. For approaches without a FAF, the final segment
commences at the completion of the reversal procedure.
Note: “Established” means being within half full scale deflection
for the ILS, VOR and GNSS, within ±5° of the required bearing
for the NDB, or within ±2NM of the DME arc.
1.22 Wind Effect
1.22.1 Allowance should be made in heading and timing to compensate
for the effects of wind.Full use should be made of indications
available from the aid and estimated or known winds.
1.23 Bank Angle
1.23.1 Procedures are based on a bank angle of 25°, or a bank angle
which will produce a Rate One turn, whichever is less.

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2. APPROACH PROCEDURES
2.1 Use of Navigation Aids
2.1.1 Instrument approach procedures are based on specific
navigation aids, with the applicable navigation tolerances
associated with the aids being used in the development of the
procedure’s obstacle protection surfaces. The navigation aid, or
aids, upon which the procedure is based is/are identified on each
instrument approach chart. Only the navigation aid, or aids,
included in the chart title or identified on the instrument approach
chart as suitable may be used to fly the procedure. Use of a non-
specified aid (e.g. another DME located on the aerodrome) is
prohibited as it may jeopardise the integrity of the instrument
approach procedure.
2.2 Minimum Sector Altitude
2.2.1 25NM and 10NM MSAs provide 1,000FT obstacle clearance. An
aircraft within the applicable Sector MSA and within 25NM or
10NM of the nominated significant point, the ARP or the HRP
may use the applicable MSA, and deviation from the track being
flown is permitted to facilitate entry to the instrument approach. In
instances where the 25NM MSA has been divided into sectors,
and the appropriate 25NM Sector MSA is lower than the 10NM
MSA, then the 25NM Sector MSA may be used for tracking to the
nominated significant point, ARP or HRP provided aircraft
tracking can be maintained within the sector.
2.3 Approach Design Concept
2.3.1 Definitions. “Segment Minimum Safe Altitude” and “Procedure
Altitude” are defined at GEN 2.2 - Definitions and Abbreviations.
2.3.2 Approach procedures are designed to facilitate descent from a
Procedure Altitude to an altitude from which either a straight-in
landing or a circling procedure can be conducted. Approach
procedures are classified as PA, APV or NPA. NPA fall into two
categories: those with distance measuring information (e.g.
VOR/DME, LOC/DME, GNSS) and those without (e.g. NDB and
VOR).

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2.3.3 Vertical Profile - NPA with Distance Measuring. NPAs with

distance measurement are designed to provide a Constant
Descent Final Approach (CDFA) path from the procedure altitude
to a point 50FT above the threshold (or to the circling altitude for
circling-only procedures). The CDFA path is shown on the profile
diagram with the descent angle annotated in degrees and an
altitude/distance scale. At each fix on approach, an advisory
crossing altitude is shown on the profile diagram to assist in
maintaining the descent path.
Each segment of an NPA also specifies a Segment Minimum
Safe Altitude identified by shading on the profile diagram. In
conducting a CDFA, the pilot should follow the descent profile but
must always ensure that the aircraft remains at or above each
Segment Minimum Safe Altitude. Descent below the CDFA
profile to the Segment Minimum Safe Altitude (sometimes called
“dive and drive”) is permitted at pilot’s discretion, but is not
recommended.
2.3.4 NPA as a 2D or 3D operation. An NPA procedure flown using
the charted altitude/distance scale to determine the aircraft’s rate
of descent is considered a 2D instrument approach operation.
Where the advisory vertical guidance is calculated and provided
by onboard navigation equipment, the approach can be flown as
a 3D instrument approach operation. Advisory vertical guidance
is generated by aircraft navigation systems to assist pilots in
managing vertical navigation but provides no assurance of
compliance with the decent limitations specified for the NPA
procedure. Accordingly, it is vital that pilots conform with
Segment Minimum Safe Altitude and MDA requirements
regardless of any advisory vertical guidance information provided
by the aircraft’s system. NPA procedures using advisory vertical
guidance will not be charted as VNAV capable.
When flying an NPA as a 3D operation (e.g. CDFA), pilots should
initiate any missed approach at an altitude above the MDA to
ensure the aircraft does not descend below the published MDA.
2.3.5 Vertical Profile - NPA Without Distance Measuring. As these
types of procedures are time based, a 3° profile cannot be
published. Accordingly, a Procedure Altitude will be published to
establish the top of descent at the beginning of the inbound leg.
This altitude will provide the necessary obstacle clearance in
addition to keeping the outbound and inbound rates of descent
within the PANS-OPS limits.

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2.4 Procedure Entry
2.4.1 An aircraft which is not required to hold or to lose height in a
holding pattern may commence the approach without entering
the holding pattern if:
a. in controlled airspace, ATC has cleared the aircraft for the
approach;
b. in any airspace, for procedures using navaids:
(1) the reversal procedure entry requirements of para 2.7 are
satisfied; or
(2) the DME arc entry requirements of para 2.8 are satisfied;
or
(3) the en route track to the procedure’s commencement fix
or facility is within 30° either side of the first track of the
procedure.
c. for procedures using GNSS:
(1) in any airspace, the aircraft is tracking to an initial
approach waypoint from within the capture region (see
Figure 2.1 and Figure 2.2) for that waypoint; or
(2) in controlled airspace, the aircraft is being vectored to
intercept the initial approach segment or is tracking direct
to the intermediate fix.
Note to c.(1): The first track of a GNSS procedure must be joined
using the tracking guidance provided by the GNSS receiver.
Note to c.(2): “direct to” clearances may be requested to the
intermediate fix (IF) provided that the resultant track change at
the IF does not exceed 45°.

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ENR 1.5 - 20 10 NOV 2016 AIP Australia

Figure 2.1- RNAV GNSS (or RNP APCH) Approach Capture Regions
(Three Initial Approach Waypoints)

Figure 2.2 - RNAV GNSS (or RNP APCH) Capture Regions (Two Initial
Approach Waypoints)

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AIP Australia 10 NOV 2016 ENR 1.5 - 21

2.5 Approach Segments and Fixes

2.5.1 Fixes associated with segments occur at the beginning of their
segment.The initial, final and missed approach fixes are shown.
In addition, an area for circling the aerodrome in visual conditions
is considered.
2.5.2 Segment Parameters.Segment parameters are defined in ICAO
PANS OPS. Parameters significant to flight handling are as
follows:
SEGMENT PARAMETER VALUE/COMMENT
Arrival As for en route flight Nil
Initial Descent Gradient and See para 1.20
Rate
Intermediate Bank Angle See para 1.23
Final Speed Navigation Aid See Table 1.1
Tracking See para 1.21
Missed Approach Nominal Path Gradient 2.5%
Average Achieved Bank 15°
Angle
Speed See Table 1.1
Table 2.1
2.6 Missed Approach Procedure
2.6.1 The MAPT in a procedure may be:
a. the point of intersection of an electronic glide path with the
applicable DA/RA Height; or
b. a navigational facility; or
c. a fix; or
d. a specified distance from the FAF, or
e. a waypoint.
Note: If the MAPT is defined by distance, a distance/
groundspeed/time table will be provided to enable pilots to
establish the MAPT by DR from the FAF.

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2.6.2 If on reaching the MAPT, the required visual reference is not

established, the pilot must immediately initiate the published
missed approach procedure or, where applicable, comply with
alternative ATC instructions. The phrase ‘or as directed by ATC’
is included in published missed approach instructions for
applicable instrument approach procedures.
2.6.3 A published missed approach procedure must not be flown
unless commenced at the MAPT. If a missed approach climb is
initiated before the MAPT, the aircraft must track to the MAPT
before commencing the missed approach procedure.
2.7 Reversal Procedures
2.7.1 General. Reversal procedures are used to establish the aircraft
inbound on an intermediate or final approach track at the desired
altitude. A reversal procedure consists of an outbound track
followed by a turning manoeuvre in order to reverse direction
onto the inbound track. The procedure can be a procedure turn
or a base turn
2.7.2 Types. Reversal procedures are illustrated at Figure 2.3 and de-
scribed below:
a. Procedure Turn (45°/180°), consisting of a specified
outbound track and timing from the facility or fix, a 45° turn
away from the outbound track for 1 minute from the start of
turn for categories A and B aircraft (1 minute 15 seconds from
the start of turn for categories C, D and E aircraft), followed by
a 180° turn in the opposite direction to intercept the inbound
track [see Figure 2.3 (a)]. The 45°/180° procedure turn is an
alternative to the 80°/260° procedure turn [paragraph (b)
below] unless specifically excluded.
Note: Some instrument approach procedures require a
procedure turn after passing over a navigation aid or fix. Where
this requirement exists, the turn must be initiated immediately
after passing over the navigation aid or fix.
b. Procedure Turn (80°/260°), consisting of a specified
outbound track and timing from the facility or fix, an 80° turn
away from the outbound track, followed by a turn of 260° in
the opposite direction to intercept the inbound track [see
Figure 2.3 (b)].The 80°/260° procedure turn is an alternative
to the 45°/180° procedure turn unless specifically excluded.

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AIP Australia 10 NOV 2016 ENR 1.5 - 23
Note: Some instrument approach procedures require a
procedure turn after passing over a navigation aid or fix. Where
this requirement exists, the turn must be initiated immediately
after passing over the navigation aid or fix
c. Base Turn, consisting of a specified outbound track and
timing or DME distance from a facility, followed by a turn to
intercept the inbound track (see Figure 2.3 (c)). The outbound
track and/or time may be different for differing aircraft
performance categories.

Figure 2.3
2.7.3 Entry. Reversal procedures must be entered from a track within
±30° of the outbound track of the reversal procedure (see Figure
2.4). However, for base turns, where the ±30° direct entry sector
does not include the reciprocal of the inbound track, the entry
sector is expanded to include it (see Figure 2.5). Where entry is
required from tracks outside these limits, manoeuvring to
establish the aircraft onto the outbound track must be in
accordance with the entry procedures associated with the
holding pattern

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ENR 1.5 - 24 10 NOV 2016 AIP Australia

Figure 2.4 - Direct Entry to Procedure Turn

Figure 2.5 - Direct Entry to Base Turn

2.8 DME Arcs

2.8.1 DME arcs must be joined at or before an IAF and at an altitude
not below the relevant MSA or the appropriate sector DME
Arrival step.
3. HOLDING PROCEDURES
3.1 General
3.1.1 When holding is required in a specified pattern the procedures
set out in this section must be used.
3.1.2 Shape and terminology associated with a standard holding
pattern are given in Figure 3.1.
3.1.3 Right turns holding patterns are standard holding patterns and
must be flown unless the AIP chart depicts, or ATC directs,
otherwise.

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AIP Australia 09 NOV 2017 ENR 1.5 - 25
3.1.4 Some area navigation systems are unable to fly non-area
navigation holding patterns with strict compliance with the PANS-
OPS, Volume II, assumptions. These systems may not be used
operationally unless the operator has obtained approval in writing
that CASA is satisfied that the area navigation system
commands will contain the aircraft within the basic holding area
defined by PANS-OPS, Volume II, for the environmental
conditions assumed by those criteria. Where approval has been
given, the pilot must verify over flight of the stipulated fixes by
means of the reference facility.
3.2 Limitations
3.2.1 Unless otherwise specified, holding procedures are subject to the
following limitations:
a. Speed. Indicated speed must not exceed
(1) up to and including FL140
– 230KT, or
– 170KT for holding where the approach is limited to Cat A
and B aircraft only;
(2) above FL140 up to and including FL200, 240KT; and
(3) above FL200, 265KT.
Note: Above the highest MSA in turbulent conditions, speeds
may be increased to the lesser of 280KT or M0.8 subject to ATC
approval in CTA.
b. Outbound timing begins abeam the fix or on attaining the
outbound heading, whichever comes later.
c. Time/Distance outbound. The outbound leg must be no
longer than:
(1) up to and including FL 140 – 1 minute or the time or
distance limit specified on the chart;
(2) above FL 140 – 1.5 minutes or the time or distance limit
specified on the chart.
d. Turns. All turns in nil wind should be at a bank angle of 25° or
Rate One, whichever requires the lesser bank.

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ENR 1.5 - 26 09 NOV 2017 AIP Australia

e. Wind allowance. Allowance should be made in heading and

timing to compensate for the effects of wind to ensure the
inbound track is regained before passing the holding fix
inbound. Full use should be made of indications available
from the aid and estimated or known winds.
f. Exiting. For ATC traffic management, jet aircraft in CTA must
leave an en route holding pattern at 250KT IAS, unless
otherwise advised by ATC. Pilots may request a variation to
this requirement.

Figure 3.1 - Shape and Terminology Associated With Right Turn Holding
Patterns.

3.3 Entry Into the Holding Pattern

3.3.1 The entry into the holding pattern must be according to heading
in relation to the three entry sectors shown in Figure 3.2 a and b,
recognising a zone of flexibility of 5° on either side of the sector
boundaries. For holding on a VOR intersection, the entry track is
limited to the radials forming the intersection. For holding on a
VOR/DME fix the entry track is limited to either the VOR radial,
DME arc or alternatively along the entry radial to a VOR/DME fix
at the end of the outbound leg, as published.

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AIP Australia 09 NOV 2017 ENR 1.5 - 27

Figure 3.2 a Right Turn Holding Procedure

Figure 3.2 b Left Turn Holding Procedure

3.3.2 Entry from Sector 1 (Parallel entry):

a. On reaching the holding fix, the aircraft is turned onto an out-
bound heading (to track parallel with the inbound track) for the
appropriate period of time (taken from over or abeam the
holding fix whichever is later), or until reaching the limiting
DME distance if earlier; then
b. the aircraft is turned onto the holding side to intercept the
inbound track or to return to the fix; and then
c. on the second arrival over the holding fix, the aircraft is turned
to follow the holding pattern.
3.3.3 Entry from Sector 2 (Offset entry):
a. On reaching the holding fix, the aircraft is turned onto a
heading to make good a track making an angle of 30° from
the reciprocal of the inbound track on the holding side; then
b. flown outbound:
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(1) for the appropriate period of time from the holding fix,
where timing is specified, up to a maximum of 1 minute 30
seconds; or, if earlier,
(2) until the appropriate limiting DME distance is attained,
where distance is specified; then
c. the aircraft is turned in the direction of the holding pattern to
intercept the inbound holding track; then
d. on second arrival over the holding fix, the aircraft is turned to
follow the holding pattern.
3.3.4 Entry from Sector 3 (Direct entry). On reaching the holding fix,
the aircraft is turned to follow the holding pattern. Outbound
timing begins abeam the fix or, when the abeam position cannot
be determined, from completion of the outbound turn.
3.3.5 DME Arc Entry. Having reached the fix, the aircraft must enter
the holding pattern in accordance with either the Sector 1 or
Sector 3 entry procedure.
3.4 Standard Holding Pattern
3.4.1 When flying the standard holding pattern, an aircraft must:
a. follow the prescribed track inbound to the holding fix;
b. execute a 180° turn in the direction specified, so as to fly
outbound a track parallel to the inbound track;
c. continue outbound to the earlier of the time, or the DME limit
specified; and
d. execute a 180° turn to realign the aircraft on the inbound
track.
3.5 DME limit
3.5.1 The “DME Limit”, where prescribed for holding patterns, is the
DME distance at which the outbound leg of the holding pattern
must be terminated and the turn to the reciprocal track
commenced.
3.6 Shortening
3.6.1 The pilot may shorten the holding pattern to leave the holding fix
at a specified time. For prolonged holding at a level not limited by
obstacles, the length of the pattern maybe increased, subject to
ATC approval where appropriate.

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AIP Australia 09 NOV 2017 ENR 1.5 - 29
3.7 Descent in Holding Pattern
3.7.1 Subject to ATC approval, where appropriate, aircraft may
descend as required.
4. AERODROME METEOROLOGICAL MINIMA
4.1 Ceiling and Visibility Minima
4.1.1 The ceiling and visibility minima prescribed in this part are the
meteorological conditions under which an aircraft may take off or
land at an aerodrome. The meteorological conditions for a
particular aerodrome are below the minima for the aerodrome
when, in the airspace encompassing the intended flight path:
a. the total cloud amount below the ceiling minimum specified is
continuously greater than SCT; or
b. the visibility is continuously below the visibility specified.
Note: MDA equals ceiling minimum plus the elevation of the
aerodrome.
4.2 Runway Visual Range and Runway Visibility
4.2.1 In Australia, Runway Visual Range (RVR) observations are
based solely on the information provided by instrumented
systems such as transmissometers. RVR observations
representative of the touchdown, midpoint and rollout/stop end
zones are automatically displayed in the local ATC unit. At
locations where RVR information is accessible to the Bureau of
Meteorology, the RVR is included in METAR and SPECI reports.
4.2.2 At places not equipped with RVR sensors or where one or more
RVR sensors are unserviceable, a Runway Visibility (RV)
assessment may be provided instead. An RV assessment is a
report on the visibility in the touchdown and midpoint zones of a
runway, and is assessed by a ground observer counting visible
runway lights or visibility markers.
4.2.3 An RV assessment is NOT a substitute for a required RVR
observation and CANNOT be used:
a. for SA CAT I, SA CAT II, CAT II and CAT III precision
approaches, or
b. for CAT I approaches when the visibility is less than 800M, or
c. for low visibility take-offs where the visibility is less than 350M.

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An RV assessment is a subset of a general visibility observation

and is intended to provide visibility information specific to a
particular runway; which may be more useful to a pilot than the
overall ground visibility.
4.2.4 Pilots will be notified by ATIS broadcast or directed transmission
if RVR/RV is not available when visibility is less than 800M.
4.2.5 See GEN 3.4 para 5.8 Meteorological Information for the relevant
RVR/RV phraseologies.
4.3 Take-off minima for qualifying multi-engine IFR aeroplanes
4.3.1 The take-off minima in Section 4.3 applies to a multi-engine IFR
aeroplane that meets each of the following requirements (a
qualifying multi-engine aeroplane):
a. the aeroplane is:
(1) 2 pilot operated; or
(2) a single pilot operated jet aeroplane; or
(3) a single pilot operated propeller aeroplane with operative
auto feather; and
b. for an aeroplane with a MTOW exceeding 5,700KG - the
aeroplane is able to meet the relevant obstacle clearance
requirements of CAO 20.7.1B; and
c. for an aeroplane with a MTOW not exceeding 5,700KG:
(1) the gross climb gradient performance is at least 1.9%
under ambient conditions with the loss of the most critical
engine; and
(2) the aeroplane engine-out climb gradient under ambient
conditions specified in the manufacturer’s data is at least
0.3% greater than the obstacle free gradient for the run-
way length required; and
(3) the pilot in command uses published obstacle free
gradients only if such gradients are surveyed to at least a
distance of 7,500M from end of TODA; and
Note: All runways with strip widths of 150M or greater are
surveyed to 7,500M unless otherwise annotated in the AIP.

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AIP Australia 24 MAY 2018 ENR 1.5 - 31
(4) an operator-established obstacle free gradient is used
only if:
– the gradient (having a 150M baseline at the end of
TODA), 12.5% splays, and 7,500M distance) is
established not more than 30° from runway heading; and
– the procedures involve not more than 15° of bank to
track within the splay; and
d. for a two pilot operation – each pilot is:
(1) endorsed on type; and
(2) multi-crew trained on type; and
(3) multi-crew proficiency checked within the previous 13
months; and
(4) instrument rated.
4.3.2 The take-off minima for a qualifying multi-engine aeroplane are:
a. a ceiling of zero feet; and
b. visibility of:
(1) 550M – but only if the following conditions are complied
with:
– the runway must have illuminated edge lighting at
spacing intervals not exceeding 60M, and centreline
lighting or centreline markings; and
– as prescribed in Part 139 Manual of Standards –
Aerodromes; the aerodrome has secondary power
supply for runway lighting with a switchover capability of
one second or less for runway centreline lights or runway
edge lights where centreline lighting is not provided, and
– if the aerodrome is an non-controlled aerodrome, or a
controlled aerodrome without ATC in operation the take-
off must be conducted by day only, and the aerodrome
must be one at which carriage of radio is mandatory; or
(2) 800M.
4.3.3 It is a condition of the use of the take-off minima in Section 4.3
that the pilot in command of the aeroplane must ensure that:

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ENR 1.5 - 32 24 MAY 2018 AIP Australia

a. if a return to land at the departure aerodrome will be

necessary in the event of an engine failure - the
meteorological conditions must be at or above instrument
approach and landing minima for the aerodrome or such as to
allow a visual approach; and
b. if engine failure occurs at any time after V1, lift-off, or
encountering non - visual conditions, terrain clearance is
assured until reaching either en route LSALT or departure
aerodrome MSA; and
c. if a return to the departure aerodrome is not possible - the
aeroplane’s performance and fuel availability must each be
adequate to enable the aeroplane to proceed to a suitable
aerodrome, having regard to terrain, obstacles and route
distance limitations.
4.4 Take-off minima for other IFR aeroplanes
4.4.1 The take-off minima in Section 4.4 applies to an IFR aeroplane
that is NOT a qualifying multi-engine aeroplane within the
meaning of Section 4.3.
4.4.2 The take-off minima for the aeroplane are:
a. a ceiling of 300FT; and
b. visibility of 2,000M.
4.4.3 It is a condition of the use of the minima in Section 4.4 that the
pilot in command of the aeroplane must ensure that:
a. terrain clearance is assured until reaching either en route
LSALT or departure aerodrome MSA; and
b. if a return to the departure aerodrome is not possible - the
aeroplane’s performance and fuel availability are each
adequate to enable the aeroplane to proceed to a suitable
aerodrome, having regard to terrain, obstacles and route
distance limitations.
4.4.4 It is a condition of the use of the minima in Section 4.4 by a multi
engine aeroplane that:
a. if a return to land at the departure aerodrome will be
necessary in the event of an engine failure, the meteorological
conditions must be at or above instrument approach and
landing minima for the aerodrome or such as to allow a visual
approach; and

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AIP Australia 24 MAY 2018 ENR 1.5 - 33
b. if engine failure occurs at any time after V1, lift-off, or
encountering non-visual conditions terrain clearance must be
assured until reaching either en route LSALT or departure
aerodrome MSA.
D
4.5 Take-off minima for qualifying multi-engine IFR helicopters
4.5.1 The take-off minima in Section 4.5 applies to a multi-engine IFR
helicopter operating in PC1 or PC2 (a qualifying multi-engine
helicopter).
4.5.2 The minima for a qualifying multi-engine helicopter are:
a. clear of cloud:
(1) for helicopters operating in PC1 - until attaining the
greater of Vyse or Vmin IMC; or
(2) for helicopters operating in PC2 - until attaining the
greater of Vyse or Vmin IMC, and passing the defined point
after take-off; and
b. visibility of:
(1) 800M; or
(2) 550M, but only if the relevant runway or helicopter landing
site has:
– illuminated edge lighting at spacing intervals not
exceeding 60M; and
– centreline lighting or centreline markings; and
– as prescribed in Part 139 Manual of Standards –
Aerodromes; the aerodrome has secondary power
supply for runway lighting with a switchover capability of
one second or less for runway centreline lights or runway
edge lights where centreline lighting is not provided.
4.5.3 It is a condition of the use of the minima in Section 4.5 that after
entering instrument meteorological conditions the take-off must
be conducted:
a. either:
(1) in accordance with published IFR departure procedures;
or
(2) if there are no published procedures - such that terrain
clearance is assured; and

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ENR 1.5 - 34 24 MAY 2018 AIP Australia

b. in the event of an engine failure:

(1) after encountering non-visual conditions, terrain
clearance is assured until reaching either the en route
LSALT or departure aerodrome MSA; and
(2) if a return to land at the departure aerodrome is required -
the meteorological conditions must be at, or above,
instrument approach and landing minima for the
aerodrome or such as to allow a visual approach; and
(3) if a return to the departure aerodrome is not possible - the
helicopter's performance and fuel availability must each
be adequate to enable the helicopter to proceed to a
suitable aerodrome, having regard to terrain, obstacles
and route distance limitations.
4.6 Take-off minima for other IFR helicopters
4.6.1 The take-off minima in Section 4.6 applies to an IFR helicopter
that is NOT a qualifying multi-engine helicopter within the
meaning of Section 4.5.
4.6.2 The minima for the helicopter are:
a. a ceiling of 500FT; and
b. visibility of 800M.
4.6.3 It is a condition of the use of the minima in Section 4.6 that after
entering instrument meteorological conditions the take-off must
be conducted either:
a. in accordance with published IFR departure procedures; or
b. if there are no published procedures - such that terrain
clearance is assured, until reaching either en route LSALT or
departure aerodrome MSA and safe flight to a suitable
destination or alternate, or a return to land can be made.
4.6.4 For non-qualifying multi-engined helicopter, it is a condition of the
use of the minima in Section 4.6 that if a return to land at the
departure aerodrome will be necessary in the event of an engine
failure, that:
a. the meteorological conditions must be at or above instrument
approach and landing minima for the aerodrome or such as to
allow a visual approach; or

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AIP Australia 24 MAY 2018 ENR 1.5 - 35
b. if a return to the departure aerodrome is not possible - the
helicopter’s performance and fuel availability must each be
adequate to enable the helicopter to proceed to a suitable
aerodrome, having regard to terrain, obstacles and route
distance limitations.
4.7 Landing Minima
4.7.1 Aerodromes without approved instrument approach
procedures
IFR Day - visual approach requirements.
IFR Night - VMC from LSALT within 3NM.
4.7.2 Aerodromes with approved non-precision approach
procedures
IFR Day and Night - minima specified in the relevant Instrument
Approach Chart. However if the installed HIAL on a runway is not
available, the landing visibility minima for a Localiser (LOC)
approach must be increased by 900M.
4.7.3 Aerodromes with approved precision approach CAT I
procedures
Published precision approach CAT I DA and visibility minima
may be used, except that:
a. minimum visibility 1.5KM is required when precision approach
CAT I lighting system (also known as HIAL) is not available
b. minimum visibility 1.2KM is required unless:
(1) the aircraft is manually flown at least to the CAT I DA
using a flight director or approved HUD; or the aircraft is
flown to the CAT I DA with an autopilot coupled (LOC and
GP or GLS); and
(2) the aircraft is equipped with a serviceable failure warning
system for the primary attitude and heading reference
systems; and
(3) high intensity runway edge lighting is available.
c. minimum visibility 0.8KM is required if instrumented RVR
information in the threshold zone is not available.

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d. A380 operators must use CAT I DA at Darwin, Sydney,

Brisbane, Melbourne, Alice Springs, Perth, Adelaide and
Townsville only where specific calculations have been
confirmed. Otherwise and for other locations, A380 operators
must use the LOC MDA.
4.7.4 Correction of Instrument Procedure Minima for non-
standard temperatures
Pressure altimeters are calibrated to indicate true altitude under
ISA standard conditions. Any deviation from ISA will result in an
erroneous altimeter reading. In cold conditions the true altitude
will be lower than the indicated altitude and will reduce the
obstacle clearance margins incorporated into instrument
procedures. Published landing minima do not make any
allowance for non-standard temperatures at the QNH source
(usually the aerodrome of destination).
This effect, and various methods to address it, is discussed in
ICAO Doc 8168, Vol I (PANSOPS), Part III, Section 1, Chapter 4.
A correction must be added to the published MDA or DA and
procedure altitudes when the temperature at the aerodrome of
landing is less than ISA -15° C. Altitude corrections can be
determined by charts DAP 2-2 and 2-3 and the worked example
at DAP 1-1, para 1.5 as detailed in the Departure and Approach
Procedures (DAP) publications.
5. APPLICATION OF AERODROME METEOROLOGICAL
MINIMA
5.1 Pilot Responsibilities
5.1.1 Prior to take-off and when an aircraft reaches the DA, MDA or RA
Height, the pilot in command is responsible for assessing
whether the meteorological conditions are equal to or better than
the minimum prescribed for take-off or landing as applicable. A
pilot must not take-off or, except in an emergency, land or
continue an approach below the prescribed DA, MDA or RA
Height for the approach being conducted when any element of
the prescribed meteorological criteria is continuously less than
the minima for the aircraft performance category (CAR 257).
5.2 ATC Assessment
5.2.1 Whilst the decision to operate is solely that of the pilot in
command, ATC will provide the pilot in command with an
assessment of ceiling and/or visibility as follows:

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AIP Australia 24 MAY 2018 ENR 1.5 - 37
a. Take-off. Ceiling and visibility will be assessed in the airspace
enclosing the expected path of the aircraft during take-off and
initial climb.
b. Landing. Ceiling and visibility will be assessed in the
airspace enclosing the expected final approach path and
runway to be used.
5.3 QNH Sources
5.3.1 Prior to passing the IAF, pilots are required to set either:
a. the actual aerodrome QNH from an approved source, or
b. the Aerodrome Forecast (TAF) QNH, or
c. the forecast area QNH
5.3.2 Where instrument approach charts are identified by a shaded
background to either the minima titles for IAL charts or the
published minima for DME or GPS arrival procedures, landing,
circling and alternate minima have been calculated assuming the
use of Aerodrome Forecast (TAF) QNH. These minima may be
reduced by 100FT whenever an actual aerodrome QNH is set.
Approved sources of actual QNH are ATC and ATIS except
when the aerodrome forecast QNH is provided, AWIS and CASA
approved meteorological observers. An actual aerodrome QNH
obtained from an approved source is valid for a period of 15
minutes from the time of receipt.
Note: METAR QNH does not meet this requirement.
5.3.3 When the actual aerodrome QNH is not available, ATC will report
the Aerodrome Forecast (TAF) QNH on the ATIS. The ATIS will
include information in the format “ACTUAL QNH NOT
AVAILABLE, AERODROME FORECAST QNH...”
Note: Forecast QNH reported by ATC or on the ATIS is not an
approved source of actual QNH.
5.3.4 Where the forecast area QNH is used, the minima used must be
increased by 50FT.
6. ALTERNATE WEATHER MINIMA
6.1 IFR Flights
6.1.1 Each approach chart shows the ceiling and visibility minima to be
compared with the meteorological forecasts and reports to deter-
mine both the need to provide for an alternate aerodrome and
the suitability of an aerodrome as an alternate.

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Note: Requirements for an aerodrome without an instrument

approach procedure are detailed at ENR 1.1 sub-para
11.8.2.12c.
6.2 Special Alternate Weather Minima
6.2.1 Special alternate weather minima are available for specified
approaches at some aerodromes for use by aircraft with dual
ILS/VOR approach capability; i.e. with duplicated LOC, G/P,
marker and VOR receivers. The requirement for duplicated
marker receivers may be satisfied by one marker receiver and
DME. (The assumption is that such aircraft will also have two
ADF systems, when an NDB is used for the ILS).
6.2.2 Special alternate weather minima are identified on applicable
instrument approach charts by a double asterisk adjacent to the
ALTERNATE title and a note detailing the special minima.These
special alternate minima will not be available (minima will revert
to the standard alternate minima) during periods when:
a. local METAR/SPECI or forecasting services are not available;
or
b. an aerodrome control service is not provided.
The non-availability of MET or ATS services will be notified by
NOTAM.
6.2.3 Where:
a. there is a protracted unserviceability (i.e. more than seven
days) of any one VHF approach aid, or
b. facilities required for the conduct of a VHF-based instrument
approach and landing are unserviceable or not available,
Airservices Australia will, if necessary, advise the non-availability
of, or any revision to, special alternate minima by NOTAM.
7. PRECISION APPROACH OPERATIONS
7.1 General
7.1.1 Precision approach operations involve the use of either ILS or
GLS facilities.
7.1.2 An ILS supports all types of precision approach operations. The
ground facilities comprise localiser equipment, glide path
equipment and marker beacons, usually supported by an NDB or
dedicated DME.

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AIP Australia 24 MAY 2018 ENR 1.5 - 39
7.1.3 A GLS currently supports precision approach operations with
minima as low as CAT I, but with the future potential for
supporting CAT II and III operations. A GLS consists of a GBAS
ground station located on or in the vicinity of one or more
aerodromes and an aircraft subsystem. The GBAS provides data
and corrections for the GNSS ranging signals over a digital VHF
data broadcast to the aircraft subsystem. The aircraft subsystem
translates the position signal into flight guidance similar to that
provided for an ILS.
D
ILS Caution:
1. False courses may exist or course reversals may occur
outside the sector 35° (or 20° at certain aerodromes specified in
ERSA) either side of the localiser course.
2. Back beam radiation of a ILS LOC can be received and
displayed on aircraft navigation instrumentation. Pilots should be
alert to this possibility at locations providing ILS/LOC approaches
on reciprocal runways.
3. A severe and sudden pitch-up upset can occur in cases when
the aircraft:
a. intercepts an ILS glidepath from above; or
b. during an ILS approach, deviates significantly above the
normal glidepath angle.
Caution should be exercised in such situations particularly for
autopilot coupled approaches. See AIC 14/14.
7.2 Failures
a. NDB. In the event of an NDB failure, aircraft must join the ILS
outside the outer marker as directed by NOTAM or ATC.
b. Glide path. In the event of glide path failure, only the localiser
procedure is available.
c. Markers. Where marker beacons are not available, aircraft
may use the ILS if the alternate fixes nominated on the IAL
chart or by NOTAM are used for altimeter checks.
d. GBAS. If GBAS fails, GLS approaches are not available.

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7.3 Altimeter Checks and Flight Tolerances

7.3.1 The final approach segment contains a fix at which the glide
path/altimeter relationship should be verified. If the check
indicates an unexplained discrepancy, the ILS/GLS approach
should be discontinued. Pilots must conform to the following
flight tolerances:
a. To ensure obstacle clearance, both LOC/GLS final course and
glideslope should be maintained within half scale deflection
(or equivalent on expanded scale).
b. If, at any time during the approach after the FAP, the LOC/
GLS final approach or glideslope indicates full scale
deflection a missed approach should be commenced.
7.4 Protection of GLS Critical and Sensitive Areas
7.4.1 There are no GLS critical and sensitive areas.
Note: A CAT I GLS is not required to support autoland
operations. Pilots are responsible for obtaining information
necessary to make operational decisions to conduct a GLS
autoland.
8. STANDARD INSTRUMENT DEPARTURES
8.1 General
8.1.1 The pilot must advise ATC if cleared via a SID which requires the
use of navigation aids not available to the aircraft.
8.1.2 SID procedures assume that pilots will not compensate for wind
effects when being radar vectored, but will compensate for
known or estimated wind effects when flying departure routes
which are expressed as tracks.
8.1.3 SID procedures may be flown by aircraft already airborne
provided that, before commencing a SID, the pilot visually
positions the aircraft over the runway centre line so that all
tacking and altitude restrictions can be met.
8.1.4 Each SID procedure specifies the minimum design climb
gradient that ensures obstacle clearance. Where the initial
required climb gradient exceeds 3.3%, the altitude at which a
3.3% climb gradient may be flown is also shown. A gradient
shown in brackets specifies the climb gradient required to remain
inside controlled airspace.

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AIP Australia 24 MAY 2018 ENR 1.5 - 41
8.1.5 The climb gradient shown on a Radar SID chart provides
obstacle clearance up to the MSA/LSALT. ATC will assign a
departure heading to be flown after the initial take-off phase. The
pilot is not to commence the take-off without having obtained the
assigned departure heading and should advise ATC if the
heading is unacceptable.
8.1.6 If a SID chart has multiple climb gradient sectors, ATC will not
issue heading instructions to an airborne aircraft that would
require the pilot to adopt a higher climb gradient than the
gradient specified for the initial departure heading.
8.1.7 When the aircraft is above the MVA, any subsequent changes of
headings are ATC vectors and ATC will issue instructions that
ensure prescribed obstacle clearance will exist at all times.
8.1.8 The climb gradient requirements of a Radar SID cease when the
aircraft reaches the MSA/LSALT as applicable.
8.2 SID Procedures
8.2.1 Unless explicitly cancelled or amended by ATC, the pilot must
follow the vertical and lateral profile of the SID and comply with
any published speed restrictions.
8.2.2 The use of a SID designator without a cleared level does not
authorise the pilot to climb on the SID vertical profile.
8.2.3 A level restriction depicted on a SID chart does not authorise a
pilot to climb to meet that restriction. ATC will assign climb to
permit compliance with vertical navigation restrictions. Pilots
must inform ATC if a level restriction cannot be met.
8.2.4 ATC level change instructions to aircraft on a SID will indicate if
published level and/or speed restrictions are to be followed or are
cancelled.
8.2.5 When conducting a SID, the priority is to meet the vertical
navigation restrictions of the SID. When speed restrictions do not
enable the aircraft to meet a SID level restriction, the pilot must
advise ATC of any speed deviation requirement at ACD stage or
as soon as the situation is identified. Pilots must advise ATC
when able to resume the SID speed restrictions.
8.2.6 For ATC traffic management: unless varied by ATC, DAP or
ERSA, at or before 3,000FT AGL or at the completion of a noise
abatement procedure, jet aircraft departing Class C aerodromes
must:

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a. commence acceleration to 250KT IAS; and

b. maintain 250KT until leaving 10,000FT AMSL
The pilot must advise ATC, preferably at ACD stage, if the
aircraft will be unable to comply.
8.2.7 Cancellation of ‘published speed restrictions’ cancels all speeds
published on the SID chart. Cancellation of ‘ATC-issued speed
control instructions’ cancels any speed control instructions
issued by ATC. Airspace speed limitations must be compiled with
unless specifically cancelled.
8.2.8 When a departing aircraft is cleared to proceed direct to a
published waypoint on the SID, the speed and level restrictions
associated with the bypassed waypoints are cancelled. The pilot
must comply with any published SID speed and level restrictions,
at and after the waypoint where the SID is rejoined. An aircraft
cleared to bypass one or more waypoints on a SID will not
receive a specific instruction to rejoin the SID.
8.2.9 When a departing aircraft is vectored or cleared to proceed away
from the SID, all the published speed and level restrictions of the
SID are cancelled. ATC will notify the pilot if there is an
expectation the aircraft will subsequently rejoin the SID.
Note: Unless specifically cancelled by ATC, any ATC traffic
management speed specified in ERSA will apply to aircraft when
vectored or cleared away from a SID.
8.2.10 ATC instructions to rejoin a SID will specify any transition
restrictions that must be complied with up to, but not including
the waypoint where the SID is rejoined. The pilot must comply
with any published SID speed and level restrictions, at and after
the waypoint where the SID is rejoined.
8.2.11 In a surveillance environment prior to take-off, ATC may cancel a
procedural SID and:
a. issue a radar SID; or
b. require the aircraft to depart on runway track using the climb
gradient specified in the cancelled SID. In this case, ATC will
use the phrase “CANCEL SID, MAINTAIN RUNWAY TRACK
(three digits) DEGREES”.
Note: For the application of this procedure, the runway and radar
SID tracks must be coincident up to the MVA.

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8.2.12 In VMC by day, the pilot may request, or ATC may offer a visual
departure.
8.2.13 When a departure report is required during a SID, the SID
designator must be included in the report.
8.2.14 For a Radar SID, the direction of turn and assigned heading must
be advised in the airborne report.
D
9. NOISE ABATEMENT PROCEDURES
9.1 Application
9.1.1 Noise Abatement Procedures (NAPs) normally apply to all
jet-propelled aircraft and other aircraft having a MTOW
exceeding 5,700KG.
Note: A subsonic jet-propelled aircraft will not be permitted to
operate in Australia unless it meets the requirement of ICAO
ANNEX 16, VOL 1, Chapter 3.
9.1.2 Where noise abatement procedures are prescribed, and ATC
traffic management permits, the runway nomination provisions of
DAP NAP will be applied. Not withstanding this, noise abatement
will not be a determining factor in runway selection under the
following circumstances (unless required by Noise Abatement
legislation):
a. in conditions of low cloud, thunderstorms and/or poor
visibility;
b. for runway conditions that are completely dry:
(1) when the crosswind component, including gusts, exceeds
20KT;
(2) when the tailwind component, including gusts, exceeds
5KT;
c. for runway conditions that are not completely dry:
(1) when the crosswind component, including gusts, exceeds
20KT;
(2) when there is a tailwind component;
d. when wind shear has been reported;
e. when, in the opinion of the pilot in command, safety would be
prejudiced by runway conditions or any other operational
consideration.

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9.1.3 Preferred flight paths for arriving and departing aircraft have
been determined for particular locations. For departing aircraft
they may be in the form of a SID. Arriving aircraft must not make
approaches to land below the visual or electronic glide paths for
the runway in use. The requirement to follow the noise
abatement flight paths shall be subject to a specific ATC
clearance or instruction, and may be varied by ATC for
operational reasons, e.g. weather, traffic complexity.
9.1.4 Aircraft operating outside tower hours of operation (at locations
which do not have continuous tower services) must comply with
relevant noise abatement procedures only where they do not
conflict with circuit direction requirements detailed in the ERSA
entry for that location.
9.1.5 Noise abatement departure procedures will be developed by the
operator for each aeroplane type in accordance with the
requirements of ICAO Procedures for Air Navigation Services -
Aircraft Operations (PANS-OPS) Vol. I, Part V, Chapter 3, and
are subject to approval by CASA.
9.1.6 Noise abatement departure procedures must be used by jet-
propelled aircraft from the locations and runways identified under
the NAPs published in DAP East and West. The departure
procedure to be used on a specific departure should satisfy the
noise abatement objectives of the aerodrome operator in
alleviating noise either close to the aerodrome or distant from the
aerodrome. Examples of such procedures are given in PANS -
OPS Vol. I, Part 1, Section 7, Chapter 3 (NADP 1 and NADP 2).
Note 1: NADP 1 and NADP 2 are EXAMPLES only. The actual
procedures developed by the operator for a specific aircraft type
may vary from these examples provided the minimum
requirements of the procedures are met.
Note 2: The power settings to be used subsequent to the failure
or shutdown of an engine or any other apparent loss of
performance, at any stage in the take-off or noise abatement
climb, are at the discretion of the pilot in command, and noise
abatement considerations no longer apply.
9.1.7 As an alternative to the procedures detailed in para 9.1.6,
operators of aircraft which have engines with a by-pass ratio
greater than 3.5 may use the procedure detailed below:
a. climb at V2 +10KT to V2 +20KT – or body angle limit speed;
and
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AIP Australia 24 MAY 2018 ENR 1.5 - 45
b. maintain take-off power to a height above the aerodrome of
1,000FT:
c. then maintaining a positive rate of climb, accelerate to zero
flap minimum safe manoeuvring speed (VZF) retracting flap on
schedule;
d. then reduce to normal climb power/thrust; and
Note: For aeroplanes with slow flap retraction, reduce power/
thrust at an intermediate flap setting.
e. continue climb at not greater than VZF +10KT to a height
above the aerodrome of 3,000FT:
f. accelerate smoothly to en route climb speed; and
g. maintain runway heading unless required to do otherwise in
accordance with a SID or specific ATC instruction.
9.2 Curfews
9.2.1 There are curfews on some operations at Adelaide, Gold Coast,
Essendon and Sydney airports. For details, see DAP East/West
NAP for those airports.
10. STANDARD INSTRUMENT ARRIVALS (STARs)
10.1 General
10.1.1 The pilot must advise ATC if cleared via a STAR which requires
the use of navigation aids not available to the aircraft.
10.1.2 When a STAR includes more than one instrument termination
procedure, pilots must plan to fly the procedure listed first on the
chart, for that runway. If the listed termination procedure is not
available, e.g. the ILS is not available, pilots must plan for the
next listed procedure.
10.1.3 An operational requirement or pilot request for an alternative
instrument termination procedure should be made prior to the
STAR being issued.
10.1.4 Unless the pilot requests an alternative approach, flights that
have included PBN/T1 in Field 18 of the flight notification form
will normally be issued a STAR with an RNP AR termination
(where published) or an expectation of an RNP AR approach.
Note: At some locations traffic complexity may prevent allocation.
10.1.5 When a clearance for the termination procedure is authorised
e.g. visual approach, the published STAR speed restrictions still
apply unless specifically cancelled.
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ENR 1.5 - 46 24 MAY 2018 AIP Australia

10.2 STAR Procedures

10.2.1 Unless explicitly cancelled or amended by ATC, the pilot must
follow the vertical and lateral profile of the STAR and comply with
any published speed restrictions.
10.2.2 The use of a STAR designator without a cleared level does not
authorise the pilot to descend on the STAR vertical profile.
10.2.3 A level restriction depicted on a STAR chart does not authorise a
pilot to descend to meet that restriction. ATC will assign descent
to permit compliance with vertical navigation restrictions. Pilots
must inform ATC if a level restriction cannot be met.
10.2.4 ATC level change instructions to aircraft on a STAR will indicate
if published level and/or speed restrictions are to be followed or
are cancelled.
10.2.5 Cancellation of ‘published speed restrictions’ cancels all speeds
published on the STAR chart. Cancellation of ‘ATC-issued speed
control instruction’ cancels any speed control instructions issued
by ATC. Airspace speed limitation must be complied with unless
specifically cancelled.
10.2.6 When an arriving aircraft is cleared to proceed direct to a
published waypoint on the STAR, the speed and level restrictions
associated with the bypassed waypoints are cancelled. The pilot
must comply with any published STAR speed and level
restrictions at and after the waypoint where the STAR is rejoined.
An aircraft cleared to bypass one or more waypoints on a STAR
will not receive a specific instruction to rejoin the STAR.
10.2.7 When an arriving aircraft is vectored or cleared to proceed away
from the STAR, all the published speed and level restriction of
the STAR are cancelled. ATC will notify the pilot if there is an
expectation the aircraft will subsequently rejoin the STAR.
Note: Unless specifically cancelled by ATC, any ATC traffic
management speed specified in ERSA will apply to aircraft when
vectored or cleared away from a STAR.
10.2.8 ATC instructions to rejoin a STAR will specify any transition
restrictions that must be complied with up to, but not including
the waypoint where the STAR is rejoined. The pilot must comply
with any published STAR speed and level restrictions, at and
after the waypoint where the STAR is rejoined.

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AIP Australia 24 MAY 2018 ENR 1.5 - 47
10.2.9 Following holding, pilots can expect to continue the previously
issued STAR. ATC will indicate if published level and/or speed
restrictions are to be followed or are cancelled.
10.2.10 Where a STAR incorporates circuit legs to a runway, pilots of
aircraft not equipped with a flight management system may
accept the STAR clearance and request vectors when contacting
Approach Control.
11. DME or GPS ARRIVAL PROCEDURES
11.1 General
11.1.1 The DME or GPS Arrival procedure is an instrument approach
procedure that provides descent guidance along a specified track
or sector, to the visual circling area of an aerodrome. Azimuth
guidance is required from the specified radio navigation aid. The
requirements of subsections 1.7, 1.10 and 1.14 apply (refer to
CAAP 178-1).
11.1.2 Descent is not permitted until the aircraft is established within the
appropriate sector or on the specified inbound track.
11.1.3 If manoeuvring within a sector is required, the pilot must ensure
that the aircraft is contained within the sector, at or above the
appropriate segment minimum safe altitude. Manoeuvring within
a sector after passing the final approach fix is prohibited.
11.2 Use of GNSS
11.2.1 Subject to the restrictions in para 11.2.2, GNSS meeting one
GNSS equipment specifications mentioned in GEN 1.5 Section
2. may be used for distance measurement during the conduct of
a DME or GNSS Arrival.
11.2.2 The following specific restrictions apply to the conduct of a GPS
Arrival:
a. The database medium (card, chip, etc) must be current and of
a kind endorsed by the receiver manufacturer.
b. The coordinates of the destination VOR or NDB, to which the
descent procedure relates, must not be capable of
modification by the operator or crew.
c. GPS integrity (e.g. RAIM) must be available before
descending below the LSALT/MSA.
d. The nominated azimuth aid (VOR or NDB) must be used to
provide track guidance during the arrival procedure.

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e. If at any time during the approach, there is cause to doubt the

validity of the GPS information (e.g. RAIM warning), or if GPS
integrity is lost (e.g. RAIM not available), the pilot must
conduct a missed approach.
D
11.3 Operations in Controlled Airspace
11.3.1 The clearance “CLEARED DME (or GPS) ARRIVAL” constitutes
a clearance for final approach and authorises an aircraft to
descend to the minimum altitude specified in the appropriate
DME or GPS Arrival procedure. ATC is not permitted to impose
any altitude restriction on such a clearance.
11.3.2 When cleared for a DME or GPS Arrival in controlled airspace an
aircraft must not orbit, enter a holding pattern, or use holding
pattern entry procedures. ATC will not issue a clearance for a
DME or GPS arrival that involves the use of a holding pattern
entry procedure.
11.3.3 When ATC cannot issue a clearance for an unrestricted DME or
GPS arrival, the phrase “DESCEND TO (level) NOT BELOW
DME (or GPS) STEPS” may be used. Such an instruction
authorises descent in accordance with the DME or GPS steps
only to the specified altitude.
11.3.4 ATC may clear an aircraft to intercept the final approach segment
of another instrument approach procedure. When clearing an
aircraft for such a procedure, ATC will use the phrase
“DESCEND TO (level) NOT BELOW DME (or GPS) STEPS” and
will issue further instructions prior to the aircraft’s reaching the
cleared level.
11.3.5 Nothing in these procedures absolves the pilot in command from
his/her responsibilities to maintain the aircraft on the authorised
track or within the defined sector.
Note 1: Where the track being flown is not aligned with the
landing runway, a clearance for a DME or GPS Arrival includes a
clearance to manoeuvre within the circling area to position the
aircraft on final for landing.

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AIP Australia 24 MAY 2018 ENR 1.5 - 49
Note 2: Where possible, DME and GPS arrival procedures are
designed to contain the aircraft within controlled airspace and
provide 500FT separation from the CTA lower limit. However,
there are locations where the procedure commences in Class G
airspace, or which can take aircraft into Class G airspace on
descent. Pilots should check procedures to ensure that aircraft
are contained in CTA where required.
D
12. SIGNALS FOR THE CONTROL OF AERODROME TRAFFIC
12.1 Light Signals to Aircraft
Light Signal Meaning in Flight Meaning on Aerodrome
Steady Green Authorised to land if pilot Authorised to take-off if
satisfied no collision risk pilot satisfied no collision
exists. risk exists.
Steady Red Give way to other aircraft Stop.
and continue circling.
Green Flashes Return for landing. Authorised to taxi if pilot
satisfied that no collision
risk exists.
Red Flashes Aerodrome unsafe - do Taxi clear of landing area
not land. in use.
White Flashes No Significance Return to starting point on
Aerodrome.
12.2 Light Signals to Vehicles and Pedestrians
Light Signal Meaning
Green Flashes Permission to cross landing area or to move onto
taxiway.
Steady Red Stop.
Red Flashes Move off the landing area or taxiway and watch out for
aircraft.
White Flashes Vacate the manoeuvring area in accordance with local
instructions.
Note: In emergency conditions or if the above signals are not observed,
the following meaning will be indicated by the use of the runway or taxiway
lighting:

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ENR 1.5 - 50 24 MAY 2018 AIP Australia

Light Signal Meaning

Flashing Vacate the runway or taxiway and observe the tower for
runway or light signal.
taxiway lighting
12.3 Ground Signals to Aircraft
GROUND DESCRIPTION WHERE DISPLAYED MEANING
SIGNAL
Horizontal Adjacent to wind Use only hard
white direction indicator. surface movement
dumb-bell areas. Where there
are sealed and
gravel manoeuvring
areas, use only the
sealed surfaces.
Where there are
constructed gravel
and natural surface
manoeuvring areas,
use only the gravel
surfaces. (see ERSA
FAC for any local
information relating
to the dumb-bell
signal).
White Cross (i) Adjacent to wind (i) Aerodrome
direction indicator. completely
unserviceable.
(ii) On manoeuvring (ii) An area marked
area. by a cross or
crosses with the
limit delineated
by markers is
unfit for use by
aircraft.
White Double Adjacent to wind Gliding operations in
Cross. direction indicator progress.

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AIP Australia 10 NOV 2016 ENR 1.6 - 1

ENR 1.6 ATS SURVEILLANCE SERVICES AND

PROCEDURES

1. RADIO COMMUNICATIONS PROCEDURES

1.1 Pilots requesting an ATS surveillance service should address
their request to the ATS unit with which they are communicating.
1.2 Where an Area Approach Control Centre (AACC) is not
established, the pilot will be advised the time or place to transfer
to a control frequency.
1.3 Where an AACC is established, procedural and ATS surveillance
services may be provided on a common frequency. The call sign
identifies the service being provided – e.g. ...CENTRE...
APPROACH...DEPARTURES.
2. IDENTIFICATION PROCEDURES
2.1 Before providing an ATS surveillance service there will be
positive identification of the aircraft concerned. However, control
services will not be provided until the aircraft is within controlled
airspace.
3. VECTORING PROCEDURES
3.1 On receipt of heading instructions the pilot must, unless
otherwise instructed, immediately commence a rate 1 turn, or the
standard rate of turn for the aircraft type, and then maintain the
heading given.
3.2 Aircraft will normally be vectored on routes along which the pilot
can monitor navigation.
3.3 ATC are not permitted to vector Special VFR flights, unless
warranted by emergency conditions.
3.4 When an aircraft is given a vector which will take it off an
established route, the pilot will be advised of the reason for the
vector, unless it is self-evident.
3.5 When an aircraft reports unreliable directional instruments, the
pilot will be requested, prior to the issuance of manoeuvring
instructions, to make all turns at an agreed rate and to carry out
the instructions immediately on receipt.

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3.6 When aircraft are being vectored, the controller will assign
altitudes which allow for terrain clearance. However, in VMC by
day, an aircraft may be permitted to arrange its own terrain
clearance. In such instances, the aircraft will be instructed to
[TURN LEFT (or RIGHT) HEADING (heading)] [CLIMB (or
DESCEND) TO (level)] VISUAL.
3.7 Pilots being vectored will be routinely advised of their position to
enable pilot navigation in the event of communication or ATS
surveillance system failure.
3.8 The interval between ATC transmissions will be kept short to
enable the pilot to quickly recognise a communication failure.
When aircraft are on headings that could infringe terrain
clearance or separation standards, the interval between
transmissions will not exceed 30 seconds.
3.9 Before takeoff, ATC may assign a heading for a departing aircraft
to assume after takeoff, followed by frequency change
instructions if appropriate. Headings, other than those assigned
for a radar SID, will only be issued for a visual departure by day
in VMC.
3.10 Arriving aircraft may be vectored to:
a. establish for a radar or pilot-interpreted approach;
b. a position from which a visual approach can be made;
c. avoid areas of hazardous weather or severe turbulence;
d. expedite traffic flow or conform to noise abatement
requirements.
3.11 For a pilot-interpreted approach, aircraft will be vectored to be
established on final track at least two (2) miles prior to
commencement of final approach. The final intercept heading will
normally intercept the final approach track at an angle of 45 ° or
less. When an aircraft is vectored for a shortened instrument
approach, the final approach point is the interception of the
prescribed descent profile.
3.12 Should the aircraft have to be vectored through the final
approach track, the controller will advise the pilot.
3.13 When the aircraft is provided with the vector to intercept final for
a pilot-interpreted approach, the pilot will be:
a. advised of range from the aerodrome, or position reference
the final approach point;

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b. informed that the vector is to intercept the approach aid;
c. provided with a clearance for the approach, when such a
clearance has been authorised; and
d. instructed to report when established on the final approach
track.
Note: When ILS/GLS is used for final approach, pilots should
report when established on the localiser or final approach course
and not delay this report until the glide path is intercepted.
3.14 When the pilot reports established on final, she/he shall be
instructed when to transfer to the tower frequency.
3.15 Unless otherwise instructed, the pilot in command should change
automatically to tower frequency, provided that:
a. the aircraft is established on the final approach track and has
been cleared for final approach; and
b. air-ground communications congestion or failure has not
allowed the pilot to report ESTABLISHED, or obtain a
clearance to transfer to tower; and
c. transfer to tower shall not be prior to 4NM from touchdown.
3.16 A vectoring service will not normally be terminated until the
aircraft is established within the navigation tolerance of its
cleared route, except on transfer to tower. However, subject to
identification, a vectoring service will be continued, if requested.
3.17 When a vectoring service is terminated, the pilot will be:
a. provided with position information including, if applicable,
displacement from the nominated track; and
b. provided with a heading or track clearance to intercept the
nominated track for the pilot-interpreted navigation aid; or
c. provided with a track clearance direct to a waypoint to
intercept the nominated track (for an RNAV or RNP approved
aircraft).
3.18 Position information will be passed to aircraft in one of the
following forms:
a. a bearing and distance (using points of the compass) from the
ARP, a navigation aid, or a known position;
b. a heading and distance to the appropriate reporting point, en
route navigation aid, or approach aid;

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c. over a well known geographical position; or

d. a distance to the runway touchdown (as track miles to run).
3.19 An aircraft under ATS surveillance service control will be advised
of its position in the following circumstances:
a. on identification, unless the identification is established:
(1) based on the pilot’s report of the aircraft position, or
within 1NM of the runway on departure, if the observed
position on the situation display is consistent with the
aircraft’s time of departure; or
(2) by use of ADS-B aircraft identification, SSR Mode S
aircraft identification or assigned discrete SSR codes if
the location of the observed position indication is
consistent with the current flight plan of the aircraft; or
(3) by transfer of identification;
b. when pilot requests position information;
c. when the pilot’s position or estimate differs significantly from
the controller’s estimate based on the observed position;
d. when the pilot is instructed to resume own navigation after
vectoring, if the current instructions had diverted the aircraft
from a previously assigned route;
e. immediately before termination of ATS surveillance service, if
the aircraft is observed to deviate from its intended route;
f. as soon, after first contact with approach radar control, as a
distance to run to touchdown becomes evident;
g. when a regular circuit pattern is used to vector on to the final
approach path (at least once on each leg);
h. when a straight-in approach is provided.
4. ATC RESPONSIBILITIES IN RESPECT OF UNIDENTIFIED
AIRCRAFT
4.1 ATC has no responsibility to initiate avoiding action for aircraft in
controlled airspace in respect of unidentified aircraft which can
reasonably be assumed to be outside controlled airspace.
4.2 If an aircraft is likely to be a hazard to controlled aircraft receiving
an ATS surveillance service, the controller will take appropriate
action to preserve the safety of the controlled aircraft.

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4.3 Where there is an ATS surveillance service in non-controlled
airspace, identified IFR aircraft and VFR aircraft receiving a SIS
will be provided with traffic information about known conflicting
air craft, unless it is impracticable. If requested by the pilot and if
possible, a course of avoiding action will be suggested.
4.4 Traffic information in respect of an unidentified aircraft will
normally take the following form:
a. relative position of the unidentified aircraft to aircraft track in
terms of the 12 hour clock except that, if the identified aircraft
is turning, relative position will be specified by reference to
compass points;
b. distance from the unidentified aircraft in miles;
c. direction in which the unidentified aircraft appears to be
proceeding.
5. SPEED CONTROL (ARRIVING AIRCRAFT)
5.1 To facilitate the provision of ATS surveillance services in
controlled airspace, a pilot of a controlled flight may expect the
application of speed control. ATC-issued speed control
instructions refer to indicated airspeed or Mach number.
5.2 The pilot must request an alternative when an ATC-issued speed
control instruction is unacceptable on operational grounds.
5.3 When the application of speed control can be foreseen, a pilot
will be advised of future intentions.
5.4 A pilot will be advised when a specific ATC-issued speed control
instruction is no longer necessary. Unless otherwise stated, an
ATC-issued speed control instruction applies until the aircraft
reaches the point in the descent profile where the speed would
normally be reduced below that assigned by ATC. Except for a
STAR, a DME arrival, or unless otherwise specified, a clearance
for final approach or a clearance for a visual approach terminates
speed control.
6. EMERGENCY PROCEDURES
6.1 General
All possible assistance will be given to aircraft in distress.

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6.2 Radio Failure Procedure

6.2.1 When an aircraft is being vectored the interval between radio
transmission is short. Pilots should make a radio check if no
transmission is heard after a reasonable interval.
6.2.2 In the event of failure of two way communications while receiving
an ATS surveillance service, the pilot must change to the
alternative frequency and request instructions.
6.2.3 If unable to make contact on the alternative frequency, the pilot
must comply with standard radio failure procedures.
6.2.4 If able to receive but not transmit, the pilot must remain on the
assigned frequency and comply with instructions issued which
are designed to establish that the aircraft is receiving. If this is
established, further instructions will be issued.
6.3 ATS Surveillance System - Failure Procedure
In the event of ATS surveillance system failure, or loss of
identification, appropriate instructions will be issued.
6.4 SSR Emergency Codes
6.4.1 The pilot of an aircraft encountering an emergency in flight, other
than loss of two way communications, should select code 7700
unless he/she has specific reason to believe that maintaining the
assigned code would be the better course of action.
6.4.2 The pilot of an aircraft subject to unlawful interference should
select code 7500. On receipt of this code the controller will:
a. request confirmation of the setting of the assigned code as
follows: “CONFIRM SQUAWKING ASSIGNED CODE”. (The
absence of a reply in these circumstances shall be regarded
as positive evidence of the emergency);
b. provide the aircraft with priority in all respects;
c. transmit all useful information pertinent to the conduct of the
flight without expecting a reply from the aircraft;
d. avoid references to the nature of the emergency except if it is
first referred to by the pilot;
e. monitor and plot the progress of the flight;
f. coordinate transfer of control, as appropriate, without
requiring responses from the aircraft, unless communication
remains normal; and

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g. relay messages as required between the aircraft and
appropriate authorities.
6.4.3 The pilot of an aircraft losing two way communication must set
the transponder to code 7600.
6.4.4 A controller observing a 7600 code shall request the pilot to
operate the identification (SPI) function. If the identification signal
is received, further control of the aircraft will be continued using
the identification transmission to acknowledge receipt of
instructions issued.
6.4.5 If the identification signal is not received, the aircraft must
continue with the transponder on code 7600 and follow radio
failure procedures.
6.4.6 When an RPAS experiences a lost link between the RP and the
RPA, the SSR code to be selected or automatically enabled is
7400.
6.5 ADS-B Emergency Codes
6.5.1 Due to the ADS-B emergency processing limitations, if a generic
ADS-B emergency indication is received from an aircraft outside
of radar coverage and the flight crew does not verbally
communicate the nature of the emergency, the controller will use
the procedures detailed in para 6.4.2 a.
7. AIRCRAFT TRANSPONDER
7.1 Operation of SSR Transponders
7.1.1 Except as indicated below, ATS will assign a temporary discrete
code for each flight sector for aircraft operating in controlled
airspace, and for aircraft participating in Surveillance Information
Service (SIS).
7.1.2 Unless advised otherwise by ATC, pilots of Mode 3A or Mode S
transponder equipped aircraft operating in Australian airspace
must activate their transponders, and where a Mode C
capability is also available it must be activated simultaneously
with Mode 3A.
Note: Pilots must ensure that transponders and ADS-B
transmitters are activated and the altitude function is selected as:
a. primary radar coverage only exists within 50NM of major
airports and the remainder of the ATS surveillance system
relies on SSR transponder and ADS-B transmitter
information, and
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b. TCAS relies on transponder information for its pilot alerting

and collision avoidance functions.
7.1.3 Consistent with ICAO Regional (Asia & Pacific – APAC) SSR
code management code continuity objectives, Australia’s ATM
system has been configured to maximise retention of the discrete
code assigned on departure to international flights inbound to, or
overflying, Australia. This retention normally relies on code
assignment notified via the DEP message, and is principally
enabled for departures from other APAC Region States. When a
departure or other code assigned to a flight cannot be retained in
Australian airspace, pilots will be assigned a new SSR code.
ATC procedures may also require that pilots be asked to squawk
the code being retained.
7.1.4 When operating in Australian airspace, or on reaching the
Australian FIR boundary if inbound to Australia, pilots of Mode
3A transponder equipped aircraft must squawk the assigned
temporary discrete code for that flight sector, or if not assigned a
temporary discrete code, the appropriate non-discrete code from
the following listing, unless advised otherwise by ATS:
a. Civil flights in classes A, C and D airspace, or IFR
flights in Class E airspace 3000
b. Civil IFR flights in Class G airspace 2000
c. Civil VFR flights in classes E or G airspace 1200
d. Military flights in classes A, C, D or E airspace 5000
e. Military flights in Class G airspace 6000
f. Civil flights not involved in special operations or
SAR, operating in Class G airspace in excess of
15NM offshore 4000
g. Civil flights engaged in littoral surveillance 7615
h. Ground testing by aircraft maintenance staff 2100
i. Flights operating at aerodromes (in lieu of a., b., or c.
when assigned by ATC) 0100
j. RPAS in all classes of airspace and when instructed
to enable transponder. 7000

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7.1.5 Pilots of flights that will require a SIS and/or a clearance into
controlled airspace, and for which a discrete code has already
been coordinated, must select that code immediately prior to
making their SIS/clearance request.
7.1.6 A pilot must not operate the identification function (SPI) unless
requested by ATC.
7.1.7 Flights assigned a temporary discrete SSR code by ATS must
squawk that code until termination of the flight sector, unless
advised otherwise by ATS. If not assigned a discrete code, the
appropriate generic code must be used.
7.1.8 A pilot operating a Mode 3A/C transponder at a radar controlled
aerodrome must:
a. on departure, leave the transponder selected to STANDBY
until entering the departure runway; and
b. on arrival, select the transponder to STANDBY or OFF as
soon as practicable after landing.
7.1.9 A pilot operating a Mode S transponder must:
a. Enter the aircraft’s identification that corresponds exactly to
the Aircraft Identification shown in Item 7 of the flight
notification filed with ATC for the flight; for those aircraft that
are capable of reporting Aircraft Identification. The ICAO
defined format for entry of the Aircraft Identification shall be
used except for domestic operations when VH is not to be
entered on the flight notification. (e.g. VOZ123D, REX638,
QFA842, VHQFO (international), FDA...)
b. On receipt of ATC clearance, or requesting the earlier of Push
Back or Taxi, select TA/RA/XPDR/ON AUTO as applicable.
Note 1: If AUTO mode is not available Select ON (e.g. XPDR)
and assigned Mode A code.
Note 2: Australia does not require TA/RA to be de-selected while
aircraft is on ground.
c. When parked and shutting down engines, select STANDBY.
d. For Mode S equipped aircraft taxiing without flight plan, the
appropriate Mode A code according to para 7.1.4 should be
selected and the aircraft identification entered exactly as the
call sign used in flight.

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7.1.10 Pilots must select the transponder to STANDBY before effecting

an SSR code change and returning the transponder to ON/ALT.
Note: This action is required to prevent possible loss of displayed
aircraft position/label information and possible misidentification of
aircraft in automated Australian ATC systems due to temporary
selection (while effecting the change) of a code already in use.
7.1.11 When acknowledging code setting instructions or changes to
settings, the pilot must read back the code to be set.
7.1.12 To facilitate harmonisation with the air traffic management
systems used in the FIRs of adjacent ICAO states (other than the
Mauritius FIR), ATC will allocate civil international flights a
discrete code from Australia’s ICAO international reservation for
use from the time of their departure.
7.1.13 Unless instructed otherwise by ATS, pilots of military
international flights are required to set code 5000 before
departure from an Australian airport.

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ENR 1.7 ALTIMETER SETTING PROCEDURES

1. PRE-FLIGHT ALTIMETER CHECK
1.1 General
1.1.1 Whenever an accurate QNH is available and the aircraft is at a
known elevation, pilots must conduct an accuracy check of the
aircraft altimeter(s) at some point prior to takeoff.
Note: Where the first check indicates that an altimeter is
unserviceable, the pilot is permitted to conduct a further check at
another location on the same airfield; for example, the first on the
tarmac and the second at the runway threshold (to determine
altimeter serviceability).
1.2 IFR Altimeters
1.2.1 With an accurate QNH set, the altimeter(s) should read the
nominated elevation to within 60FT. If an altimeter has an error in
excess of ± 75FT, the altimeter must be considered
unserviceable.
1.2.2 When two altimeters are required for the category of operation,
one of the altimeters must read the nominated elevation to within
60FT. When the remaining altimeter has an error between 60FT
and 75FT, flight under the IFR to the first point of landing, where
the accuracy of the altimeter can be re-checked, is approved. In
the event that the altimeter shows an error in excess of 60FT on
the second check, the altimeter must be considered
unserviceable for flight under the IFR.
1.2.3 An aircraft fitted with two altimeters but requiring only one for the
category of operation may continue to operate under the IFR
provided one altimeter reads the nominated elevation to within
60FT. Should the remaining altimeter have an error in excess of
75FT that altimeter must be placarded unserviceable and the
maintenance release appropriately endorsed.
1.2.4 When an aircraft is fitted with only one altimeter and that
altimeter has an error between 60FT and 75FT, flight under the
IFR to the first point of landing, where the accuracy of the
altimeter can be re-checked, is approved. In the event that the
altimeter shows an error in excess of 60FT on the second check
the altimeter is to be considered unserviceable for flight under
the IFR.

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ENR 1.7 - 2 09 NOV 2017 AIP Australia

1.3 VFR Altimeters

1.3.1 With an accurate QNH set, a VFR altimeter(s) should read site
elevation to within 100FT (110FT at test sites above 3,300FT) to
be accepted as serviceable by the pilot. If an aircraft fitted with
two VFR altimeters continues to fly with one altimeter reading
100FT (110FT) or more in error, the faulty altimeter must be
placarded unserviceable and the error noted in the maintenance
release.
1.3.2 VFR altimeters are not permitted for aeroplane operations above
FL200. VFR flights operating above FL200 must be equipped
with an altimeter calibrated to IFR standards.
1.4 Accurate QNH and Site Elevation
1.4.1 A QNH can be considered accurate if it is provided by ATIS,
Tower or an automatic remote-reporting aerodrome sensor. Area
or forecast QNH must not be used for the test.
1.4.2 Site elevation must be derived from aerodrome survey data
published by Airservices or supplied by the aerodrome owner.
2. ALTIMETER SETTING RULES
2.1 Transition Layer, Altitude and Level
2.1.1 The system of altimetry used in Australia makes use of a
transition layer between the Transition Altitude which is always
10,000FT and the Transition Level of FL110 to FL125 depending
on QNH (see Figure 1) to separate aircraft using QNH from those
using 1013.2HPA as a datum.
2.1.2 For all operations at or below the Transition Altitude (in the
Altimeter Setting region), the altimeter reference setting will be:
a. the current Local QNH of a station along the route within
100NM of the aircraft; or
b. the current Area QNH forecast if the current Local QNH is not
known.
2.1.3 For cruising in the Standard Pressure Region, the altimeter
reference must be 1013.2HPA.
2.1.4 The position to change between QNH and 1013.2HPA shall
always be in the Standard Pressure Region on climb after
passing 10,000FT and prior to levelling off, or on descent to a
level in the Altimeter Setting Region prior to entering the
Transition Layer and is shown in Figure 1.

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AIP Australia 09 NOV 2017 ENR 1.7 - 3
2.1.5 QNH is available from a reporting station, the ATIS, the Terminal
Area Forecast, Area QNH forecast, AERIS, or from ATS.
2.1.6 Cruising within the Transition Layer is not permitted.
2.2 Area QNH
2.2.1 Area QNH is a forecast value which is valid for a period of 3
hours and normally applies throughout an Area QNH Zone
(AQZ).
2.2.2 Area QNH Zones will be subdivided, if necessary, to meet the
following standards of accuracy:
a. Area QNH forecasts are to be within ± 5HPA of the actual
QNH at any low-level point (below 1,000FT AMSL) within or
on, the boundary of the appropriate area during the period of
validity of the forecasts.
b. Area QNH must not differ from an adjoining Area QNH by
more than 5HPA.
2.3 Local QNH
2.3.1 Local QNH, whether provided by ATS, AWS or Aerodrome
Forecast (TAF) or by using the altimeter subscale to indicate
airfield elevation AMSL, is used as shown at Figure 1.
2.4 Limitations
2.4.1 To retain a minimum buffer of 1,000FT above the transition
altitude, FL110 must not be used for cruising when the Area
QNH is less than 1013HPA. With a progressive decrease in the
value of the Area QNH, FL115 and FL120 must not be used
when the Area QNH is below 997HPA and 980HPA respectively.
2.4.2 At the oceanic limits of Australian FIRs, a pilot may fly a level
different from those set out in the tables of cruising levels due to
area QNH conflicting with the standard pressure setting.
2.5 General
2.5.1 Heights measured from a QNH or Area QNH datum must be
expressed in full, e.g. 3,000FT as “THREE THOUSAND” and
1,800FT as “ONE THOUSAND EIGHT HUNDRED”, adding, if
necessary, “ON...(QNH)”.
2.5.2 Expressions of height measured from the 1013.2HPA datum
must always include the words “FLIGHT LEVEL”.

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ENR 1.7 - 4 09 NOV 2017 AIP Australia

Figure 1 - Altimeter Settings

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AIP Australia 10 NOV 2016 ENR 1.7 - 5

3. CRUISING LEVELS
3.1 Selection of Levels
3.1.1 Flights must be planned in accordance with levels selected from
the tables at Section 5. Any part of a flight that will take place
south of 80°S must be planned in accordance with levels
selected from the tables at Section 6.
3.1.2 Within controlled airspace, ATC may assign and pilots may
request a level that does not accord with the tables in Section 5.
3.1.2.1 Pilots must only request a level not conforming to the table of
cruising levels when it is determined by the pilot in command to
be essential to the safety of the flight and its occupants. In such
circumstances, the phrase “DUE OPERATIONAL
REQUIREMENT” must be included with the level change
request.
3.1.3 ATC will only assign cruising levels not conforming to these
tables when traffic or other operational circumstances require.
3.1.4 Subject to ATC instructions, a VFR flight must be flown at a
cruising level appropriate to its magnetic track according to
Section 5. Table B or Section 6. Table B:
a. whenever the flight is conducted at a height of 5,000FT AMSL
or more; or
b. if the flight is conducted at a height of less than 5,000FT
AMSL whenever practicable (CAR 173).
3.2 An IFR flight must be flown:
a. within controlled airspace at a cruising level authorised for the
flight by ATC; or
b. outside controlled airspace at a cruising level appropriate to
its magnetic track according to Section 5, Table A or Section
6, Table A (CAR 180).
3.2.1 When an IFR flight operating outside controlled airspace is
unable to comply with the Table of Cruising Levels, the pilot
must:

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ENR 1.7 - 6 10 NOV 2016 AIP Australia

a. notify the appropriate ATS unit of the intended change in

operating level, and any subsequent changes; and
b. in the event of conflict with another aircraft complying with the
Table of Cruising Levels, give way to that aircraft or assume a
cruising level in accordance with the Table of Cruising Levels
until the aircraft with which it is in conflict is past and clear
(CAR 181).
Note: At pilot request, ATC may assign to aircraft a level for
cruise within a control area which does not provide the
prescribed separation from the lower or upper limit of the control
area.
3.3 Block Levels
3.3.1 On request from the pilot, a flight may be cleared to operate
within controlled airspace within a Block Level provided that
other aircraft are not denied the use of that airspace contained
within that block.
3.3.2 Civil IFR flights will not be allocated block levels in Class E
airspace.
3.3.3 The pilot shall have complete freedom to change levels within the
block, provided that the upper and lower limits are not exceeded.
However, a clearance to operate within a Block Level shall be
cancelled or amended if another aircraft requests the use of a
level within the block.
3.3.4 When cancelling or amending a Block Level clearance, the
aircraft operating in a Block Level shall be instructed to climb or
descend to an appropriate level or block level in order to provide
vertical separation from the other aircraft requesting one of the
levels.
3.3.5 Aircraft at standard flight levels will be afforded priority over
aircraft using non-standard flight levels.
3.3.6 Mach number technique separation will not be applied to aircraft
using block level clearances.
3.3.7 Aircraft operating within a block level must report the upper and
lower block levels in all positions and frequency change reports.
Note: As most altitude alerting systems do not provide protection
for both upper and lower assigned levels, flight crews are
reminded to be vigilant in monitoring the aircraft altitude when
operating within a Block Level.

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AIP Australia 10 NOV 2016 ENR 1.7 - 7
4. CHANGE OF LEVELS
4.1 ATC Approval Required
4.1.1 The pilot in command must commence a change of level as soon
as possible, but not later than one (1) minute after receiving that
instruction from ATC, unless that instruction specifies a later time
or place.
4.1.2 ATC may require that an assigned level must be reached by a
specific time, distance or place. If a pilot in command doubts that
the requirement can be met, ATC must be advised immediately.
4.1.3 ATS advised expectation of a level requirement does not
authorise a pilot to climb or descend to meet that requirement.
4.1.4 An expectation of a level requirement is not required to be read
back.
4.1.5 A requirement to report at a time or place given in the same
clearance as a descent/climb instruction does not require the
new level to be reached by the specified time or place.
4.1.6 The pilot in command of an aircraft, receiving an instruction from
ATC to change level, must report:
a. when the aircraft has left a level at which level flight has been
conducted in the course of climb, cruise or descent; and
b. when the aircraft leaves a level for which ATC has requested a
report.
4.1.7 ATC may provide vertical separation between two climbing
aircraft, not otherwise separated, by means of a step-climb.
Pilots in command, who are subjected to a step-climb, must
adopt the following procedure:
a. The pilot in command of the lower aircraft must report
approaching each assigned level in the sequence.
b. The pilot in command of the higher aircraft, on hearing the
lower aircraft report approaching each assigned level, must
report the last vacated level.
4.1.8 Step-descents reverse the above para 4.1.7 procedure.
4.1.9 ATC may specify a rate of climb or descent. Other considerations
are as follows:

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ENR 1.7 - 8 10 NOV 2016 AIP Australia

a. The phrase “STANDARD RATE”, when included in a

clearance, specifies a rate of climb or descent of not less than
500FT per minute, except that the last 1,000FT to an
assigned level must be made at 500FT per minute.
b. In the case of a step-climb or descent, the specified rate will
be applicable to all level clearances issued in the course of
the step climb or descent. If unable to comply with the
prescribed rate, the pilot in command must advise ATC.
4.1.10 Cruise Climb is not used in Australian administered airspace.
Where possible, block level clearances will be issued upon
request.
4.2 ATC Approval Not Required
4.2.1 In airspace where ATC approval is not required to change level,
the pilot of an IFR flight must report present position and
intention to ATC approximately one (1) minute prior to making
any change.
5. TABLES OF CRUISING LEVELS (NORTH OF 80° S)
TABLE A - IFR
Magnetic Tracks From 000° through From 180° through
East to 179° West to 359°
Cruising Altitudes 3,000 7,000 2,000 8,000
(Area QNH) 5,000 9,000 4,000 10,000
6,000
Cruising Flight Levels 110* 290 120* 300
(1013HPA) 130 310 140 320
150 330 160 340
170 350 180 360
190 370 200 380
210 390 220 400
230 410 240 430
250 450 260 470
270 490 280 510
Note* FL110 is not available for level flight when the Area QNH is
less than 1013HPA.
FL120 is not available for level flight when the Area QNH is less
than 980HPA.

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AIP Australia 10 NOV 2016 ENR 1.7 - 9

TABLE B - VFR
Magnetic Tracks From 000° through From 180° through
East to 179° West to 359°
Cruising Altitudes 1,500 7,500 2,500 8,500
(Area QNH) 3,500 9,500 4,500
5,500 6,500
Cruising Flight Levels 115* 195 125* 205
(1013HPA) 135 215 145 225
155 235 165 245
175 185
Note* FL115 is not available for level flight when the Area QNH is
less than 997 HPA.
FL125 is not available for level flight when the Area QNH is less
than 963 HPA.
Note 1: Pilots should be aware that VFR aircraft outside controlled
airspace maybe operating at random levels below 5,000FT AMSL
(see para 3.1.4).
6. TABLES OF CRUISING LEVELS (SOUTH OF 80° S)
TABLE A - IFR
Magnetic Tracks From 000° through From 180° through
East to 179° West to 359°
Cruising Altitudes 3,000 7,000 2,000 8,000
(Area QNH) 5,000 9,000 4,000 10,000
6,000
Cruising Flight Levels 110* 250 120* 260
(1013HPA) 130 270 140 280
150 290 160 310
170 330 180 350
190 370 200 390
210 410 220 430
230 etc. 240 etc.
Note* FL110 is not available for level flight when the Area QNH is
less than 1013HPA.
FL120 is not available for level flight when the Area QNH is less
than 980HPA.

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ENR 1.7 - 10 10 NOV 2016 AIP Australia

TABLE B - VFR
Magnetic Tracks From 000° through From 180° through
East to 179° West to 359°
Cruising Altitudes 1,500 7,500 2,500 8,500
(Area QNH) 3,500 9,500 4,500
5,500 6,500
Cruising Flight Levels 115* 255 125* 265
(1013HPA) 135 275 145 285
155 300 165 320
175 340 185 360
195 380 205 400
215 420 225 440
235 460 245 480
Note* FL115 is not available for level flight when the Area QNH is
less than 997HPA.
FL125 is not available for level flight when the Area QNH is less
than 963HPA.

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AIP Australia 10 NOV 2016 ENR 1.8 - 1

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

1. There are no notifiable regional supplementary procedures

applicable to Australia.

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ENR 1.8 - 2 10 NOV 2016 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 24 MAY 2018 ENR 1.9 - 1

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT

1. FLOW MANAGEMENT STAGES

1.1 At major airports within Australia, Air Traffic Flow Management
procedures are applied to manage demand and capacity at
specific airports. These procedures are defined in three stages:
a. Strategic - Generally occurs more than one day prior to the
day of operation. This is known as schedule coordination and
is managed by the specific airport operator, who may use an
independent coordinator to manage the scheme.
b. Pre tactical - Occurs on the day prior to operation through the
implementation of traffic management initiatives such as a
Ground Delay Program (GDP). Airservices Australia Network
Coordination Centre (NCC) manages this service.
c. Tactical - Occurs on the day of operation and uses real time
traffic information to sequence traffic to the destination
airport. ATC manage this service.
1.2 Tactical flow management takes precedence over pre tactical air
traffic flow management which in turn takes precedence over
strategic air traffic flow management.
2. STRATEGIC - SCHEDULE COORDINATION
2.1 An airline has the responsibility to obtain permission to operate
services from the airport owner and/or operator.
2.2 In addition, all aircraft operators (excluding emergency and state
aircraft) must obtain time-slots (slots) in advance of the operation
from Airport Coordination Australia (ACA) in accordance with the
following table:

Airport Type of operation

Sydney, Brisbane and Perth All arrivals and departures
Adelaide and Darwin All international and
scheduled domestic flights
Cairns, Gold Coast and All international flights
Melbourne

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 ENR 1.9 - 2 24 MAY 2018 AIP Australia

2.3 ACA slots may be obtained from ACA MON-FRI 2200-0600 UTC
as follows:
Fax: +61 2 9313 4210
Ph: +61 2 9313 5469
Mobile Ph: +61 417 494 670
SITA: HQDACXH
Email: [email protected]
Web: www.airportcoordination.org
Mail: PO Box 3047
Sydney International Airport
NSW 2020 AUSTRALIA, or
Calling at the Level 3, Suite 1227,
office: International Terminal,
Sydney Airport.
2.4 Notification of changes to slots allocated to existing scheduled
flights should be advised to ACA in accordance with the
requirements of the appropriate traffic management scheme.
2.5 ACA slots may be obtained outside ACA office hours for short
notice non-scheduled flights from the NCC on 1800 020 626.
These slots will be allocated from the available pool.
2.6 Allocated ACA slots may be subject to change by ATFM due to
D operational constraints.
3. PRE-TACTICAL - GROUND DELAY PROGRAM
3.1 General
3.1.1 The NCC publishes GDP for:
a. arrivals into Sydney, Brisbane, Melbourne and Perth Airports;
and
b. departures from Perth Airport
Note: Additional operating procedures are contained in ERSA
FAC for the specified airport.
3.1.2 Unless instructed by ATC, pilots should maintain normal or
specified climb, cruise and descent profiles.

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AIP Australia 24 MAY 2018 ENR 1.9 - 3
3.2 Calculated Off Blocks Time (COBT)
3.2.1 Pilots must obtain an Air Traffic Flow Management COBT for
operations at a GDP airport. Pilots of scheduled flights will
receive their COBT through their company. Other flights may
obtain a COBT through the NCC by email:
[email protected] or Ph: 1800 020 626^ H24.
3.2.2 Flights from all Australian airports should operate in accordance
with the COBT except that COBT generated by the Perth
Departure Management Program will take precedence over
COBT generated by Brisbane, Melbourne and Sydney GDP.
3.2.3 Aircraft operators may swap their allocated COBT until 20
minutes prior to Calculated Take Off Time. When a COBT has
been swapped after receiving airways clearance, pilots must
advise ATC of the amended COBT when calling for a
start/pushback/taxi clearance.
3.2.4 All aircraft should operate within the compliance window for their
allocated COBT. Pilots unable to operate within the compliance
window should contact their company or the NCC to obtain a
new COBT. ATC are not able to provide new or amended COBT.

Type of COBT COBT compliance

window
Arrivals (SY, BN, ML, -5min to +15min
PH)
Departure (PH) -5min to +10min

Note: Failure to obtain a COBT and/or submit a flight plan for a

flight to a program airport will result in the flight being considered
early non-compliant.
3.2.5 For early non-compliant flights, Towers will only issue a
clearance to push back or taxi for a significant operational
requirement or if there is a reasonable expectation that, due to
taxi or holding point delays, the required amount of ground delay
will be achieved.
3.2.6 Flights departing non-compliant can expect delays en route.
Non-compliant flights will be allocated the next available slot time
up to a maximum delay as follows:
a. Early non-compliant - 60min; or
b. Late non-compliant - standard traffic holding delay.

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ENR 1.9 - 4 24 MAY 2018 AIP Australia

3.3 Non-scheduled flights

3.3.1 Prior to submitting a flight plan, pilots of non-scheduled flights
intending to operate into a GDP airport during the hours of
program operation:
a. should, if required, obtain an ACA slot from ACA prior to
contacting the NCC; and
b. must contact the NCC for a COBT and, if unable to obtain
prior, an ACA slot.
3.3.2 Where possible pilots should contact the NCC prior to 0800 UTC
the day before to ensure their flight in included in the GDP run for
the following day. Operators who contact the NCC after the
GDPs have been run will be allocated the next available COBT.
3.3.3 Pilots must provide the following information to the NCC at least
one hour prior to the proposed operation. Any changes must be
notified to the NCC prior to departure.
(1) Aircraft call sign
(2) Aircraft registration
(3) Aircraft type
(4) Departure aerodrome
(5) Destination aerodrome
(6) ETD (UTC time only)
(7) ETA (UTC time only)
(8) COBT notification email/mobile phone number
3.3.4 Notification of flight details to the NCC is additional to all existing
flight plan notification requirements.
3.3.5 Pilots of non-scheduled flights must check their COBT for any
amendments prior to flight by:
a. being able to receive a message from the NCC via their
mobile phone/email; or
b. contacting the NCC within one of the flight; or
c. where no communication facilities are available, contacting
the domestic HF frequency.
3.4 GDP Run Times
3.4.1 GDPs for the following day’s operations are normally run at the
following times:

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AIP Australia 24 MAY 2018 ENR 1.9 - 5

Location Time (UTC) Time UTC (during

daylight savings)
Perth (Departures Only) 0815 0815
Perth (Arrivals Only) 0845 0845
Sydney 1100 0915
Sydney (Revision) 1800 1700
Brisbane 1000 0940
Melbourne 0915 1040
3.5 GDP revision
3.5.1 When unforeseen circumstances significantly reduce the
capacity of an airport, a GDP revision may be initiated and pilots
must obtain a new COBT. Tower ATC may stop departures to
the GDP airport to facilitate the revision.
3.5.2 There are three levels of revision:
a. Level 1 – compliance with the new COBT will commence in
30min; or
b. Level 2 – immediate compliance with the new COBT should
be observed, however flights that have already manoeuvred
to depart may continue; or
c. Level 3 – immediate compliance with the new COBT should
be observed by all flights.
Note: Level 2 and 3 revisions will not be applied to flights
departing Perth, Darwin, Karratha, Port Hedland or Broome, for
Brisbane, Sydney or Melbourne.
3.5.3 The NCC will advise pilots and operators when a revision occurs.
This advice may be provided through ATS when required. When
a level 2 or 3 GDP revision occurs, ATS will advise pilots subject
to immediate compliance.
D
4. TACTICAL - FEEDER FIX FLOW - AIRPORTS WITH CLASS C
TOWERS
4.1 Feeder Fix Flow Methodology
4.1.1 At airports with Class C Towers, Feeder Fix flow methodology
applies to sequence arriving aircraft. Either Maestro or directed
flow control are used at these destinations, with the landing times
and arrival order achieved by aircraft crossing the arrival Feeder
Fix (FF) at the allocated time.
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ENR 1.9 - 6 24 MAY 2018 AIP Australia

4.1.2 Maestro is an ATC computer based tool used to calculate and

relay arrival sequence information at defined airports.
4.1.3 Feeder Fixes are designated inbound waypoints on, or near, the
terminal control boundary.
4.2 ATC Procedures/Requirements
4.2.1 When sequencing arriving aircraft to achieve a nominated FF
time, ATC may:
a. Allocate the FF time to the pilot, and/or
b. Tactically apply delaying action such as speed control or
vectoring.
4.2.2 When ATC allocates a FF time, aircraft must adjust speed on
cruise and/or descent to cross the FF at the specified time.
Aircraft unable to meet the nominated FF time must inform ATC
as early as possible.
4.2.3 FF Accuracy Tolerance: Aircraft should endeavour to cross the
FF at the specified time or up to 30 seconds early.
4.2.4 When allocated a FF time, aircraft must depart the FF at the
lesser of 250KT or profile speed, unless advised otherwise by
ATC.
4.2.5 ATC will check to ensure inbound aircraft will meet the allocated
FF time and may tactically intervene to ensure optimum
sequencing.

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AIP Australia 01 MAR 2018 ENR 1.10 - 1

ENR 1.10 FLIGHT PLANNING

1. FLIGHT PLAN PREPARATION

1.1 Before beginning a flight, a pilot in command must study all
available information appropriate to the intended operation and,
in the cases of flights away from the vicinity of an aerodrome,
flights over water (see ENR 1.1 Section 11.12) and all IFR flights,
must make a careful study of:
a. current weather reports and forecasts for the route to be flown
and the aerodromes to be used;
b. the airways facilities available on the route to be flown and the
condition of those facilities;
c. the condition of aerodromes to be used and their suitability for
the aircraft to be used;
d. the ATC rules and procedures appertaining to the particular
flight; and
e. all Head Office and FIR NOTAM applicable to the en route
phase of flight, and location-specific NOTAM for aerodromes.
The pilot must then plan the flight in relation to the information
obtained.
Note: Full details on the services provided by the briefing
office(s) are available in ERSA GEN.
1.2 Forecasts
1.2.1 Forecast information must include:
a. an aerodrome forecast for the:
(i) destination; and
(ii) when required, alternate aerodrome; and
b. one of the following:
(i) a flight forecast; or
(ii) a GAF (at and below A100); or
(iii) a SIGWX forecast (above A100); and
c. a wind and temperature forecast
For a flight to a destination for which a prescribed instrument
approach procedure does not exist, the minimum requirement is
a GAF.

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ENR 1.10 - 2 01 MAR 2018 AIP Australia

Note: A wind and temperature forecast may be obtained from

Wind and Temperature Charts, Grid Point Wind and Temperature
Charts, Route Sector Winds and Temperatures Forecasts, a
NAIPS Wind and Temperature Profile (applicable for the flight),
as well as from approved flight planning systems that derive data
from the Bureau of Meteorology or the WAFS.
1.2.2 For flights for which a forecast is required and cannot be
obtained, the flight is permitted to depart provided the pilot is
satisfied that the weather at the departure point will permit the
safe return of the flight within one hour of departure. The flight is
permitted to continue provided a suitable forecast is obtained for
the intended destination within 30 minutes after departure.
1.2.3 For flights to a destination for which a aerodrome forecast is
required and cannot be obtained or is “provisional”, the flight is
permitted to depart provided an alternate aerodrome meeting all
the requirements specified in ENR 1.1 Section 11.8 is provided.
1.2.4 CHTR, AWK and PVT operations under the VFR at night must
not be conducted unless the forecast indicates that the flight can
be conducted in VMC at not less than 1,000FT above the highest
obstacle within 10NM either side of track.
1.2.5 A pilot in command must ensure that the forecasts cover the
period of the flight and that the aerodrome forecasts for the
destination and alternate aerodromes, to be nominated in the
flight plan, are valid for a period of not less than 30 minutes
before and 60 minutes after the planned ETA.
1.2.6 When a flight is delayed so that the meteorological and
operational information does not cover the period of flight,
updates must be obtained as necessary, to allow the flight to be
concluded safely.
1.2.7 A series of flights may be included on the one flight plan provided
that:
a. the meteorological forecast will cover all the flights; and
b. relevant AIS information is available at flight planning.
1.2.8 When preflight briefing is obtained more than one hour prior to
EOBT, pilots should obtain an update before each departure to
ensure that the latest information available can be used for the
flight. The update should be obtained by NAIPS pilot access,
telephone, or, when this is impracticable, by radio.

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AIP Australia 09 NOV 2017 ENR 1.10 - 3
1.3 GNSS Prediction Analysis - Flight in Oceanic and Remote
Areas
1.3.1 A requirement for flight in oceanic and remote areas using GNSS
is that an appropriate en route GNSS prediction analysis be
conducted prior to each flight. For details see ENR 2.2 Section 3.
D
1.4 Non-instrument Procedure Destination
1.4.1 A flight operating under the IFR by day may be planned to a non-
instrument procedure destination provided that the aircraft can
be navigated in accordance with ENR 1.1 Section 4.1 When the
forecast for the destination is below the alternate minima
specified in ENR 1.1 para 11.8.2.12, the pilot in command must
ensure that a suitable alternate has been nominated.
1.4.2 An aircraft operating under the IFR by night having a MTOW not
greater than 5,700KG may be planned to a destination not
served by a radio navigation aid, or not having an approved
instrument approach procedure, subject to the following
requirements:
a. Sufficient fuel must be carried to permit flight to an alternate
aerodrome meeting all the requirements specified in
ENR 1.1 Section 11.8
b. The aircraft must be able to be navigated to the destination
and then, if necessary, to the alternate aerodrome in
accordance with the navigation requirements of
ENR 1.1 Section 4.1
c. Descent below LSALT for the route sector to be flown must
not be commenced until the aircraft is positively fixed within
3NM of the destination aerodrome and the aerodrome lighting
has been visually identified. Subsequent manoeuvring for
descent and landing must be in VMC and confined within
3NM of the destination aerodrome while operating below the
LSALT.
d. The pilot is responsible for ensuring that he or she is familiar
with all terrain and obstacles surrounding the aerodrome
within the specified circling area of 3NM and that the aircraft is
manoeuvred for landing at a height sufficient to maintain the
obstacle clearance specified for circling in ENR 1.5 para 1.7.6
Note 2.

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e. Aerodrome lighting must comply with the requirements of

ENR 1.1 para 11.9.3 as applicable. Recommended minimum
lighting requirements for landing areas are outlined in
CAAP 92-1(0).
D
1.5 Instrument Approach Requirements
1.5.1 An aircraft operating under the IFR by night having a MTOW
greater than 5,700KG may only be planned to a destination
which has an approved instrument approach procedure for which
the aircraft is appropriately equipped and the pilot is qualified.
1.5.2 Notwithstanding the requirements of para 1.5.1, such an aircraft
may plan to an instrument approach procedure destination when
the navigation aid(s) required for the instrument approach
procedure has/have failed, subject to the following requirements:
a. Sufficient fuel must be carried to permit flight to an alternate
aerodrome meeting all the requirements specified in
ENR 1.1 Section 11.8
b. The aircraft must be able to be navigated to the destination
and then, if necessary, to the alternate aerodrome in
accordance with the navigation requirements of
ENR 1.1 Sub-section 4.1.
c. Descent below the LSALT/MSA must be in accordance with
the requirements for visual approaches by night specified in
ENR 1.5 section 1.15.
2. FLIGHT NOTIFICATION
2.1 Flight notification requirements are divided into two specific
categories:
a. those affecting IFR flights, and
b. those affecting VFR flights.
2.2 IFR flights require the submission of comprehensive flight
notification and the transmission of in-flight progress reports at
regular intervals. SARWATCH is based primarily on the receipt
of these reports by ATS.
2.3 Pilots of VFR flights nominating a SARTIME to ATS, and those
intending to operate in controlled airspace (except for VFR flights
in Class E airspace) must submit flight details to ATS.
2.4 The order of preference for pilots to submit a comprehensive
flight notification is:

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AIP Australia 09 NOV 2017 ENR 1.10 - 5
a. via pilot access to NAIPS (via the Internet),
b. in writing,
c. by telephone, or
d. by radio to ATS.
2.5 Pilots submitting SARTIME flight notifications by fax must
confirm receipt of the notification with the briefing office. Further,
Airservices strongly recommends that when any flight notification
is submitted by fax, the pilot or operator telephones the briefing
office before departure to confirm that the fax has been received.
2.6 Abbreviated details for operations in controlled airspace may be
advised by radio if the flight is to operate locally, or operations
will be for a brief duration. However, prior contact with ATC may
avoid delays. Pilots may submit details by radio to ATS when
associated with a clearance request, or to nominate a SARTIME.
2.7 When submitting flight notification by radio, pilots should be
mindful of the need to minimise frequency congestion and
transmit only that information required by ATS for the current
flight stage. Acceptance is subject to ATS workload and may be
delayed.
2.8 Submission of comprehensive travel flight notification by radio is
not a preferred method of notification and should not be used
when submission by some other means is available. Flight
notification by radio for travel flights requiring the submission of
comprehensive details will not be accepted at controlled
aerodromes.
2.9 Pilots of VFR flights wishing to operate in other than classes C or
D airspace, and who wish to nominate a SARTIME, may submit
details in the NAIPS SARTIME flight notification format (via the
internet). If submitting the flight notification by fax or via
telephone, the only form available is the Australian Domestic
Flight Notification form.
2.10 Pilots of aircraft equipped only with VHF must not nominate IFR
for those stages of the flight where they will be beyond ATS VHF
cover.
2.11 VFR flights in the following categories are required to submit a
SARTIME flight notification to ATS, or, as an alternative, to leave
a Flight Note with a responsible person:
a. RPT and CHTR flights;

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ENR 1.10 - 6 09 NOV 2017 AIP Australia

b. over-water flights;
c. flights in Designated Remote Areas;
d. flights at night proceeding beyond 120NM from the
aerodrome of departure.
2.12 VFR flights which are required to, or wish to, use a SARTIME
may do so by providing ATS with the following details:
a. callsign;
b. aircraft type;
c. departure point;
d. route to be flown;
e. destination;
f. POB; and
g. SARTIME.
Note: Only one SARTIME may be current at any time. To prevent
the existence of multiple SARTIMEs for aircraft used by more
than one pilot, SARTIMEs should be nominated immediately
before the start of each flight.
2.13 VFR flights operating on SARTIME are requested to include
contact telephone details for the pilot or company at the
destination where available.
2.14 VFR flights may operate on reporting schedules in the following
circumstances:
a. mercy flights;
b. flood, fire or famine relief flights;
c. search and rescue flights;
d. overwater flights; and
e. military flights.
2.15 When the pilot of a flight wishes to indicate a variation of SAR
requirements, this must be indicated in Item 8 - Flight Rules,
amplified in Item 15 (Route) by the position at which the change
will occur, followed by the new Flight Rules.
2.16 Submission of flight details at least 30 minutes before EOBT is
recommended.

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AIP Australia 09 NOV 2017 ENR 1.10 - 7
2.17 Where notification of flight details, or changes to details, are
submitted less than 30 minutes before EOBT, delays will be
encountered when an ATC unit requires that the data be
programmed into the computerised SSR Code/Callsign
Management System.
2.18 The preferred method to cancel a SARTIME is via telephone to
CENSAR on 1800 814 931. When telephone facilities are not
available you may use ATS frequencies.
2.19 SARTIMEs are managed on a national basis by the central
SARTIME management database, CENSAR.
2.20 The following table identifies flight notification options for the
various classes and types of operations when flying IFR or VFR:
Flight Class of Type of Operation Summary of
Category Operation Flight
Notification
Options
IFR All Classes All Operations FULL FLIGHT
DETAILS
VFR RPT & CHTR All Operations SARTIME or
FLIGHT NOTE
VFR AWK & PVT Over-water flights SARTIME or
FLIGHT NOTE
In Designated Remote SARTIME or
Areas FLIGHT NOTE
At night proceeding SARTIME or
beyond 120NM from the FLIGHT NOTE
aerodrome of departure
VFR AWK & PVT All Operations SARTIME,
FLIGHT NOTE
or NO NOTIFI-
CATION

2.21 Pilots not formally required to submit flight notification, or leave a

flight note as defined in the preceding paragraphs, are
nevertheless encouraged to leave a flight note as defined in AIP
GEN.

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3. FLIGHT NOTIFICATION/NOTE CONTENTS

3.1 Forms
3.1.1 An example of the Australian Domestic Flight Notification form is
at APPENDIX 1. Instructions for completion of the Australian
Domestic flight notification form for both IFR and VFR flights are
contained at APPENDIX 2. In a number of cases, particularly in
Item 19, completion is recommended as good practice. If
mandatory Items are left incomplete, delays may occur.
Note: The reverse side of the Australian Flight Notification Form
contains a “flight log/template” to assist pilots in planning and
navigation. It is not intended to be mandatory or prescriptive, and
pilots may use any template, or other device, of their choice.
3.1.2 The flight notification forms are available from the Airservices
website (www.airservicesaustralia.com/flight-briefing/.
3.1.3 The suggested format for a Flight Note is at APPENDIX 3. This
form is available from the Airservices website (www.airservice
saustralia.com) (Pilot Centre) or from the Australian Maritime
Safety Authority website (www.amsa.gov.au).
3.2 Flight Rules
3.2.1 Flight rules must be indicated in any flight notification, except for
VFR flights operating wholly outside controlled airspace
nominating a SARTIME.
3.2.2 An RPT flight capable of compliance with the IFR must indicate
“IFR” on all flight notification.
3.2.3 Flights which, within a single stage, will be flown under both the
IFR and VFR must indicate:
a. in the Flight Rules section of the flight notification, the flight
rules applicable to the first route segment of the flight plan, Y
to indicate IFR first followed by one or more changes of flight
rules, or Z to indicate VFR first followed by one or more
changes of flight rules;
b. in Field 15 of the flight notification, the position at which the
change of flight rules will occur; and
c. for each subsequent stage, the flight rules applicable to that
stage, with a change in Field 15 if applicable.

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AIP Australia 09 NOV 2017 ENR 1.10 - 9
Note: The use of Y or Z must not be used to indicate a variation
of flight rules between individual stages. Where the flight rules
field is left blank on a multistage flight, the previous flight rule will
apply.
3.3 PBN Notification
3.3.1 No indication on the flight notification form is required for Visual
Navigation or DR Substitute applications of GNSS.
3.3.2 Notification of PBN capabilities requires a combination of entries
in Item 10 (Equipment and Capabilities) and Item 18 of the ATS
Flight Notification form. Guidance is provided in Appendix 2 to
this section.
3.3.3 Prior to conducting RNP AR operations in Australian
administered airspace, foreign operators must apply to CASA
(International Operations) for an “Authorisation: RNP-AR
operations”. Foreign operators should not include any RNP AR
capability in flight plan notification until so authorised by CASA.
3.4 Military Flights
3.4.1 Military flights operating on low jet routes for any part of a flight
must submit flight notification to ATS, regardless of flight rules.
3.4.2 Military flights with an LJR component are required to provide
EETs for all points nominated in Item 15 of their flight notification
to enable ATS units to provide an effective service.
3.4.3 Military flights carrying out specific operations notified in the
remarks section of the flight notification form, together with a
level at or below 1,000FT will be operating with reference to
ground level.
3.4.4 Pilots of military aircraft that are not RVSM-approved, but require
priority in the RVSM flight level band for operational reasons,
must enter STS/NONRVSM and RMK/MIL SPEC REQ in Item
18.
3.4.5 Formation flights of State aircraft must not insert the letter W in
Item 10 of the ICAO flight plan form, regardless of the RVSM
approval status of the aircraft concerned.
3.5 POB
3.5.1 In addition to including POB numbers with the flight notification,
pilots of IFR flights operating as other than RPT must notify ATS,
on first contact, of the number of persons on board for each flight
stage.

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ENR 1.10 - 10 09 NOV 2017 AIP Australia

3.5.2 Pilots of flights operating as RPT must ensure that a suitable

passenger manifest is held by the company, detailing POB for
each flight stage. Notification of changes may be made to ATS
where it is impracticable for the pilot to provide notification of
amendments to the company.
3.5.3 Pilots of VFR flights must include POB when submitting flight
notification or when leaving a flight note and are encouraged to
notify ATS of any subsequent changes.
3.6 General
3.6.1 In instances where NAVAID training is required, but diversion to
an alternative aerodrome for that training is likely, and when
procedures at the alternative location require the submission of
flight notification, the pilot will be required to provide details of
both locations in Item 15 (Route), expanded in Item 18. For
example, for an aircraft requiring PILS at either Sydney, or
alternatively Richmond:
DCT BK PEC MQD SY RIC BK DCT
Item 18 will show SY PILS or RIC PILS.
3.6.2 A Flight Note provided by an RPT or CHTR pilot must show
aircraft callsign, EOBT for each departure point, ETA for each
landing point, endurance, pilot’s name, POB and destination
contact facility. It should also show the proposed route, type of
ELT and details of any survival equipment carried. The Flight
Note must be left with a company representative who is
instructed how to contact JRCC Australia in the event of the
aircraft becoming overdue.
3.6.3 Pilots of flights operating IFR under a Private IFR rating must
include this advice when submitting flight notification. Flight
procedure Authorisations (FPAs) applicable to flight within
controlled airspace must also be included.
3.6.4 For flights not operating along an ATS route, reporting points
should be provided in Item 15 for locations approximately 30
minutes or 200NM apart.
3.7 Location data
3.7.1 Any location abbreviations used should be authorised
abbreviations (e.g. published in AIP).

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AIP Australia 09 NOV 2017 ENR 1.10 - 11
3.7.2 If a common name is entered into NAIPS in lieu of an aerodrome
abbreviation or navigational air/waypoint, the flight notification
output will assume that the aircraft is tracking over a navigational
aid/waypoint and not aerodrome; e.g. the location HOLBROOK
will translate to HBK, not YHBK.
3.7.3 Some locations with abbreviations may not have fixed positions
e.g. HLS associated with a mobile oil platform or ship. These
location codes are linked to a fixed latitude and longitude
coordinate in systems and datasets. To ensure correct provision
of ATS, in the event a platform is relocated or is in the process of
relocating the NOTAM office must be immediately advised. A
NOTAM will be issued to suspend use of the four (4) letter
location code in flights plans. Pilots must then use “ZZZZ”
procedure as specified in Appendix 2 Item 13 and Item 16.
When the NOTAM office is notified that the mobile oil platform/
FPSO is back in its original position the NOTAM will be
cancelled, and use of the four (4) letter location code in flight
plans may resume.
3.7.4 Pilots entering details in terms of latitude and longitude or by the
use of polar coordinates must adhere to the correct format e.g.
2730S15327E.
4. FLIGHT NOTIFICATION AMENDMENT
4.1 When flight notification details have been submitted and
amendment is necessary, advise ATS of the following items as
soon as possible:
Item Details 1. All IFR VFR wholly OCTA
2. VFR in CTR/CTA nominating a
SARTIME
7 Aircraft ident and/or X X
registration
8 Flight rules to which X
flight will be
operating
10 Serviceability of X
equipment carried
13 DEP aerodrome X X
and EOBT if the (DEP aerodrome
change only)
exceeds 30 minutes
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ENR 1.10 - 12 09 NOV 2017 AIP Australia

Item Details 1. All IFR VFR wholly OCTA

2. VFR in CTR/CTA nominating a
SARTIME
15 Route, landing X X
16 points or alternates
15 Cruising level X
15 Speed and X
estimated total
elapsed time
18 Any change to: X X
STS/PBN/NAV/
RMY/(includes
SARTIME)
19 POB X

4.2 If advising ATS of a change of aircraft ident and/or registration,

pilots of SARTIME flights must also advise, prior to take-off, that
the flight is subject to a SARTIME.
4.3 To assist in managing the airways system, pilots should always
warn ATS of any flight notification amendments by utilising
appropriate alerting phraseologies; e.g.
“MELBOURNE CENTRE, DELTA MIKE GOLF, IFR FLIGHT
PLAN AMENDMENT”
or
“FLIGHTWATCH, DELTA MIKE GOLF, SARTIME FLIGHT PLAN
AMENDMENT”.
5. CARRIAGE OF FLIGHT DOCUMENTATION
5.1 Pilots are required to carry, and have readily accessible in the
aircraft, the latest editions of the aeronautical maps, charts and
other aeronautical information and instructions, published:
a. in AIP, or
b. by an organisation approved by CASA, that are applicable to
the route to be flown, and any alternative route that may be
flown, on that flight (CAR 233).

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AIP Australia 10 NOV 2016 ENR 1.10 - 13

APPENDIX 1

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ENR 1.10 - 14 10 NOV 2016 AIP Australia

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AIP Australia 25 MAY 2017 ENR 1.10 - 15
APPENDIX 2
ATS FLIGHT NOTIFICATION - USER GUIDE
The Australian Domestic Flight Notification Form provides a modified
ICAO flight plan form for Australian requirements and to allow entry of
multiple stages of flight.
Item 7 – Aircraft Identification
Enter Aircraft registration/flight number. ZZZZ and TBA cannot
be accepted.
Requirements For VH registered aircraft, enter the three letters after the
prefix only; e.g. for VH-ZFR enter ZFR.
For flight numbers, and other approved callsigns, enter a
mixture of figures and letters that do not exceed seven
alphanumeric characters and without hyphens or
symbols; e.g. QFA611.
For unmanned aircraft:
a. enter the prefix UX then at least two characters of the
aircraft model e.g. UXSCE4
b. enter the full radiotelephony callsign in Item 18 after
RMK/RTF e.g. UNMANNED SCAN EAGLE FOUR
One callsign per flight notification.
Item 8 (a) – Flight Rules
Circle I if the entire flight will be operated under the
Instrument Flight Rules (IFR)
V if the entire flight will be operated under the Visual
Flight Rules (VFR)
Y if the flight will be operated initially under the IFR
followed by one or more changes of flight rules
Z if the flight will be operated initially under the VFR
followed by one or more changes of flight rules
Requirements If Y or Z is circled, an entry in Item 15 must specify where
the change of flight rules will occur; e.g. YBAF VFR.
Type of Flight
Circle S for scheduled air service
N for non-scheduled air service
G for general aviation

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ENR 1.10 - 16 25 MAY 2017 AIP Australia

M for military
X if other than any of the defined categories above
Item 9 – Number of Aircraft
Enter Number of aircraft where there are more than one,
otherwise leave blank.
Type
Enter Aircraft type. Where more than one aircraft type is
included in a formation, enter the type of the lowest
performance aircraft. Additional details regarding the
formation must be inserted at Item 18.
Requirements Use the two to four letter ICAO approved aircraft type
abbreviation.
For aircraft type abbreviations not approved by ICAO,
enter ZZZZ and specify the type of aircraft in Item 18
preceded by TYP/.
Wake Turbulence Category
Circle H for aircraft 136,000KG MTOW or more
M for aircraft between 7,000 and 136,000KG MTOW
L for aircraft 7,000KG MTOW or less.
Item 10 – Equipment and Capabilities
Circle to indicate the presence of serviceable equipment that the pilot is
qualified to use and where applicable, has authorisations from the State of
Registry:
N no COM/NAV/Approach Aid equipment for the
route to be flown or the equipment is
unserviceable.
S standard COM/NAV/Approach Aid equipment of
VHF/ILS/VOR.
A GBAS Landing System
B LPV (APV with SBAS)
C LORAN C
D DME
E1 FMC WPR ACARS
E2 D-FIS ACARS

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AIP Australia 09 NOV 2017 ENR 1.10 - 17
E3 PDC ACARS
F ADF
G GNSS
H HF RTF
I Inertial NAV
J1 CPDLC ATN VDL Mode 2
J2 CPDLC FANS 1/A HFDL
J3 CPDLC FANS 1/A VDL Mode A
J4 CPDLC FANS 1/A VDL Mode 2
J5 CPDLC FANS 1/A SATCOM (INMARSAT)
J6 CPDLC FANS 1/A SATCOM (MTSAT)
J7 CPDLC FANS 1/A SATCOM (Iridium)
K MLS
L ILS
M1 ATC SATVOICE (INMARSAT)
M2 ATC SATVOICE (MTSAT)
M3 ATC SATVOICE (Iridium)
O VOR
P1 CPDLC RCP 400
P2 CPDLC RCP 240
P3 SATVOICE RCP 400
P4-P9 Reserved for RCP
R PBN Approved
T TACAN
U UHF RTF
V VHF RTF
W RVSM Approved
X MNPS
Y VHF with 8.33 kHz channel spacing capability
Z other equipment or capabilities (see Note 1).

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Note 1: If the letter Z is used, specify the other equipment carried or other
capabilities in Item 18, preceded by COM/, NAV/, and/or DAT/, as
appropriate.
Note 2: If the letter R is used, specify the performance based navigation
levels that can be met in Item 18 following the indicator PBN/.
Note 3: The NAIPS interface does not currently support the use of P1, P2
and P3. Operators may only have to declare the RCP capability for flights
that will operate in airspace administrated by States that require it.
Enter ‘G’ (GNSS) and ‘R’ (PBN capability) in Item 10 for aircraft equipped
with a GNSS enabled area navigation system with additional entries as
appropriate. The correlation between Item 10 and Item 18 entries for
common PBN approvals is summarised below:
PBN Capability Item 10 Item 18
Oceanic RNAV10 GR and I (if PBN/A1
(RNP10) appropriate)
RNP4 GR PBN/L1
Continental RNP2 GZ NAV/RNP2
Terminal RNP1, all GRDI PBN/O1
permitted
sensors
RNP1, GNSS GR PBN/O2
Approach RNP APCH GR PBN/S1
RNP APCH with GR PBN/S2
Baro-VNAV
RNP AR APCH GRI PBN/T1 OPR/
with RF (name)
Precision GLS AGZ NAV/GLS
Approach
For the majority of Australian IFR operations the appropriate field 10
navigation entries will be:
S Standard COM/NAV/Approach Aid combination
of VHF/VOR/ILS, and
R PBN capable, and
G GNSS, and
Z other equipment or capabilities (required to
enable nomination of NAV/RNP2 in Item 18.

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AIP Australia 09 NOV 2017 ENR 1.10 - 19

Surveillance Equipment
Circle N for Nil, or
D
Aircraft with ADS-B capability:
Enter up to two ADS-B codes: either ‘L’ or ‘E’ and ‘B1’ or ‘B2’.
L SSR Transponder Mode S, including aircraft D
identification, pressure altitude, ADS-B Out and
enhanced surveillance capability.
E SSR Transponder Mode S, including aircraft
identification, pressure altitude and ADS-B Out
capability.
B1 ADS-B “Out” capability using 1090MHz extended
squitter
B2 ADS-B “Out” and “In” capability using 1090MHz
extended squitter
Note: Enhanced surveillance capability is the ability of the aircraft to down- D
link aircraft derived data via a Mode S transponder.
Use the following table to determine the Field 10b entries for ADS-B
transponder (use only one entry)
Transponder with ADS-B Extended Squitter Capability
Field Transponder Capability D
10b
Mode S Aircraft Pressure Enhanced ADS-B ADS-B
Entry
(ADS-B) ID Altitude Surveillance 1090 OUT 1090 IN
LB2 X X X X X X
EB2 X X X X X
LB1 X X X X X
EB1 X X X X
L X X X X
E X X X
Aircraft without ADS-B capability:
Enter one SSR code representing the highest level of non-ADS-B
surveillance capability available (in order highest is H then S, I, P, X, C
and A is lowest).
H SSR Transponder Mode S, including aircraft
identification, pressure altitude and enhanced
surveillance capability.
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ENR 1.10 - 20 09 NOV 2017 AIP Australia

S SSR Transponder Mode S, including both

pressure altitude and aircraft identification
capability.
I SSR Transponder Mode S, including aircraft
identification, but no pressure altitude capability. D
P SSR Transponder Mode S, including pressure
altitude, but no aircraft identification capability.
X SSR Transponder Mode S with neither aircraft
identification nor pressure altitude capability.
C SSR Transponder Mode C
A SSR Transponder Mode A
Note: Enhanced surveillance capability is the ability of the aircraft to
down-link aircraft derived data via a Mode S transponder.
Use the following table (listed in order of highest to lowest capability) to
determine to correct Field 10b entry for non-ADS-B transponder (use only
one entry).
Non-ADS-B Transponder

Transponder Capability
Field 10b
Mode A Mode C Mode S Aircraft ID Pressure Enhanced
Entry
(non- Altitude Surveillance
ADS-B)
H X X X X
S X X X
I X X
P X X
X X
C X X X
A X

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AIP Australia 09 NOV 2017 ENR 1.10 - 21

ADS-C
Enter up to two ADS-C codes: ‘D1’ and/or ‘G1’
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Note: The RSP specification(s), if applicable, will be listed in Item 18
following the indicator SUR/. Operators may only have to declare the RSP
capability for flights that will operate in airspace administered by State that
require it.
Item 13 – Departure Aerodrome
Item 16 – Destination Aerodrome and Total Estimated Elapsed Time
– Alternate Aerodrome
Enter Aerodrome abbreviation in four letters.
Requirements Enter the four letter authorised abbreviation then, without
a space, the total estimated elapsed time as four figures
in hours and minutes; e.g. 0340. Include any aerial work
delay noted as DLE in Item 18.
For aerodromes without an authorised abbreviation,
enter ZZZZ. In Item 18 write DEP/ (or as applicable
“DEST/ ALTN/”) followed by either the latitude and
longitude of the aerodrome or bearing and distance from
a location with an authorised abbreviation or, the first
point of the route or the marker radio beacon if the
aircraft has not taken off from the aerodrome.
In Item 18, enter the common name of the alternate
location after RMK/.
Note 1: For bearing and distance, enter the designator of the location
followed by three figures in degrees magnetic followed by three figures in
nautical miles; e.g. BN270120 is a position 120NM, 270 degrees from
Brisbane.
Note 2: Use of authorised aerodrome abbreviations for mobile locations
may be suspended by NOTAM when not in the normal location. Pilots must
use ZZZZ and provide location details when the aerodrome abbreviation is
suspended.

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Total EET
Enter Total estimated elapsed time of the flight as four figures
in hours and minutes; e.g. 0340 and include any aerial
work delay noted as DLE in Item 18.
AFIL
AFIL (Flight Notification Filed in the Air) can be used
instead of the departure aerodrome abbreviation when
ATS services are only required for entry to, or to cross
controlled airspace. (Estimated Off Blocks Time becomes
the estimate for the point where the ATS service is to
commence).
Note: For a flight plan received from an aircraft in flight, the total estimated
elapsed time is the estimated time from the first point of the route to which
the flight plan applies to the termination point of the flight plan.
Estimated Off Blocks Time
Enter Estimated off blocks time (EOBT), or the estimate for the
point where the ATS service is to commence (applicable
for use with AFIL - as referred to above in the departure
aerodrome section), in four figure UTC.
Requirements Provide an EOBT for every flight stage as HHMM. All
flights must also include DOF/ followed by the date of
flight as YYMMDD at Item 18, even if the date of flight is
the current day. EOBT/DOF more than 120 hours (5
days) in advance of the time of notification cannot be
accepted. A change more than 30 minutes to a submitted
EOBT should be advised to ATS or through NAIPS.
Item 15 – Cruising Speed
Enter Enter TAS in knots or enter Mach number.
Requirements Circle N, then enter zero and three figures for knots; e.g.
0180.
Circle M, then enter zero and two figures for mach
number to the nearest hundredth of a unit; e.g. 082.
Level
Enter First planned cruising level.

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AIP Australia 09 NOV 2017 ENR 1.10 - 23
Requirements Enter either “A” followed by three figures to indicate
altitude in hundreds of feet up to and including 10,000FT;
e.g. A085; or, “F” followed by three figures to indicate
flight levels above 10,000FT; e.g, F350.
Item 15 – Route
Enter Details of the planned route, change of level, flight rules,
and cruise climb.
Requirements For an aerodrome, use authorised abbreviation; e.g.
for YMBL for Marble Bar. For a navaid identifier, use
locations/ published two or three letter abbreviation; e.g. CDU for
waypoints Ceduna NDB. For a latitude and longitude identification,
use degrees and minutes in an eleven character group;
e.g. 2730S15327E.
For a waypoint use assigned designator; e.g. CANTY.
For bearing and distance, enter the identification of the
significant point followed by three figures in degrees
magnetic followed by three figures in nautical miles; e.g.
BN270120 is a position 120NM, 270 ° from Brisbane.
Requirements Check AIP charts and DAH for full route details and
for route ERSA Flight Planning Requirements for specific route
requirements/restrictions and city pair options. Where
specific route requirements/restrictions are not specified,
route details may be entered according to the following
rules:
a. Route details must start and end with DCT (direct);
b. DCT must be following or preceded by one of the
following points:
(i) Navaid
(ii) Waypoint; or
(iii) ARP, that is not the departure or destination
location (unless a DLE is planned at the
location).
c. Subsequent points should be described by ATS route
designators where defined.

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ENR 1.10 - 24 09 NOV 2017 AIP Australia

ROUTE TYPE EXAMPLE ENTRY

Flights outside designated ATS routes:
Direct from departure point to For YAUR-YPMP:
destination without the use of DCT
navaids.
Direct from departure point to For YROM-YCMU
destination with the use of navaids DCT ROM CMU DCT
From departure point to For YBDV-YLRE
destination via published or non- DCT BDV BDV062150 LRE
published points DCT or DCT BDV
240S14147E LRE DCT or
DCT BDV YMOO LRE DCT
For survey work, include the For YGLA-YGLA (via survey
points where the aircraft will enter area): DCT GLA BUD YGYM
and exit the survey area. 2500S15100E GLA DCT
(See Note 2)
Flights on designated ATS routes:
To or from locations with or For YPAD-YLLE:
without navigation aids. DCT AD H246 OOM DCT
For YSSY-YLHI:
DCT TESAT B450 LHI DCT
Via the SID or STAR transition For YBBN-YSSY
point of the route. DCT LAV H62 CORKY H12
(See Note 3) BOREE DCT
Where LAV is the SID
transition point from Brisbane
and BOREE is the STAR
transition point to Sydney
For YSSY-YLHI:
DCT NOBAR B450 LHI DCT

Note 1: Pilots should refer to ENR 1.1 para 5., “Air Route
Specifications” and ENR 1.1 para 4. “Navigation
Requirements” when planning a route.
Note 2: When planning to conduct survey work, a map of
the survey area must be provided to ATS with the flight
notification.

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AIP Australia 09 NOV 2017 ENR 1.10 - 25
When planning survey work, include in Item 18 the
expected delay en route (DLE) at the commencement of
survey; e.g. DLE/GYM0130 indicates a delay at Gympie
for 90 minutes.
Note 3: SID/STAR designators and instrument approach
fixes/waypoints for Australian airports must not be
entered. Designated ATS routes and published location
identifiers or waypoints must be used instead.
Requirements Enter the significant point at which a change of speed
for change of (5% TAS or 0.01 Mach or more) or a change of level is
speed/level planned to commence, followed by an oblique stroke and
both the cruise speed and the level without a space
between them; e.g. AYE/N0130A080, AS/M082F350.
Both cruise speed and level must be entered even when
only one of these quantities will be changed.
Requirements Enter details of a change to flight rules following the entry
for change of in Item 8 of Y or Z.
flight rules Enter the location where the change will occur followed
by a space and VFR or IFR; e.g. YBAF VFR.
A change in level may also be included; e.g. ROM/
N0180A090 IFR.
Requirements Enter the letter C followed by an oblique stroke, the point
for cruise climb/ at which the cruise climb or block level is planned to start,
block an oblique stroke, the speed to be maintained during the
level cruise climb or block level, AND
reservation the two levels defining the layer to be occupied during the
cruise climb or block level, OR
one level and the word PLUS;
e.g. C/FERET/N0380F370F390, or
C/FERET/N0380F370PLUS.
Note: Cruise Climb is not used in Australian administered airspace. Where
possible, block level clearances will be issued upon request.
Item 18
Enter Other information such as navaid training, block surveys
and other plain language remarks of significance.
Note: ACARS and TCAS or ACAS are not required to be
included in the flight notification.

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ENR 1.10 - 26 09 NOV 2017 AIP Australia

Enter information in the sequence shown below:

STS/ Use for special aircraft handling, followed by one or more
of the indicators below separated by a space e.g. STS/
MEDEVAC NONRVSM;
ALTRV – flight operated in accordance with an altitude
reservation
ATFMX - flight approved for exemption from ATFM
measures by ATC
FFR – fire-fighting
FLTCK – flight check for calibration of navaids
HAZMAT – flight carrying hazardous material
HEAD – flight with Head of State status
HOSP – medical flight declared by medical authorities
HUM – flight operating on a humanitarian mission
MARSA – flight for which a military entity assumes
responsibility for separation of military aircraft
MEDEVAC – life critical medical emergency evacuation
NONRVSM – non RVSM-capable flight intending to
operate in RVSM airspace
SAR – flight engaged in a search and rescue mission;
and
STATE – for a flight engaged in domestic or international
military services; or international customs or police
services.
Note: Other reasons for special handling by ATS may be
denoted under the designator RMK/.
PBN/ Followed by PBN capabilities. R must have been entered
in Item 10. Include as many of the descriptors below, as
apply to the flight without spaces e.g. PBN/A1L1T1. The
field capacity is 16 characters only i.e. 8 entries. In order
to make efficient use of the available capacity to present
relevant aircraft capability use the following guidance:
– Only include one of the RNP APCH entries S1 or
S2, not both
– Only include one of the RNP AR APCH entries
T1 or T2, not both

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AIP Australia 24 MAY 2018 ENR 1.10 - 27
– If RNAV 5 and B2, B3, B4 and B5 are applicable
use B1, All Sensors. LORAN C (B6) is not
required in Australia to qualify for B1.
– If a DME/DME/IRU specification is filed (C3, D4
or O4) do not file DME/DME (C3, D3 or O3) as
well.
Descriptor RNAV SPECIFICATION
A1 RNAV 10 (or RNP 10)

B1 RNAV 5 all permitted sensors

B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORANC

C1 RNAV 2 all permitted sensors

C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU

D1 RNAV 1 all permitted sensors

D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU

RNP SPECIFICATION
L1 RNP 4

O1 Basic RNP 1 all permitted sensors

O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
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ENR 1.10 - 28 24 MAY 2018 AIP Australia

Descriptor RNAV SPECIFICATION

S1 RNP APCH
S2 RNP APCH with BARO-VNAV

T1 RNP AR APCH with RF

T2 RNP AR APCH without RF
Note: RNP2 has not yet been allocated a PBN code. Enter RNP2 in NAV/
with G, R and Z in Field 10.

NAV/ Followed by navigation equipment or capabilities other

than those listed for Item 10 or under PBN/ e.g. NAV/
RNP2. Z must have been entered in Item 10.
COM/ Followed by communication equipment and capabilities
other than those listed for Item 10a. Use when Z has also
been entered in Item 10a; e.g. COM/HF3452.
DAT/ Followed by data communication equipment and
capabilities not specified in 10a. Use when Z has also
been entered in Item 10a.
SUR/ Indicate surveillance equipment and capabilities not
specified in 10b. Indicate as many RSP specification(s)
as apply to the flight, using designator(s) with no space.
Multiple RSP specifications are separated by a space.
Example: RSP180 RSP400.
DEP/ when ZZZZ has been entered in Item 13 followed by
latitude and longitude or bearing and distance from a
location with an authorised abbreviation; e.g. DEP/
BN090120.
DEST/ when ZZZZ has been entered in Item 16 followed by
latitude and longitude or bearing and distance from a
location with an authorised abbreviation; e.g. DEST/
2730S15327E.
DOF/ Followed by YYMMDD to indicate the date of flight. e.g.
DOF/121115
REG/ Followed by the full aircraft registration; e.g. REG/
VHZFR.

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AIP Australia 09 NOV 2017 ENR 1.10 - 29
EET/ For international flights that enter or leave the Australian
FIR use EET/ to indicate the estimated elapsed time to
the FIR boundary. Enter EET/ followed by the FIR
boundary indicator and the estimated elapsed time in
hours and minutes; e.g. EET/YMMM0130.
SEL/ Followed by the SELCAL Code, for aircraft so equipped.
TYP/ When an approved aircraft type designator has not been
assigned and ZZZZ has been entered in Item 9, enter
TYP/ followed by the aircraft type; e.g. TYP/Echo Mk1.
CODE/ Aircraft address (optional). Expressed in the form of an
alphanumerical code of six hexadecimal characters e.g.
CODE/7C0001.
DLE/ followed by the point where the aircraft will be operating
and the estimated time in hours and minutes as a four
figure group; e.g. DLE/MDG0030 RMK/MDG NDB
indicates that the aircraft will be delayed at Mudgee for
30 minutes training on the NDB.
OPR/ Followed by the name of operator. For RNP AR
operations use of OPR/ alerts ATC to issue relevant RNP
AR clearances.
ORGN/ Followed by the originator’s 8 letter AFTN address or
other appropriate contact details such as a contact phone
number when submitting a SARTIME.
PER/ Followed by the aircraft performance category as
described in ENR 1.5 para 1.2; e.g. PER/B. IFR aircraft
arriving at a controlled aerodrome must insert their
performance category.
ALTN/ when ZZZZ has been entered in Item 16 followed by
latitude and longitude or bearing and distance from a
location with an approved abbreviation; e.g. ALTN/
2700S15320E.
RMK/ When any other plain language remarks are required or
deemed necessary. Where applicable, followed by one or
more of the indicators below:

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ENR 1.10 - 30 09 NOV 2017 AIP Australia

SARTIME, followed by FOR ARR (for arrival) or FOR

DEP (for departure), date/time as a six figure group, the
authority (TO CENSAR) and location as an authorised
aerodrome abbreviation, navaid identifier or latitude/
longitude. ZZZZ cannot be accepted for the location.
Only one SARTIME per flight notification may be entered.
If more than one SARTIME is required, then TBA can be
entered, e.g. RMK/SARTIME FOR ARR 080430 TO
CENSAR YROM or RMK/SARTIME FOR DEP TBA TO
CENSAR YBMV. Pilots are also requested to submit
contact telephone details under ORGN/ when available.
ATC APPROVED NIL ADSB, insert if in receipt of an
approval issued by Airservices in accordance with GEN
1.5, para 6.1.4 - Flight with unserviceable ADS-B
equipment.
NIL ADSB AUTH, if authorised by the applicable
instrument.
ADSB EXEMPT, if in receipt of an individual CASA
exemption or authorisation.
MERCY FLIGHT, followed by the reason for the Mercy
flight, reference to any rule or regulation that will not be
complied with and details of the portions of flight affected
as necessary.
FLT Insert if flight numbers are used either in RTF
phraseologies or for traffic sequencing, and are not
entered in Item 7.
FORM Insert details of the aircraft taking part in a
formation flight if more than one aircraft type is included
in the formation. The number, type and wake turbulence
category of the second and subsequent types of aircraft
are entered, separated by a plus sign; e.g. RMK/FORM
2PC9+4F18 M OPS IN R577.
PIFR Insert PIFR as the first element of RMK/ to indicate
that the pilot is rated to Private IFR. Include relevant
FPAs applicable to flight within controlled airspace as per
the table below:

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AIP Australia 09 NOV 2017 ENR 1.10 - 31

Abbreviation
FPA Example/Notes
Prefix Suffix
Navigation NAV Enter equipment as per item 10
Only and RMK/PIFR NAV in item 18.
Night Flying NGT RMK/PIFR NGT
Instrument IDEP SID RMK/PIFR IDEP
Departures RMK/PIFR IDEP SID
Instrument IAL NDB, VOR, RMK/PIFR IAL NDB
Approaches DME, RMK/PIFR IAL DMEGPS
(Single or DMEGPS, RMK/PIFR IAL RNAVGNSS
Multi-engine RNAVGNSS, RMK/PIFR IAL VOR, ILS
as applicable ILS, LOC
to the aircraft
being flown)
Visual circling VSA RMK/PIFR VSA
approach Not required where other IAL
FPA are also listed.
STAR STAR NDB, VOR, RMK/PIFR STAR GPS
GPS, DME
Holding HLDG NDB, VOR, RMK/PIFR HLDG VOR
GPS, DME
Multiple FPR RMK/PIFR NAV IAL
RNAVGNSS HLDG VOR GPS
Item 19 - Supplementary Information
Enter Additional information relevant to the flight for search and
rescue purposes (optional).
Requirements Fuel endurance to be entered for each stage of flight in
hours and minutes after E/; e.g. 0430 hours.
Aircraft Colour and Markings is used to record
predominate colour and significant markings of the
aircraft.
Survival equipment to be circled as follows:
P First aid
D Emergency rations
M Water

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ENR 1.10 - 32 09 NOV 2017 AIP Australia

J Jackets
E ELT 406 MHz
Under “dinghies”, enter number of dinghies carries, the
total capacity of ALL dinghies and colour.
Persons on board to be entered as the total number
(passengers and crew) carried for each flight. Enter TBN
if the number is to be advised after time of filing flight
notification.
“Remarks” is provided for any additional survival
equipment carried.
Enter additional capabilities of life jackets and ELT
beacon transmit frequencies as relevant:
L Lights
F Fluorescein
U UHR radio on 243.0MHz
V VHF radio on 121.5MHz
Pilot in command should include telephone, mobile and
fax number, and company name.
Military Supplement
Item 18
Enter The following list of abbreviations shows those
approved for use by the Military. These abbreviations
must be used to indicate the type of flying activity to be
conducted. No other abbreviations are to be used. All
levels specified with these abbreviations indicate
operations at or below that level. Levels below
1,000FT are to be treated as AGL.
EET/ All fighter/strike operations must enter EET/ for the LJR
component of the flight. EET/is followed by the
designator and the elapsed time in hours and minutes
from the departure point to the significant point; e.g. EET/
CG0108 2726S15333E0116 BN0120 indicates an
elapsed time to Gold Coast of 68 minutes, Point Lookout
76 minutes and Brisbane 80 minutes.

93
AIP Australia 09 NOV 2017 ENR 1.10 - 33
Any en route delay time (DLE) must be accumulated with
the estimated elapsed time associated with the route
segment from the airwork position; e.g. EET/CG0108
2726S15333E0116 BN0140 DLE/2726S15333E 0020
indicates an estimated elapsed time to Gold Coast of 68
minutes, Point Lookout 76 minutes and Brisbane 100
minutes (including the 20 minutes airwork).
RMK/ followed by one or more of the indicators below:
TFR followed by a level to indicate Terrain Following
Radar; e.g. RMK/TFR003.
LLN followed by a level to indicate Low Level Navigation;
e.g. RMK/LLN010.
LLO followed by a level to indicate Low Level
Operations; e.g. RMK/LLO030.
SVY followed by a level to indicate Aerial Survey; e.g.
RMK/SVY050.
NVG followed by a level to indicate Night Vision Goggle
exercise; e.g. RMK/NVG008.
AVM followed by a significant point and upper level
of operation to indicate Abrupt Vertical Manoeuvres;
e.g. RMK/AVM2515S14330EA090.
NOCOM followed by (time after ATD) + (time after
ATD) CNL (agency) (frequency), to indicate that
communications will be non-continuous for the
specified period: e.g. RMK/NOCOM 10+34 CNL WLM
APP 135.7, indicates that the aircraft will be NOCOM
from 10 minutes after ATD until 34 minutes after ATD
and will cancel NOCOM with Williamtown Approach on
135.7 MHz.
Note: There may be more than one NOCOM period
annotated.
MILSPECREQ To indicate special requirements flights
for military aircraft.
Pilots must include the reason for MILSPECREQ in:
a. STS/ for NONRVSM
b. RMK/ for:

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ENR 1.10 - 34 09 NOV 2017 AIP Australia

(1) LTD COMNAV;

(2) LTD FUEL ENDCE;
(3) TO LAND BY TIME;
(4) AAR MARSA; or
(5) other purpose as decided by the military
authority.
MARSA followed by the callsign of the aircraft or
formation with whom MARSA will apply e.g. RMK/
MARSA PSTL. Use when STS/MARSA has also been
entered in Item 18.
AAR followed by RVCP or anchor point, track designator
or MAAA (as applicable) and MARSA callsign e.g. RMK/
AAR AMX100 MARSA BUCK4; or RMK/AAR CARBN
W946 MARSA COLT.

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AIP Australia 01 MAR 2018 ENR 1.10 - 35

APPENDIX 3
FLIGHT NOTE

94
ENR 1.10 - 36 01 MAR 2018 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 25 MAY 2017 ENR 1.11 - 1

ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES

1. General
1.1 Flight plans are submitted to the briefing office in Canberra, or
transmitted directly via NAIPS or the AFTN (see AFTN address
list at GEN 3.4, APPENDIX 1.)
1.2 Flight movement messages relating to traffic into or via the
Brisbane and Melbourne FIRs should be addressed in
accordance with the following table:

FIR or controlled aerodrome Message address

Brisbane FIR YBBBZQZX
Melbourne FIR YMMMZQZX
[ICAO location code] ZTZX
Departure or destination (see GEN 3.4 APPENDIX 1
aerodrome controlled aerodrome
location codes)

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ENR 1.11 - 2 25 MAY 2017 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 09 NOV 2017 ENR 1.12 - 1

ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT

1. INTERCEPTION PROCEDURES
The following procedures and visual signals apply over the
territory and territorial waters of Australia in the event of
interception of an aircraft.
1.1 Action by intercepted aircraft
1.1.1 An aircraft which is intercepted by another aircraft must
immediately:
a. follow the instructions given by the intercepting aircraft,
interpreting and responding to visual signals in accordance
with the tables in Sections 1.3 and 1.4;
D
b. notify, if possible, the appropriate ATS unit;
c. attempt to establish radio communication with the intercepting
aircraft, or with the appropriate intercept control unit, by
making a general call on the emergency VHF frequency
121.5MHz and repeating this call on the emergency UHF
frequency 243.0MHz, if practicable, giving the identity and
position of the aircraft and nature of the flight;
d. if equipped with SSR transponder, select code 7700, unless
otherwise instructed by the appropriate ATS unit; and
e. if equipped with ADS-B or ADS-C, select the appropriate
emergency functionality, if available, unless otherwise
instructed by the appropriate ATS unit.
1.2 Radio communications during interception
1.2.1 If radio contact is established during interception but
communication in a common language is not possible, attempts
must be made to convey instructions, acknowledgment of
instructions and essential information by using the following
phrases and pronunciations and transmitting each phrase twice.

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ENR 1.12 - 2 09 NOV 2017 AIP Australia

Phrases for use by INTERCEPTED aircraft

Phrase Pronunciation1 Meaning
CALLSIGN KOL SA-IN My callsign is
(callsign)2 (callsign) (callsign)
WILCO VILL-KO Understood. Will
comply.
CAN NOT KANN NOTT Unable to comply.
REPEAT REE-PEET Repeat your instruction.
AM LOST AM LOSST Position unknown.
MAYDAY MAYDAY I am in distress.
HIJACK3 HI-JACK I have been hijacked.
LAND LAAND I request to land at
(place name) (place name) (place name).
DESCEND DEE-SEND I require descent.

1. Syllables to be emphasized are printed in bold letters.

2. The callsign required to be given is that used in
radiotelephony communications with ATS units and
corresponding to the aircraft identification in the flight
notification.
3. Circumstances may not always permit, nor make desirable,
the use of the phrase “HIJACK”.
1.2.2 The phrases shown in the table below should be used by the
intercepting aircraft and transmitted twice in the circumstances
described in para 1.2.1.
1.2.3 If any instructions received by radio from any sources conflict
with those given by the intercepting aircraft by visual signals, the
intercepted aircraft should request immediate clarification while
continuing to comply with the visual instructions given by the
intercepting aircraft.
1.2.4 If instructions received by radio from any sources conflict with
those given by the intercepting aircraft by radio, the intercepted
aircraft should request immediate clarification while continuing to
comply with the radio instructions given by the intercepting
aircraft.
1.2.5 The visual signals for use in the event of interception are detailed
in Sections 1.3 and 1.4.

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AIP Australia 09 NOV 2017 ENR 1.12 - 3

Phrases for use by INTERCEPTING aircraft

Phrase Pronunciation1 Meaning
CALLSIGN KOL SA-IN What is your callsign?
FOLLOW FOL-LO Follow me.
DESCEND DEE-SEND Descend for landing.
YOU LAND YOU LAAND Land at this aerodrome.
PROCEED PRO-SEED You may proceed.

1. Syllables to be emphasized are printed in bold letters.

93
 1.3 Signals initiated by intercepting aircraft and responses by intercepted aircraft
Series INTERCEPTING Aircraft Signals Meaning INTERCEPTED Aircraft Response Meaning
DAY or NIGHT- Rocking aircraft and
ENR 1.12 - 4

flashing navigational lights at irregular

93
intervals (and landing lights in the case
of a helicopter) from a position slightly
above and ahead of, and normally to
the left of, the intercepted aircraft (or to
the right if the intercepted aircraft is a
helicopter) and, after acknowledgement,
a slow level turn, normally to the left (or
to the right in the case of a helicopter) You have
on the desired heading. DAY or NIGHT - Rocking aircraft,
been Understood,
1 flashing navigational lights at
Notes: intercepted. will comply.
irregular intervals and following.
1. Meteorological conditions or terrain Follow me.
09 NOV 2017

may require the intercepting aircraft to

reverse the positions and direction of
turn given above in Serial 1.
2. If the intercepted aircraft is not able to
keep pace with the intercepting aircraft,
the latter is expected to fly a series of
race-track patterns and to rock the air-
craft each time it passes the intercepted
aircraft.
AIP Australia
 Series INTERCEPTING Aircraft Signals Meaning INTERCEPTED Aircraft Response Meaning
2 DAY or NIGHT - An abrupt break-away
manoeuvre from the intercepted aircraft
You may Understood,
consisting of a climbing turn of DAY or NIGHT - Rocking the aircraft.
proceed. will comply.
AIP Australia

90 degrees or more without crossing the

line of flight of the intercepted aircraft.
3 DAY or NIGHT- Lowering landing gear
(if fitted), showing steady landing lights DAY or NIGHT - Lowering landing
and overflying runway in use, or if the gear, (if fitted), showing steady
intercepted aircraft is a helicopter, landing lights and following the
Land at this Understood,
overflying the helicopter landing area. In intercepting aircraft and, if, after
aerodrome will comply.
the case of helicopters, the intercepting overflying the runway in use or
helicopter makes a landing approach, helicopter landing area, landing is
coming to hover near to the landing considered safe, proceeding to land.
area.
09 NOV 2017

93
ENR 1.12 - 5
 1.4 Signals initiated by intercepted aircraft and responses by intercepting aircraft
Series INTERCEPTED Aircraft Signals Meaning INTERCEPTING Aircraft Response Meaning
DAY or NIGHT - Raising landing gear (if DAY or NIGHT - If it is desired that
ENR 1.12 - 6

fitted) and flashing landing lights while the intercepted aircraft follow the

93
passing over runway in use of helicopter intercepting aircraft to an alternate Understood,
landing area at a height exceeding aerodrome, the intercepting aircraft follow me.
300M (1,000FT) but not exceeding Aerodrome raises its landing gear (if fitted) and
600M (2,000FT) (in the case of a you have uses the Series 1 signals prescribed
4 helicopter, at a height exceeding 50M designated for intercepting aircraft.
(170FT) but not exceeding 100M is
(330FT)) above the aerodrome level, inadequate If it is decided to release the Understood,
and continuing to circle runway in use of intercepted aircraft, the intercepting
you may
helicopter landing area. If unable to aircraft uses the Series 2 signals
proceed.
flash landing lights, flash any other prescribed for intercepting aircraft.
lights available.
09 NOV 2017

DAY or NIGHT - Regular switching on

and off of all available lights but in such Cannot DAY or NIGHT - Use Series 2 signals
5 Understood.
a manner as to be distinct from flashing comply prescribed for intercepting aircraft.
lights.
DAY OR NIGHT- Use Series 2
DAY or NIGHT - Irregular flashing of all
6 In distress. signals prescribed for intercepting Understood.
available lights.
aircraft.
AIP Australia
AIP Australia 09 NOV 2017 ENR 1.12 - 7

2. PROCEDURES FOR AIRCRAFT OPERATING IN AN AIR

DEFENCE IDENTIFICATION ZONE
2.1 General
2.1.1 The following general rules and procedures apply to enable
identification of air traffic entering any designated Air Defence
Identification Zone (ADIZ) under the control of Australia.
2.1.2 An ADIZ is airspace of defined dimensions within which
identification of all aircraft is required.
2.1.3 When a flight is intended to operate within an ADIZ, the pilot,
unless exempted in accordance with para 2.1.4, must:
a. lodge a flight notification covering flight within the ADIZ with
the appropriate ATS unit at least 60 minutes before entry into
the ADIZ;
b. report position to ATS when passing each position reporting
point within the ADIZ;
c. report position to ATS at ADIZ boundary with a geographical
reference (e.g. 15NM east of...) or, if the departure point is
within 100NM of the ADIZ boundary, report departure;
d. report departure if departing from a point in the ADIZ;
e. maintain a continuous listening watch on the communications
frequency of the appropriate ATS unit or on another frequency
as directed until the flight is through the ADIZ;
f. not deliberately deviate from tracks and altitudes filed in the
flight notification unless prior ATC clearance is obtained, or,
outside controlled airspace, notification is given to the
appropriate ATS unit; and
g. activate the aircraft transponder when within 100NM of the
ADIZ and when operating within the ADIZ.
2.1.4 The following flights over Australia and its territorial waters are
exempted from compliance with the requirements of para 2.1.3:
a. a flight originating within an ADIZ which maintains a steady
outbound track;
b. a flight which remains within 10NM of the point of departure;
c. aircraft performing published approach, holding or recovery
procedures; and

93
 ENR 1.12 - 8 09 NOV 2017 AIP Australia

d. a flight conducted in accordance with special procedures

arranged with the Regional Air Defence Commander.
2.1.5 Flight notifications lodged in accordance with para 2.1.3 must
include details of:
a. tracks and altitudes to be flown while operating in the ADIZ;
b. estimated elapsed times for each route segment in the ADIZ,
including the segment in which the ADIZ boundary is crossed;
c. position reporting points, departure and landing points; and
d. estimated time at the commencing point of the first route
segment for which details are required in accordance with
sub-para b.
2.1.6 Reporting points published in aeronautical charts must be used
plus those required by the Regional Air Defence Commander.
2.1.7 Pilots must immediately notify ATS of any deviation from flight
notification beyond the following tolerances:
a. estimated time of commencing the ADIZ route segments – ± 5
minutes;
b. over land area – ± 10NM from track;
c. over oceanic areas - ± 20NM from track.
Note: The 5 minutes expressed in sub-para a. will be used in
considering an appropriate response, but pilots must report
predicted deviations of greater than two (2) minutes.
2.1.8 In the event of failure of two way radio communication, the pilot
must proceed in accordance with the normal radio failure
procedures.
2.2 Special Requirements
2.2.1 Special requirements may be published relative to a particular
ADIZ. Flights exempted in accordance with para 2.1.4 will not be
exempted from the special requirements unless so specified.
2.3 Non-Compliance
2.3.1 Significant deviations from the requirements for flight in an ADIZ
must be reported immediately to ATS and details and reasons for
the deviation must be reported at the first point of landing, for
D transmission to the Regional Air Defence Commander.

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AIP Australia 09 NOV 2017 ENR 1.12 - 9
2.4 Diversion of Aircraft for Defence Operations
2.4.1 The Regional Air Defence Commander may, through ATS, direct
the flight of aircraft in the interests of national security. Messages
initiating such requirements will be prefaced by ‘MILITARY
OPERATIONS REQUIRE...’

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ENR 1.12 - 10 09 NOV 2017 AIP Australia

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AIP Australia 10 NOV 2016 ENR 1.13 - 1

ENR 1.13 UNLAWFUL INTERFERENCE

1. PILOT ACTIONS
1.1 An aircraft which is being subjected to unlawful interference must
endeavour to inform ATS of this fact, along with any deviation
from the current flight plan and any other significant factors
affecting the operation. SSR-equipped aircraft should use an
appropriate code. Information pertinent to the safe conduct of the
flight will continue to be transmitted by ATS and appropriate
action taken to expedite the conduct of the flight.

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ENR 1.13 - 2 10 NOV 2016 AIP Australia

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AIP Australia 10 NOV 2016 ENR 1.14 - 1

ENR 1.14 AIR TRAFFIC INCIDENTS

1. ACCIDENTS AND INCIDENTS

1.1 Introduction
1.1.1 The Australian Transport Safety Bureau (ATSB) is an
independent Commonwealth Government statutory agency. The
Bureau is managed by a Commission and is entirely separate
from transport regulators, policy makers and service providers.
The ATSB is established by the Transport Safety Investigation
Act 2003 (TSI Act) and conducts its investigations in accordance
with the provisions of the Act. The TSI Act provides guidance for
the investigation of all civil aviation occurrences within Australian
Territory and for all occurrences involving civil registered
Australian aircraft outside Australian Territory.
1.1.2 The fundamental objective of air safety investigations is the
prevention of accidents and incidents. The ATSB’s investigations
are independent and do not assign blame. The aim of the
investigations is to determine all the factors involved and to use
this information as the basis for enhancing safety in aviation.
1.1.3 The results of an investigation are required to be made known
through a report which may constitute:
a. a formal report,
b. safety action statements, or
c. safety recommendations.
Publication of the report may occur on the ATSB website
(www.atsb.gov.au) and in ATSB publications.
1.1.4 Contact details for the ATSB are:
PO Box 967,
Civic Square,
CANBERRA ACT 2608
Ph: 1800 011 034, or 61 2 6230 4408
Fax: 61 2 6274 6434.
1.2 Immediately and Routine Reportable Matters
1.2.1 Regulation 2.5 of the Transport Safety Investigation Regulations
2003 (TSI Regulations) contains a list of “responsible persons”
for reporting aviation occurrences to the ATSB. A “responsible
person” is listed as:

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ENR 1.14 - 2 10 NOV 2016 AIP Australia

a. a crew member of the aircraft concerned;

b. the owner or operator of the aircraft;
c. a person performing an ATC service in relation to the aircraft;
d. a person performing a dedicated aerodrome rescue or fire
fighting service in relation to the aircraft;
e. a person who:
(1) is licensed as an aircraft maintenance engineer under
the Civil Aviation Regulations 1988 or the Civil Aviation
Safety Regulations 1998, and
(2) does any work in relation to the aircraft;
f. a member of the ground handling crew in relation to the
aircraft;
g. a member of the staff of CASA; and
h. the operator of an aerodrome.
1.2.2 A responsible person is not required to report if he/she has
reasonable grounds to believe another responsible person has
reported the occurrence.
1.2.3 The occurrences which a “responsible person” is required to
report are listed as either Immediately Reportable Matters (IRM)
or Routine Reportable Matters (RRM). IRM must be reported as
soon as reasonably practicable by telephone on 1800 011 034,
and then a follow-up written report must be made within 72
hours. RRM require only a written report within 72 hours.
1.2.4 Listed below are the IRM and RRM that must be reported by:
a. all aircraft operations,
b. air transport operations, and
c. aircraft operations other than air transport operations.
Note: An “air transport operation” is a regular public transport
operation or a charter operation. The TSI Regulations contain a
more comprehensive definition for the term as well as definitions
for other terms used in the list of reportable matters below. Refer
to the ATSB website (www.atsb.gov.au) for a complete copy of
the TSI Act, TSI Regulations and explanatory material.

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AIP Australia 25 MAY 2017 ENR 1.14 - 3
2. REPORTING - ALL AIRCRAFT OPERATIONS
2.1 IRM
2.1.1 IRM for all aircraft operations are:
a. subject to the exclusions in the note below, the death of, or a
serious injury to:
(1) a person on board the aircraft or in contact with the
aircraft, or anything attached to the aircraft, or anything
that has become detached from the aircraft; or
(2) a person who has been directly exposed to jet blast;
Note: “The death of, or a serious injury to, a person” does not
include:
(i) death or serious injury resulting from natural causes
(except to a flight crew member); or
(ii) death or serious injury that is intentionally self-inflicted;
or
(iii) death or serious injury that is intentionally caused by
another person; or
(iv) death or serious injury suffered by a stowaway in a part
of the aircraft that is not usually accessible to crew
members or passengers after takeoff; or
(v) death occurring more than 30 days after the occurrence
that caused the death, unless the death was caused by
an injury that required admission to hospital within 30
days after the occurrence.
b. the aircraft believed “missing”;
c. the aircraft suffering serious damage, or the existence of
reasonable grounds for believing that the aircraft has suffered
serious damage;
d. the aircraft being inaccessible and the existence of
reasonable grounds for believing that the aircraft has been
seriously damaged;
e. breakdown of separation standards, being a failure to
maintain a recognised separation standard (vertical, lateral or
longitudinal) between aircraft that are being provided with an
ATC separation service.

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ENR 1.14 - 4 25 MAY 2017 AIP Australia

Note: This may result from ATC, pilot or other actions, and may
occur even if only one (1) of the aircraft involved is under control
of an ATC service.
3. REPORTING - ALL AIR TRANSPORT OPERATIONS
3.1 IRM
3.1.1 IRM for all air transport operations include:
a. airprox*;
b. violation of controlled airspace;
c. a near-collision involving aircraft manoeuvring on the ground;
d. an occurrence in which flight into terrain is narrowly avoided;
e. the rejection of a takeoff from a closed or occupied runway;
f. a takeoff from a closed or occupied runway with marginal
separation from an obstacle or obstacles;
g. a landing on a closed or occupied runway;
h. a significant failure to achieve predicted performance during
takeoff or initial climb;
i. a fire (even if subsequently extinguished), smoke, fumes or an
explosion on, or in, any part of the aircraft;
j. an uncontained engine failure;
k. a mechanical failure resulting in the shutdown of an engine;
l. the use of any procedure for overcoming an emergency;
m. an event requiring the use of oxygen by a flight crew member;
n. malfunction of an aircraft system that seriously affects the
operation of the aircraft;
o. a flight crew member becoming incapacitated during flight;
p. fuel exhaustion;
q. the aircraft’s supply of useable fuel becoming so low (whether
or not as a result of fuel starvation) that the pilot declares an
emergency in flight;
r. undershooting, over-running or running off the side of a
runway during takeoff or landing, or any other similar
occurrence;

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AIP Australia 25 MAY 2017 ENR 1.14 - 5
s. any of the following occurrences, if the occurrence causes
difficulty controlling the aircraft:
(1) a weather phenomenon; or
(2) operation outside the aircraft’s approved envelope;
t. the failure of two (2) or more related redundant systems for
flight guidance and navigation; and
u. serious damage to, or destruction of, any property outside the
aircraft caused by contact with the aircraft or anything that has
become detached from the aircraft.
* airprox means an occurrence in which two (2) or more aircraft
come into such close proximity that a threat to the safety of the
aircraft exists or may exist, in airspace where the aircraft are not
subject to an air traffic separation standard or where separation
is a pilot responsibility.
3.2 RRM
3.2.1 RRM for all air transport operations include:
a. an injury, other than a serious injury, to:
(1) a person on board the aircraft or in contact with the
aircraft or anything attached to the aircraft or anything
that has become detached from the aircraft; or
(2) a person who has been directly exposed to jet blast;
b. the aircraft suffering damage that compromises, or has the
potential to compromise, the safety of the flight, but is not
serious damage;
c. flight below the minimum altitude, except in accordance with a
normal arrival or departure procedure;
d. a ground proximity warning system alert;
e. a critical rejected takeoff, except on a closed or occupied
runway;
f. a runway incursion;
g. any of the following occurrences, if the occurrence
compromises, or has the potential to compromise, the safety
of the flight:
(1) a failure to achieve predicted performance during takeoff
or initial climb;

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ENR 1.14 - 6 25 MAY 2017 AIP Australia

(2) malfunction of an aircraft system, if the malfunction does

not seriously affect the operation of the aircraft;
Note: Aircraft systems include flight guidance and
navigation systems.
(3) fuel starvation that does not require the declaration of an
emergency;
h. any of the following occurrences, if the occurrence
compromises or has the potential to compromise the safety of
the flight, but does not cause difficulty controlling the aircraft:
(1) a weather phenomenon;
(2) operation outside the aircraft’s approved flight envelope;
i. failure or inadequacy of a facility used in connection with the
air transport operation, such as:
(1) a navigation or communication aid; or
(2) an ATC service or general operational service; or
(3) an airfield facility, including lighting or a manoeuvring,
taxiing or takeoff surface;
j. misinterpretation by a flight crew member of information or
instructions, including:
(1) the incorrect setting of a transponder code; or
(2) flight on a level or route different to the level or route
allocated for the flight; or
(3) the incorrect receipt or interpretation of a significant
radio, telephone or electronic text message;
k. breakdown of coordination, being an occurrence in which
traffic related information flow within the ATS system is late,
incorrect, incomplete or absent;
l. failure of air traffic services to provide adequate traffic
information to a pilot in relation to other aircraft;
Note: The information may have been incomplete, incorrect, late
or absent.
m. a traffic collision avoidance system resolution advisory being
given to the pilot of the aircraft;

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AIP Australia 25 MAY 2017 ENR 1.14 - 7
n. an occurrence arising from the loading or carriage of
passengers, cargo or fuel, such as:
(1) the loading of an incorrect quantity of fuel, if the loading
of the incorrect quantity is likely to have a significant
effect on aircraft endurance, performance, balance or
structural integrity; or
(2) the loading of an incorrect type of fuel or other essential
fluid, or contaminated fuel or other essential fluid; or
(3) the incorrect loading of passengers, baggage or cargo, if
the incorrect loading has a significant effect on the mass
or balance of the aircraft; or
(4) the carriage of dangerous goods in contravention of
Commonwealth, State or Territory legislation; or
(5) the incorrect securing of cargo containers or significant
items of cargo; or
(6) the incorrect stowage of baggage or cargo, if the
incorrect stowage is likely to cause a hazard to the
aircraft or its equipment or occupants, or to impede
emergency evacuation; or
(7) a significant contamination of the aircraft structure,
systems or equipment, arising from the carriage of
baggage or cargo; or
(8) the presence of a violent or armed passenger;
o. a collision with an animal, including a bird.
4. REPORTING - ALL AIRCRAFT OPERATIONS OTHER THAN
AIR TRANSPORT OPERATIONS
4.1 RRM
4.1.1 RRM for all aircraft other than air transport operations include:
a. an injury, other than a serious injury, to a person on board the
aircraft;
b. a flight crew member becoming incapacitated while operating
the aircraft;
c. airprox
d. an occurrence in which flight into terrain is narrowly avoided;
e. the use of any procedure for overcoming an emergency;

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ENR 1.14 - 8 25 MAY 2017 AIP Australia

f. an occurrence that results in difficulty controlling the aircraft,

including any of the following occurrences:
(1) an aircraft system failure;
(2) a weather phenomenon;
(3) operation outside the aircraft’s approved flight envelope;
g. fuel exhaustion;
h. the aircraft’s supply of useable fuel becoming so low (whether
or not as a result of fuel starvation) that the safety of the
aircraft is compromised;
i. a collision with an animal, including a bird, on a certified or
registered aerodrome.
5. WRITTEN REPORT
5.1 The written report required to be submitted under Section 19 of
the Act should preferably use the Air Safety Accident or Incident
Report (ASAIR) format. For a reportable matter other than for a
collision with an animal or bird, a requirement of Regulation 2.6
of the TSI Regulations is that the report should contain as much
of the following information as is within the person’s knowledge:
a. the name and contact details of the person making the report;
b. the person’s role in relation to the aircraft concerned;
c. the type, model, nationality, registration marks and flight
number (if any) of the aircraft;
d. the name of the owner of the aircraft;
e. the name and contact details of the operator of the aircraft;
f. if the aircraft was under hire when the reportable matter
occurred, the name of the hirer;
g. the name and nationality of the pilot, and the type and licence
number of the licence held by the pilot;
h. the name and nationality of each other flight crew member (if
any), and the type and licence number of the licence held by
each member;
i. the day and local time when the reportable matter occurred;
j. if, when the reportable matter occurred, the aircraft was
inflight:

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AIP Australia 25 MAY 2017 ENR 1.14 - 9
(1) the place where the flight started; and
(2) the place where the flight ended, or was intended to end;
and
(3) the purpose of the flight;
k. unless the reportable matter occurred at an airport, the
location of the aircraft immediately after the occurrence of the
reportable matter, including the geographical coordinates of
that location;
l. the number of persons on board the aircraft when the
reportable matter occurred;
m. the nature of the reportable matter, including:
(1) its outcome or effect on the flight of the aircraft;
(2) the phase of the aircraft’s flight when the matter
occurred;
(3) the weather conditions;
(4) the airspace designation;
(5) the altitude at which the matter occurred;
(6) if the matter occurred at, or in relation to, an airport, the
name of the airport, and, if it occurred on, or in relation
to, a runway, the runway number;
(7) if the matter involved a collision with an animal, including
a bird, the nature of the collision;
(8) the causes of the occurrence (if known), including any
human performance issues;
(9) any safety action carried out to prevent a recurrence of
the matter; and
(10) the nature and extent of any damage to the aircraft;
n. the physical characteristics of the area where the reportable
matter occurred (e.g. the terrain, vegetation cover, and
existence and location of any buildings, runways or
aerodromes);
o. the flight rules under which the aircraft was operating at the
time of the reportable matter;
p. the type of aircraft operation the aircraft was engaged in at the
time of the reportable matter;

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ENR 1.14 - 10 25 MAY 2017 AIP Australia

q. if the matter resulted in a fatality or serious injury, and the

aircraft carried an emergency locator transmitter:
(1) the manufacturer and model of the emergency locator
transmitter;
(2) whether it was fixed or portable;
(3) its location in the aircraft; and
(4) whether it was activated;
r. if the aircraft’s pilot has died:
(1) the pilot’s date of birth; and
(2) the pilot’s total flying hours on all aircraft and flying hours
on the same type of aircraft;
s. if any crew members have died or been seriously injured as a
result of the reportable matter, how many, and their names
and nationalities;
t. if any passengers have died or been seriously injured as a
result of the reportable matter, how many, and their names
and nationalities; and
u. if any other persons have died or been seriously injured as a
result of the reportable matter, how many, and their names
and nationalities.
5.2 For a reportable matter that amounts to a collision with an animal
or bird only the report must contain as much of the following
information as is within the knowledge of the person making the
report:
a. the name and contact details of the person making the report;
b. the day and local time when the reportable matter occurred;
c. the nature of the reportable matter, including:
(1) if the matter occurred at, or in relation to, an airport, the
name of the airport, and if it occurred on, or in relation to,
a runway, the runway number; and
(2) the nature and extent of any damage to the aircraft; and
d. any other information that the person making the report
considers appropriate.
5.3 The completed ASAIR should be forwarded directly by mail,
facsimile, or via the online website (www.atsb.gov.au) notification
form to the ATSB central office in Canberra.

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AIP Australia 25 MAY 2017 ENR 1.14 - 11
5.4 An ASAIR form may be obtained online at www.atsb.gov.au or by
contacting the ATSB on free-call phone number 1800 011 034
(primary notification number) or 1800 020 616 (safety information
number and secondary notification number).
6. INVESTIGATION
6.1 The transport safety investigator of an IRM or an RRM has the
capacity to obtain such information as is necessary to conduct
the investigation through the powers delegated to him or her
under Part 5 of the TSI Act.
However, the investigator will always seek, where possible, to
obtain information in cooperation with an owner or occupier.
Copies of flight plans, logs and briefing documents should be
retained by the pilot for 14 days after a flight in case they may be
required by the investigator.
6.2 Section 24 of the TSI Act makes a person guilty of an offence for
reckless conduct that adversely affects an investigation. For an
IRM, this may be conduct that occurs before the investigation is
commenced. The offence does not apply if the conduct is
authorised by the Executive Director of the ATSB or a delegate,
or if the conduct was necessary to:
a. ensure the safety of persons, animals or property; or
b. remove deceased persons or animals from an accident site;
or
c. move a transport vehicle, or the wreckage of a transport
vehicle, to a safe place; or
d. protect the environment from significant damage or pollution.
6.3 Under Section 43 of the TSI Act, the Executive Director of the
ATSB, or a delegate, may impose a ‘Protection Order’ on
evidence relevant to the investigation. For example, aircraft
wreckage, maintenance records or cockpit voice recorders.
Where such evidence is under a ‘Protection Order’, the removal
or interference with that evidence is an offence. However, the
same exceptions listed above for Section 24 apply for ‘Protection
Orders’.

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AIP Australia 10 NOV 2016 ENR 2.1 - 1

ENR 2. AIR TRAFFIC SERVICES AIRSPACE

ENR 2.1 FIR, UIR, TMA

1. A full description of Australia’s FIRs and TMAs is contained in

AIP DAH. Further, diagrammatic presentation of Australia’s
TMAs is contained in aeronautical charts.

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ENR 2.1 - 2 10 NOV 2016 AIP Australia

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AIP Australia 10 NOV 2016 ENR 2.2 - 1

ENR 2.2 OTHER REGULATED AIRSPACE

1. OPERATIONS IN OCEANIC CONTROLLED AIRSPACE

1.1 Clearance Requirements
1.1.1 Aircraft not in receipt of an airways clearance in another FIR are
required to obtain an airways clearance prior to entering
Australian administered Class A airspace. Clearances may be
issued by the primary guard station prior to FIR entry. If a
clearance is not received 15 minutes prior to entry, it may be
obtained directly by one of the following methods:
a. Voice clearances may be obtained from Brisbane on INO-1,
SEA-3, SP-6 or other advised frequencies as appropriate.
b. CPDLC clearances may be obtained from Brisbane (YBBB) or
Melbourne (YMMM), as appropriate.
1.2 Mach Number Technique
1.2.1 Mach Number Technique (MNT) is the term used to describe the
method of clearing successive jet aircraft, operating along the
same track, to maintain specified mach numbers in order to
maintain longitudinal separation.
1.2.2 The MNT may be used by ATC in the application of longitudinal
separation standards on routes within oceanic controlled
airspace. Pilots of jet aircraft must include the planned true Mach
Number in their flight plans.
1.2.3 Pilots are required to read back and maintain an assigned Mach
Number. ATC approval must be obtained before making any
change. If an immediate temporary Mach Number change is
essential (e.g. due to turbulence), ATC must be notified as soon
as possible that such a change has been made.
1.2.4 MNT may also be applied by ATC in other Australian airspace.
1.3 Weather Deviations – General
1.3.1 The following procedures provide guidance for pilot action when
weather deviations are required in oceanic controlled airspace.
As all possible circumstances cannot be covered, the pilot’s
judgement must ultimately determine the sequence of actions to
be taken.

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1.3.2 If the aircraft is required to deviate from route or track to avoid

weather, and prior clearance cannot be obtained, an ATC
clearance must be obtained at the earliest possible time. In the
meantime, the aircraft must follow the procedures detailed in
section 1.6.
1.3.3 The pilot must advise ATC when a weather deviation is no longer
required, or when a weather deviation has been completed and
the aircraft has returned to its cleared route or track. Further
deviations from route or track will require a new clearance.
1.4 Weather Deviations – Obtaining Priority From ATC
1.4.1 When a pilot initiates communications with ATC, the requirement
for frequency priority and a rapid response may be indicated by
use of the phrase, “WEATHER DEVIATION REQUIRED”.
1.4.2 A pilot retains the option of initiating communications using the
urgency call “PAN PAN” (preferably spoken three times) to alert
all listening parties of a special handling condition which requires
ATC priority for issuance of a clearance or assistance.
1.5 Weather Deviations – Pilot-Controller Communications
Established
1.5.1 When communications between the pilot and controller (via third
party) is available, the pilot must request clearance to deviate
from route or track advising, where possible, the extent of the
expected deviation. The controller will then initiate the following:
a. if there is no conflicting traffic in the lateral dimension, issue a
clearance to deviate from route or track; or
b. if there is conflicting traffic in the lateral dimension, establish
vertical separation and issue a clearance to deviate from
route or track; or
c. if unable to establish vertical separation, and there is
conflicting traffic in the lateral dimension:
(1) advise the pilot that clearance for the requested
deviation is not available;
(2) provide traffic information about, and to, all affected
aircraft; and
(3) request pilot’s intentions.

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Example Phraseology:
“UNABLE (requested deviation), TRAFFIC IS (callsign, position,
altitude, direction), ADVISE INTENTIONS.”
1.5.2 The pilot must:
a. comply with the ATC clearance issued; or
b. advise ATC of intentions and execute the procedures detailed
in section 1.6 below; and
c. if necessary, establish voice communications with ATC to
expedite dialogue on the situation.
1.6 Weather Deviations – Revised ATC Clearance Not Obtained
1.6.1 Under the provisions of the rules of the air, and in the interests of
safety to do so, the pilot may deviate from the route or track as
necessary.
1.6.2 If a revised ATC clearance cannot be obtained and deviation
from track is required to avoid weather, the pilot must conform
with the following:
a. If possible, deviate away from an organised track or route
system.
b. Broadcast the following at suitable intervals on the frequency
in use and on121.5MHz (as a back-up, the VHF inter-pilot air-
to-air frequency 123.45MHz may be used):
(1) aircraft identification (operator callsign),
(2) flight level,
(3) aircraft position including track code or ATS route
designator, and
(4) intentions, including the extent of deviation expected.
c. Watch for conflicting traffic both visually and by reference to
TCAS/ACAS (if equipped).
d. Turn on all exterior lights (commensurate with appropriate
operating limitations).
e. When the deviations are less than 10NM, remain at the level
assigned by ATC.
f. For deviations greater than 10NM, when the aircraft is
approximately 10NM from track, initiate a level change based
on the following criteria:

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Route Centreline Deviations >10 NM Level Change

Track
EAST LEFT DESCEND 300 FT
000 – 179° magnetic RIGHT CLIMB 300 FT
WEST LEFT CLIMB 300 FT
180 – 359° magnetic RIGHT DESCEND 300 FT

g. If contact was not established prior to deviating, continue

trying to contact ATC to obtain clearance. If contact was
established, continue to keep ATC advised of intentions and
obtain traffic information.
h. When returning to track and within approximately 10NM of
track, be at the assigned flight level.
1.7 Aircraft Deviations - Greater Than Moderate Turbulence
1.7.1 If greater than moderate turbulence is experienced, and the pilot
believes it will impact on the aircraft’s capability to maintain the
Cleared Flight Level (CFL), the pilot should proceed as follows:
a. Watch for possible conflicting traffic and make maximum use
of exterior lights.
b. Broadcast callsign, position, level, nature and severity of
turbulence and intentions on 121.5MHz (inter-pilot frequency
may be used as a back-up).
c. Notify ATC as soon as possible and request level change if
necessary.
d. If the CFL cannot be maintained, execute established
contingency procedures to leave assigned track or route.
Note: Based on pilot advice and traffic assessment, the ATS
provider may suspend RVSM operations.
1.8 Aircraft Deviations - Other Than Weather
1.8.1 The following procedures are applicable primarily when sub-
sonic aircraft require rapid descent and/or turn-back or diversion
to an alternate airport. The pilot must take actions as necessary
to ensure the safety of the aircraft. The pilot’s judgment will
determine the sequence of actions to be taken, taking into
account specific circumstances.

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1.8.2 If an aircraft is unable to continue flight in accordance with its
ATC clearance, a revised clearance must, whenever possible, be
obtained prior to initiating any action, using the radiotelephony
distress or urgency signal as appropriate.
1.8.3 If prior clearance cannot be obtained, the pilot must advise ATC
as soon as practicable, advising the type of aircraft and nature of
the problem. The aircraft should be flown at a flight level and on
an offset track where other aircraft are least likely to be
encountered. Until a revised clearance is received, the pilot must
comply with the following:
a. If possible, deviate away from an organised track or route
system.
b. Broadcast the following at suitable intervals on the frequency
in use and on frequency 121.5MHz (as a back-up, the VHF
inter-pilot air-to-air frequency 123.45MHz may be used):
(1) aircraft identification (operator callsign),
(2) flight level,
(3) aircraft position including track code or ATS route
designator, and
(4) intentions, including the extent of deviation expected.
c. Watch for conflicting traffic both visually and by reference to
TCAS/ACAS (if equipped).
d. Turn on all aircraft exterior lights (commensurate with
appropriate operating limitations).
1.8.4 If unable to obtain a revised ATC clearance, the aircraft should
leave its assigned route or track by turning at least 45° right or
left in order to acquire a same or opposite direction track offset
15NM from the assigned track centreline. When possible, the
direction of turn should be determined by the position of the
aircraft relative to any organised route or track system (e.g.
whether the aircraft is outside, at the edge of, or within the
system). Other factors to consider are the direction to an
alternate airport, terrain clearance, any strategic lateral offset
being flown and the levels allocated to adjacent routes or tracks.

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1.8.4.1 When leaving assigned track:

a. if the intention is to acquire a same direction offset track, the
pilot should consider limiting the turn to a 45° heading
change, in order not to overshoot the offset contingency track;
or
b. if the intention is to acquire and maintain an opposite direction
offset track, then:
(1) operational limitations on bank angles at cruising
altitudes will normally result in overshooting the track to
be acquired. In such cases a continuous turn should be
extended beyond 180° heading change, in order to re-
intercept the offset contingency track as soon as
operationally feasible; and
(2) whilst executing a turnback extreme caution pertaining to
opposite direction traffic on adjacent routes must be
exercised and any climb or descent specified in
para 1.8.5 should be completed before approaching
within 10NM of any adjacent ATS route.
1.8.5 Subsequent Actions. The following actions should be
followed subsequent to an aircraft deviation in OCA:
a. Aircraft Able to Maintain Level:
Once the aircraft has deviated 10NM from the assigned track
centreline, climb or descend to select a final level which differs
from those normally used by 500FT if at or below FL410, or
1000FT if above FL410.
b. Aircraft Unable to Maintain Level:
An aircraft NOT able to maintain its assigned level should,
whenever possible, minimise its rate of descent and select a
level which differs from those normally used by 500FT if at or
below FL410 or 1000FT if above FL410. Pilots should
consider the possibility that aircraft below on the same track
may be flying a 1 or 2NM strategic lateral offset procedure.
c. Diversion Across the Flow of Adjacent Traffic:
Before commencing a diversion across the flow of adjacent
traffic, the aircraft should, while maintaining the 15NM offset,
expedite climb above or descent below levels where the
majority of oceanic traffic operate (e.g. to a level at or above
FL410 or below FL285) and then maintain a level which differs
by 500FT from those normally used.

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1.8.6 If the pilot is unable or unwilling to carry out a major climb or
descent, the aircraft should be flown at a level 500FT (150M)
above or below levels normally used, until a new ATC clearance
is obtained.
D
2. STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) IN
OCA
2.1 Aircraft operating in OCA within Australian administered airspace
are authorised to use strategic lateral offset procedures (SLOP)
in accordance with the requirements detailed in para 2.2.
2.2 The following requirements apply to the use of SLOP:
a. The offset must only be applied by aircraft with automatic
offset tracking capability.
b. The offset must be established in tenths of a nautical mile up
to a maximum of 2NM to the RIGHT of track relative to the
direction of flight.
Note: Offsets to the left of track are not permitted.
c. The offset must only be applied during the en route phase of
flight.
d. The offset may only be used in OCA. Pilots must fly the route
centreline for any portion of their route within CTA. Pilots must
return to centreline before leaving OCA or, where the
subsequent state does not allow SLOP, prior to leaving
Australian administered airspace.
e. The offset must not be used in addition to diversions or other
offsets; e.g. weather or wake turbulence.
f. The offset must not be applied at levels where obstacle
clearance would be affected.
g. Identified aircraft:
(1) may continue an offset in OCA; and
(2) must advise ATC prior to initiating or changing an offset.
2.3 The decision to apply SLOP is the responsibility of the pilot in
command - a clearance is not required. Except when an
identified aircraft initiates or changes a lateral offset, pilots are
not required to notify ATC that SLOP are being applied.
2.4 The use of SLOP is recommended in OCA for aircraft cruising at
levels not in compliance with the table of cruising levels specified
at ENR 1.7 Section 5.

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2.5 OCA is depicted on Australian AIP charts as follows:

a. From 150NM SSE of YBBN south to 200NM NNE of YSSY –
the blue line depicting the Class C airspace boundary.
b. South of 150NM SE of YSSY – the FIR boundary.
c. Remainder – the brown line depicting the Class E airspace
boundary.
3. USE OF GNSS IN OCEANIC AND REMOTE AREAS
3.1 Australia has approved the use of GNSS as a primary means of
navigation for oceanic/remote areas. Aircraft operators intending
to utilise GNSS as a primary means of navigation in these areas
must be approved by the State of Registry or State of the
Operator, as appropriate.
3.2 To ensure navigation integrity, an appropriate en route GNSS
prediction analysis, using the software provided by the GNSS
manufacturer, must be conducted prior to each flight. For this
analysis, the following parameters, or equivalents, must be used:
a. the route or airspace RNP, where published; or
b. a centreline space of:
(1) 20NM for flight in CTA, and
(2) 50NM for flight in OCA.
3.3 Aircraft meeting the requirements for the use of GNSS as a
primary means of navigation in oceanic/remote continental
airspace must indicate the approval in the flight notification. Such
aircraft may flight plan on designated Area Navigation routes
within Australian FIRs.

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ENR 3. ATS ROUTES

ENR 3.1 LOWER ATS ROUTES

1. Lower ATS routes are identified in the AIP document -

Designated Airspace Handbook (DAH), which is revised and
issued on a six monthly basis. The DAH may be purchased
through CanPrint Communications, AIP Shop at the address
shown at GEN 0.1 para 7.1.

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ENR 3.2 UPPER ATS ROUTES

1. Details regarding upper ATS routes in Australian FIRs can be

found in AIP DAH.

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ENR 3.3 AREA NAVIGATION ROUTES

1. Details regarding Area Navigation routes in Australian FIRs can
be found in AIP DAH.
2. PERFORMANCE BASED NAVIGATION (PBN)
2.1 CAO 20.91 provides for approved stand alone GNSS
installations to be deemed to have an operational authorisation
when the installation meets certain requirements. The pilot must
also be authorised to conduct a flight under the IFR using GNSS
and competent in the use of the radio navigation aids, according
to CASR Part 61 requirements. A summary of the CAO 20.91
deeming provisions are shown below:
PBN deeming provisions for GNSS equipped aircraft
according to CAO 20.91
Aircraft GNSS Equipment Authorised for
TSO C129() Class A1 or A2 RNAV 5
TSO C146() Class Gamma Operational RNAV 1 and RNAV 2
Class 1, 2 or 3
ETSO C146() Class Gamma Operational RNP 2
Class 1, 2 or 3 RNP 1
Note: If a TSO-C129 receiver is used, and if
an alternate is required to be nominated, an
instrument approach utilising ground-based
navigation aids must be available at the
alternate.
TSO C129a Class A1 RNAV 5
TSO C129a Class A1 RNAV 1 and RNAV 2
Note: If a TSO-C129a receiver is used, and if RNP 2
an alternate is required to be nominated, and RNP 1
instrument approach utilising ground-based RNP APCH LNAV
navigation aids must be available at the
alternate.
TSO C146() Class Gamma Operational RNAV 5
Class 1, 2 or 3 RNAV 1 and RNAV 2
ETSO C146() Class Gamma Operational RNP 2
Class 1, 2 or 3 RNP1
Note: RNP APCH LP or LPV operational RNP APCH LNAV
approvals are valid only when the aircraft is RNP LP and LPV
operating within the service volume of a
SBAS.
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AIP Australia 10 NOV 2016 ENR 3.4 - 1

ENR 3.4 HELICOPTER ROUTES

1. Details regarding helicopter routes and lanes-of-entry to

specified airports can be found in ERSA FAC.

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AIP Australia 10 NOV 2016 ENR 3.5 - 1

ENR 3.5 OTHER ROUTES

1. Details of all routes in Australian FIRs can be found in AIP DAH.

Information concerning flight planning restrictions can be found in
ERSA GEN.

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AIP Australia 10 NOV 2016 ENR 3.6 - 1

ENR 3.6 EN ROUTE HOLDING

1. En route holding positions are fully identified on AIP aeronautical

charts.
2. Further details regarding en route holding may be found in
ENR 1.1 Section 2.11 and ENR 1.5 Section 3.

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AIP Australia 10 NOV 2016 ENR 4.1 - 1

ENR 4. RADIO NAVIGATION AIDS/SYSTEMS

ENR 4.1 RADIO NAVIGATION AIDS - EN ROUTE

1. En route radio navigation aids for all ATS routes are identified in
AIP DAH and on aeronautical charts.

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ENR 4.2 SPECIAL NAVIGATION SYSTEMS

1. There are no special navigation systems in existence in

Australian FIRs.

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ENR 4.3 NAME-CODE DESIGNATORS FOR SIGNIFICANT POINTS

1. The five-letter codes and respective coordinates for IFR

waypoints in Australian FIRs are listed in ERSA GEN and
identified on en route charts.

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ENR 4.4 AERONAUTICAL GROUND LIGHTS – EN ROUTE

1. Aeronautical ground lights may indicate visual lanes of entry at

some Class D aerodromes. If present, these lights are identified
on Visual Terminal Charts (VTCs).
2. Aerodrome beacons and hazard beacons for particular locations
are identified in ERSA FAC.

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ENR 5. NAVIGATION WARNINGS

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS

1. PRD areas are identified in the DAH and ERSA (PRD). The
boundaries of PRD areas are also identified on AIP aeronautical
charts.

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ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS

1. In Australia, permanent military exercise and training areas are

identified as Restricted areas, generally activated by NOTAM.
Non-permanent Military exercise areas, which are required to be
activated temporarily, are identified by NOTAM or AIP
Supplement.

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ENR 5.3 OTHER ACTIVITIES OF A DANGEROUS NATURE AND

OTHER POTENTIAL HAZARDS

1. In Australia, any activities of a dangerous or hazardous nature

which require notice to aviation are identified by NOTAM or AIP
Supplement.

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AIP Australia 01 MAR 2018 ENR 5.4 - 1

ENR 5.4 AIR NAVIGATION OBSTACLES - EN ROUTE

1. MAN-MADE OBSTACLES GREATER THAN 360 FEET

1.1 In Australia, man-made obstacles greater than 360FT are
required to be reported. Where required for navigation purposes,
these obstacles are identified on aeronautical maps and charts,
including WAC. Unreported obstacles up to 360FT may exist in
navigation tolerance areas. Pilots are, therefore, required to take
this into account when calculating LSALT (see GEN 3.2 Section
2.2).
2. MARKING OF POWER LINES AND OTHER OVERHEAD
CABLES
2.1 The standards for marking power lines and other overhead
cables with long spans are addressed by Standards Australia in
the following documents:
a. AS3891.1 – 1991, Air navigation – Cables and their
supporting structures – Mapping and marking – Permanent
marking of overhead cables and their supporting structures;
and
b. AS3891.2 – 1992, Air navigation – Cables and their
supporting structures – Mapping and marking – Marking of
overhead cables for low flying.
3. NIGHT VISION GOGGLES AND OBSTACLE LIGHTING
3.1 Some LED lighting systems, clearly visible to the naked eye, fall
outside the combined visible and near-infrared spectrum of night-
vision goggles. This means that those obstacles will not be
visible to aircrew operating on NVG.
3.2 Current aircraft standards allows the “Aviation Red” light
wavelength to range from about 610–700 nm. NVGs approved
for operations in Australia are Class B, which are only sensitive
to energy in the wavelengths ranging from 665 to 930 nm.
3.3 As the current number and distribution of LED lighting systems is
unknown and will increase in the future, aircrew using NVGs are
warned to use extra caution when flight planning into unknown
areas as well as operating near obstacle areas.

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AIP Australia 01 MAR 2018 ENR 5.5 - 1

ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES

1. GLIDING OPERATIONS
1.1 General
1.1.1 Pilots should take extra care when operating at an aerodrome
where gliding operations are in progress. Gliding operations are
indicated by the “gliding operations in progress” ground signal
displayed next to the primary wind direction indicator. Pilots
should also establish whether the gliders are being launched by
wire or aerotow, or both.
1.1.2 Where aerotowing is in progress, pilots should remain well clear
of gliders under tow. If wire launching is used, pilots should
establish the locations of either the winch or tow car and the
cable, and remain well clear. Over-flying the runway below
2,000FT AGL is not advised, nor is landing without first
ascertaining that the cable is on the ground and not across the
landing path. Aerotow and winch launching are possible up to
4,000FT AGL, but launches to 1,500FT or 2,000FT AGL are
normal.
1.1.3 In Class G airspace, gliders may be operating no-radio, on Area
VHF or on frequencies 122.5, 122.7 or 122.9MHz.
Radio-equipped gliders at, or in the vicinity of, non-controlled
aerodromes operate in accordance with the table at
ENR 1.1 para 6.1.16.2.
1.2 Operations at Certified or Registered Aerodromes
1.2.1 Gliding operations may be conducted from:
a. a glider runway strip within the runway strip (single runway),
using a common circuit direction;
b. a glider runway strip adjacent to the existing runway strip
(dual runways), using a common circuit direction; or
c. a separate glider runway strip parallel to and spaced away
from the existing runway strip (parallel runways), using contra-
circuit procedures.
1.2.2 Details of the gliding operation are published in the ERSA entry
for the aerodrome. When procedures are changed for intensive
short-term gliding activity, a NOTAM will be issued.

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1.2.3 Where dual or parallel runways are established, the glider

runway strip will conform to normal movement area standards,
but will be marked by conspicuous markers of a colour other than
white. Glider runway strips must not be used except by gliders,
tug aircraft and other authorised aircraft.
1.2.4 Where a single runway is established and gliders operate within
the runway strip, the runway strip markers may be moved
outwards to incorporate the glider runway strip. Glider movement
and parking areas are established outside of the runway strips.
When the glider runway strip is occupied by a tug aircraft or
glider, the runway is deemed to be occupied. Aircraft using the
runway may, however, commence their take-off run from a
position ahead of a stationary glider or tug aircraft.
1.2.5 Except for gliders approaching to land, powered aircraft have
priority in the use of runways, taxiways and aprons where a
single runway or dual runway operation is established.
1.2.6 At the locations where parallel runways exist and contra-circuit
procedures apply, operations on the two parallel runways by
aircraft below 5,700KG MTOW may be conducted independently
in VMC by day. Aircraft must not operate within the opposing
circuit area below 1,500FT AGL. Pilots should ascertain the
runways in use as early as possible and conform to that circuit. A
crossing runway should only be used when operationally
necessary, and traffic using the crossing runway should avoid
conflicting with the established circuit.
1.2.7 At aerodromes other than for which contra-circuits are
prescribed, gliders are generally required to conform to the
established circuit direction. However, unforeseen circumstances
may occasionally compel a glider to execute a non-standard
pattern, including use of the opposite circuit direction in extreme
cases.
1.2.8 A listening watch on the appropriate VHF channel must be
maintained while operating at or in the vicinity of non-controlled
aerodromes by the tug pilot. The winch or tow-vehicle driver
should also maintain a listening watch during wire launching. The
tug pilot or winch/car driver may be able to advise glider traffic
information to inbound or taxiing aircraft.
Note: The appropriate VHF is as detailed in the table at ENR 1.1
para 6.1.16.2.

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AIP Australia 01 MAR 2018 ENR 5.5 - 3
1.2.9 Where wire launching is used, launching will cease and the wire
will be retracted or moved off the strip when another aircraft joins
the circuit or taxies, or a radio call is received indicating this. A
white strobe light is displayed by a winch, or a yellow rotating
beacon by a tow-car or associated vehicle, whenever the cable is
deployed.
1.2.10 Gliders are not permitted to perform aerobatics, including spin
training, within 2NM of a certified or registered aerodrome below
2,000FT AGL. Gliders are not permitted to perform continuous
360° turns nor to use thermal lift on the live side of a common
circuit area (including the circuit area being used by known traffic
on a crossing runway) unless they monitor the CTAF and give
way to maintain adequate separation from other traffic in the
circuit area.
2. PARACHUTING OPERATIONS
2.1 General
2.1.1 The pilot in command of a aircraft engaged in parachuting
operations must take all reasonable measures to ensure that
parachutists exit the aircraft only if:
a. there is no risk of any part of the aircraft being fouled by
parachutists or their equipment when they exit;
b. the operation does not impose adverse stress on any part of
the aircraft structure;
c. the descent is able to be made in meteorological conditions
where the target is clearly visible and the parachutist does not
enter cloud, unless CASA specifies otherwise in writing; and
d. loose objects that, if dropped, could create a hazard to
persons or property on the ground or the water, are not
carried by parachutists when exiting the aircraft.
Note: In relation to sub-para c. above, the parachutist, the pilot
and the parachute operator are jointly responsible for ensuring
that this requirement is met.
2.1.2 The pilot in command must take all reasonable measures to
ensure that parachutists exit the aircraft so as to reach the
intended target.

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2.1.3 A broadcast advising the intention to drop parachutists must be

made from the drop aircraft not less than two (2) minutes prior to
parachutists exiting the aircraft. This requirement applies to all
relevant frequencies for airspace through which the parachutists
may descend, including:
a. the appropriate ATC frequency or frequencies depending
upon the airspace type(s) descended through; and
b. if the parachutists descend from controlled airspace into
Class G airspace, a broadcast must be made on each
specified frequency; and
c. where the landing area is located in the vicinity of a non-
controlled aerodrome, the appropriate frequency as detailed
in ENR 1.1 para 6.1.16.2.
2.1.4 A broadcast made under para 2.1.3 must give notice that
parachutists intend to exit the aircraft at the location specified in
the broadcast, the position of the drop zone, exit altitude and the
number of parachute canopies to be dropped.
2.1.5 The pilot in command must not allow parachutists to exit the
aircraft unless he or she has made a broadcast in accordance
with paras 2.1.3 and 2.1.4.
2.2 Conflicting Traffic
2.2.1 ATC will provide separation between parachutists and non-
parachuting aircraft in Class A, C and D airspace, and provide
traffic information to pilots of aircraft engaged in parachuting
operations on known or observed traffic in Class E airspace.
2.2.2 The pilot in command must not allow parachutists to exit the
aircraft if he or she is notified, or becomes aware, that there is
conflicting traffic in the airspace in which the descents will be
conducted.
2.2.2.1 The pilot in command must not allow parachutists to exit the
aircraft in Class E airspace until in receipt of traffic information
from ATC.
2.3 Additional Requirements in Controlled Airspace
2.3.1 The pilot in command must not allow parachutists to exit the
aircraft when the parachutists will transit Restricted Area(s) or
Classes A, C or D airspace until in receipt of an ATC clearance.

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2.3.2 An aircraft engaged in parachuting operations must not engage
in an operation in which parachutists exit the aircraft in controlled
airspace and leave, transit or enter controlled airspace during
their descent, unless the aircraft is equipped with two (2) VHF
radio transceivers to communicate with ATC and to monitor and
advise air traffic outside the controlled airspace.
2.3.3 ATC base separation on the assumption that the parachutist will
be dropped within 1NM of the target. If an extension of this area
is necessary, the pilot must advise ATC of the direction and
distance required.
2.3.4 For parachutists that have been cleared to transit Restricted
Area(s) or Classes A, C and D airspace pilots must advise ATC
when all parachutists are on the ground. Primary communication
should be by radio; however, if this is not possible, detail
alternative arrangements in letters of agreement between local
operators and the ATC unit(s) concerned.
2.4 Additional Requirements at Non-controlled Aerodromes
where Radio Carriage is Required
2.4.1 An aircraft engaged in parachute operations must not engage in
an operation involving parachute descents in the vicinity of an
aerodrome where radio carriage is required, unless it is equipped
with two (2) VHF radio transceivers to monitor and advise air
traffic in the vicinity of the aerodrome, and in the surrounding
area.
2.4.2 In addition to the broadcast required under para 2.1.3 the pilot in
command must make a broadcast not less than four (4) minutes
before the descents occur to give notice that parachutists intend
to exit the aircraft at the location specified in the broadcast.
2.4.3 A broadcast under para 2.4.2 must be made on the CTAF and
appropriate ATC frequencies.
2.4.4 The pilot in command must not allow parachutists to exit the
aircraft in the vicinity of an aerodrome where radio carriage is
required within the 15 minutes before the estimated time of
arrival at an aerodrome of a Regular Public Transport (RPT)
aircraft unless:
a. the two aircraft are in direct radio communication with each
other; and
b. all parachutists can exit the aircraft and land before the RPT
aircraft arrives within the circling area of the aerodrome.
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2.4.5 After an RPT aircraft arrives at an aerodrome where carriage of

radio is required the pilot in command of a aircraft engaged in
parachuting operations at that aerodrome must not allow
parachutists to exit the aircraft until the RPT aircraft has landed
and taxied clear of the runway.
2.4.6 After an RPT aircraft has broadcast that it is taxiing for departure
from an aerodrome where carriage of radio is required, the pilot
in command of a aircraft engaged in parachuting operations must
not allow parachutists to exit the aircraft until the RPT aircraft is
clear of the circling area of the aerodrome.
2.5 Additional Requirements at Certified and Registered
Aerodromes
2.5.1 The pilot in command of a aircraft engaged in parachuting
operations must not engage in an operation involving parachute
descents at a certified or registered aerodrome unless:
a. the aerodrome operator has approved parachute descents at
the aerodrome;
b. regular and local users of the aerodrome have been notified
of the intended descents;
c. the target for parachutists is separated from the movement
area by a distance equal to the applicable minimum drop zone
radius for the parachutists using it; and
d. the descents do not conflict with any aircraft that are:
(1) on the live side of any circuit known to be in use, or that
could reasonably expected to be used by known traffic in
prevailing conditions; or
(2) using any runway, taxiway or apron.
2.5.2 Para 2.5.1 does not apply to an operation involving parachute
descents at a certified or registered aerodrome to the extent that
written specifications issued under Regulation 152 of the
Regulations require or allow the descents to be conducted
differently.
2.5.3 The pilot in command must not allow parachutists to conduct
descents at a certified or registered aerodrome if the pilot in
command of another aircraft:

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a. is carrying out an instrument approach procedure at the
aerodrome; or
b. is expected to commence an instrument approach procedure
within five (5) minutes.
2.6 Additional Requirements for Operations Above 10,000FT
AMSL
2.6.1 A flight crew member who is on flight deck duty in an
unpressurised aircraft engaged in parachuting operations must
be provided with, and continuously use, supplemental oxygen:
a. if the aircraft operates above FL120; or
b. if the aircraft operates above 10,000FT AMSL:
(1) for more than 15 minutes during a sortie; or
(2) at night; or
(3) in IMC.
3. BALLOON OPERATIONS
3.1 Types of Operation
3.1.1 Balloons are permitted to operate in private, aerial work and
charter operations. Aerial work and charter operations are flown
under an Air Operator Certificate (AOC) – the pilot in command
holds a commercial pilot (balloon) licence and is responsible to a
chief pilot in accordance with CAO 82.7. Private operations are
conducted by pilots who hold a pilot certificate issued by the
Australian Ballooning Federation Inc.
3.1.2 Unless authorised by the CASA, pilots of balloons engaged in
private operations must not operate:
a. in controlled airspace; or
b. below 2,000FT above aerodrome level within 3NM of a
certified or registered aerodrome, or
c. below 1,000FT above ground level over a populous area.
Permission to fly in these areas, either for a specified event or for
suitably qualified pilots, may be sought from CASA Area Offices.
When permissions are issued, they usually contain directions to
operate in the same manner as balloons in aerial work or charter
operations.
3.1.3 Pilots of balloons engaged in aerial work or charter operations
may:

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a. operate within controlled airspace subject to an ATC

clearance;
b. operate from certified or registered aerodromes; and
c. take-off from, and land at, adequate open spaces within
populous areas. When doing this, they must ensure that the
balloon reaches the minimum overflight height of 1,000FTAGL
within a reasonable time following take-off, and minimise the
time spent flying at low level whilst approaching to land in or
within 300 metres of a populous area.
3.1.4 Balloon pilots are not required to observe a minimum height
whilst flying over other than populous areas. However, this does
not absolve pilots from any responsibility in respect of
landholders, stock or property. The Australian Ballooning
Federation Inc maintains a register of sensitive areas where
landholders have requested that pilots not land, or observe a
minimum overflight height.
3.2 Carriage and Use of Radio
3.2.1 Pilots of balloons engaged in aerial work or charter operations
are required to carry and use VHF radio for communication, as
necessary, with other aircraft and with ATS. However, the
operators are authorised to maintain their own SARWATCH, and
no flight notification is required for flights outside controlled
airspace.
3.2.2 Pilots of balloons who have been permitted to operate in the
airspace described in sub-paras 3.1.2a. and b. are required to
carry and use radio as described in para 3.2.1. Where a number
of balloons are permitted to operate together in the vicinity of an
uncontrolled certified or registered aerodrome, one balloon in
each group may maintain radio communication for the group.
3.2.3 Pilots of balloons engaged in private operations are required to
carry radio and use it in accordance with the procedures
described in ENR 1.1 Section 6. whilst they are operating:
a. within the vicinity of a non-controlled aerodrome where radio
carriage and use is required;
b. at or above 5,000FT above mean sea level;
c. within 10NM of an aerodrome with a published instrument
approach procedure; or
d. at night.

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3.2.4 The holder of a private pilot certificate issued by the Australian
Ballooning Federation Inc may have that certificate endorsed to
permit radio communication on VHF frequencies only, without
being the holder of a flight radiotelephone operator licence.
3.3 Operations in the Vicinity of Aerodromes
3.3.1 Within 3NM of an aerodrome, the pilot in command of a balloon
is required to give way to other traffic operating in the traffic
pattern of the aerodrome which is applicable to the runway in use
at the time.
3.3.2 The pilot in command of a balloon who intends to overfly an
aerodrome within 3NM should do so at a height greater than
1,500FT above the aerodrome. In the case of a private balloon
flight which is not specifically authorised by CASA, overflight
must be con-ducted more than 2,000FT above the aerodrome.
3.3.3 The pilot of a balloon which is taking off within 3NM of an
aerodrome must give way to aircraft which are landing or on final
approach to land, by delaying their take-off or, if airborne, by
climbing or descending to remain clear of the other aircraft’s flight
path.
3.4 Meteorological Conditions
3.4.1 ENR 1.2 Section 2. prescribes VMC for balloons. Operations in
other than prescribed VMC are not permitted.
3.5 Night Balloon Operations
3.5.1 Aerial work and charter operations by pilots who hold a NVFR
(balloon) rating, and private operations with specific permission
from CASA, may be conducted at night. In the case of aerial work
and charter operations, these are restricted to the period of one
(1) hour prior to first light.
3.6 Operations in Controlled Airspace
3.6.1 Prior to a proposed flight in controlled airspace, a balloon
operator or pilot in command must liaise with ATS as follows:
a. contact ATC by telephone or radio prior to inflating the balloon
to advise the planned launch site and likely direction or area
of flight, and ascertain the availability of an ATC clearance;
and
b. call to obtain a clearance before becoming airborne.

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3.6.2 The balloon pilot must maintain a continuous listening watch on

the appropriate frequency during flight within controlled airspace,
and report flight progress as required by ATC. The pilot must re-
port changes in the direction of drift, which will cause the balloon
to diverge from its nominated track or area of operations, as soon
as possible, and, in any case, before the track error exceeds one
(1) nautical mile.
3.6.3 For operations in an area of controlled airspace within radar
coverage, a service able SSR transponder must be carried
unless ATC has advised otherwise.
3.6.4 In the event of a radio failure or other emergency, the relevant
procedures as listed elsewhere in AIP must be followed.
Particular attention should be given to notifying the termination of
a flight where radio contact is not able to confirm this.

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AIP Australia 10 NOV 2016 ENR 5.6 - 1

ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA

1. In Australia, bird migration areas are not identified. However, at

locations where birds may pose a particular hazard, a note de-
scribing the hazard at a particular location will be contained in
ERSA FAC.
2. Some areas which may have special significance because of
sensitive fauna or other ecological considerations are identified
as a “Fly Neighbourly Advice” area. Details on these areas are
contained in ERSA GEN under the heading SPECIAL
PROCEDURES (NOT ASSOCIATED WITH AN AERODROME).

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ENR 5.6 - 2 10 NOV 2016 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 10 NOV 2016 ENR 6.1 - 1

ENR 6. EN ROUTE CHARTS

ENR 6.1 AUSTRALIAN AIP AERONAUTICAL CHARTS

1. Details on all aeronautical charts produced in Australia are

contained in GEN 3.2.

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ENR 6.1 - 2 10 NOV 2016 AIP Australia

INTENTIONALLY BLANK

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AIP Australia 25 MAY 2017 AD 0.6 - 1
AD 0.
AD 0.1 PREFACE - Not Applicable
AD 0.2 RECORD OF AIP AMENDMENTS - Not Applicable
AD 0.3 RECORD OF AIP SUPPLEMENTS - Not Applicable
AD 0.4 CHECKLIST OF AIP PAGES - Not Applicable
AD 0.5 LIST OF HAND AMENDMENTS - Not Applicable

AD 0.6 TABLE OF CONTENTS

AD 1. AERODROMES/HELIPORTS - INTRODUCTION............ AD 1.1 - 1
AD 1.1 AERODROMES/HELIPORTS AVAILABILITY ................ AD 1.1 - 1
1. INTRODUCTION .................................................................. AD 1.1 - 1
2. CIVIL USE OF MILITARY AIR BASES ................................. AD 1.1 - 1
3. LOW VISIBILITY OPERATIONS .......................................... AD 1.1 - 1
3.1 Approval required........................................................................... AD 1.1 - 1
3.2 Low Visibility Procedures ............................................................... AD 1.1 - 1
3.3 Protection of ILS critical and sensitive areas ................................. AD 1.1 - 2
4. AERODROME MARKERS AND MARKINGS....................... AD 1.1 - 3
4.1 Boundary Markers.......................................................................... AD 1.1 - 3
4.2 Runway Markers ............................................................................ AD 1.1 - 4
4.3 Unserviceable Areas...................................................................... AD 1.1 - 5
4.4 Restricted Operations .................................................................... AD 1.1 - 5
4.5 Runway Markings .......................................................................... AD 1.1 - 6
4.6 Runway Strip Markings ................................................................ AD 1.1 - 12
4.7 Stopway Markings........................................................................ AD 1.1 - 12
4.8 Taxi Guide-line Markings ............................................................. AD 1.1 - 12
4.9 Holding Bay Markings .................................................................. AD 1.1 - 14
4.10 Apron Markings.......................................................................... AD 1.1 - 14
4.11 Obstacle Marking ....................................................................... AD 1.1 - 18
4.12 Aerodrome Information Signs .................................................... AD 1.1 - 19
4.13 Aerodrome Mandatory Instruction Signs.................................... AD 1.1 - 21
5. LIGHTING ........................................................................... AD 1.1 - 22
5.1 Permanent Threshold Lights........................................................ AD 1.1 - 22
5.2 Runway Threshold Identification Lights ....................................... AD 1.1 - 23
5.3 Displaced Threshold Lighting....................................................... AD 1.1 - 23
5.4 Runway Edge Lighting ................................................................. AD 1.1 - 25
5.5 Runway End Lighting ................................................................... AD 1.1 - 25
5.6 Runway Centreline Lighting ......................................................... AD 1.1 - 25
5.7 Runway Touchdown Zone Lighting.............................................. AD 1.1 - 25
5.8 Partial Unserviceability Area Lighting .......................................... AD 1.1 - 26
5.9 Stopway Lighting.......................................................................... AD 1.1 - 26
5.10 Taxiway Lighting ........................................................................ AD 1.1 - 26
5.11 Apron Lighting............................................................................ AD 1.1 - 28
5.12 Approach Lighting ...................................................................... AD 1.1 - 29
5.13 Wind Direction Indicator Lighting ............................................... AD 1.1 - 31
5.14 Aerodrome Beacons .................................................................. AD 1.1 - 31

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AD 0.6 - 2 25 MAY 2017 AIP Australia
5.15 Obstacle Lighting ....................................................................... AD 1.1 - 32
5.16 General Aviation Aircraft Lanes of Entry.................................... AD 1.1 - 32
5.17 Pilot Activated Lighting (PAL) .................................................... AD 1.1 - 32
6. VISUAL APPROACH AND DOCKING GUIDANCE
SYSTEMS ................................................................................. AD 1.1 - 33
6.1 Visual Approach Slope Indicator Systems
(VASIS).................................................................................................. AD 1.1 - 33
6.2 Visual Docking Guidance Systems.............................................. AD 1.1 - 37
6.3 Wind Direction Indicators............................................................. AD 1.1 - 54
6.4 Segmented Circle ........................................................................ AD 1.1 - 55
7. PAVEMENT STRENGTH LIMITATIONS ............................ AD 1.1 - 55
7.1 General ........................................................................................ AD 1.1 - 55
7.2 Information Published For Rated Pavements .............................. AD 1.1 - 55
7.3 Determination of Pavement Strength Suitability
- Rated Pavements ................................................................................ AD 1.1 - 56
7.4 Determination of Pavement Strength Suitability
- Unrated Pavements............................................................................. AD 1.1 - 58
7.5 Pavement Concessions ............................................................... AD 1.1 - 59
7.6 Care of Pavements ...................................................................... AD 1.1 - 59
AD 1.2 RESCUE AND FIRE FIGHTING SERVICES
AND SNOW PLAN ...................................................................... AD 1.2 - 1
AD 1.3 INDEX TO AERODROMES AND HELIPORTS .............. AD 1.3 - 1
AD 1.4 GROUPING OF AERODROMES/HELIPORTS .............. AD 1.4 - 1
AD 2. AERODROMES ................................................................ AD 2.1 - 1
AD 2.1 AERODROME LOCATION INDICATOR AND
NAME.......................................................................................... AD 2.1 - 1
AD 3. HELIPORTS...................................................................... AD 3.1 - 1
AD 3.1 HELIPORT LOCATION INDICATOR AND NAME ...........AD 3.1 - 1

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AIP Australia 01 MAR 2018 AD 1.1 - 1

AD 1. AERODROMES/HELIPORTS - INTRODUCTION
AD 1.1 AERODROMES/HELIPORTS AVAILABILITY
1. INTRODUCTION
1.1 Information concerning aerodromes within Australia is published
by CASA in the Manual of Standards Part 139 – Aerodromes,
and the AIP. The former is intended for aerodrome owners and
operators and contains specific details and requirements,
whereas the latter is intended for pilots and thus contains more
general information.
1.2 The aerodrome directory is published as En Route Supplement
Australia (ERSA) which lists domestic aerodromes and helicopter
landing sites, and contains other dynamic information that is
frequently required by pilots during a flight.
2. CIVIL USE OF MILITARY AIR BASES
2.1 Aircraft operating in military CTRs released to civil ATS units
must not use the surface of any military airfield unless specifically
approved by the relevant military authority (CAR 92 (1) (c)).
3. LOW VISIBILITY OPERATIONS
3.1 Approval required
3.1.1 Aircraft operators may conduct a low visibility operation (LVO)
only if specifically approved by CASA. Approvals for LVO are
granted in the form of an exemption to the standard IFR take-off
and approach minima.
3.1.2 CAAP 257-EX-01 contains specific information and guidance on
gaining approval to conduct LVO operations.
3.2 Low Visibility Procedures
3.2.1 Low Visibility Procedures (LVPs) are applied at controlled
aerodromes for protecting aircraft operations during conditions of
reduced visibility or low cloud. LVPs are initiated when the
visibility on an aerodrome becomes insufficient for ATC to control
aerodrome traffic by visual surveillance. Low visibility protection
measures are progressively implemented at the weather
deteriorates.
3.2.2 Pilots will be notified that low visibility procedures are in force by
ATIS broadcast or directed transmissions.

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AD 1.1 - 2 01 MAR 2018 AIP Australia

3.3 Protection of ILS critical and sensitive areas

3.3.1 ATC provides differing levels of protection for ILS critical or
sensitive areas depending on the type of approach or departure,
the position of an approaching aircraft, and the prevailing
weather conditions at the time the approach is commences. The
different scenarios and protection levels are described in the
following table:
Type of Weather Conditions Level of ILS critical or
operation sensitive area protection
Any ILS – Cloud ceiling > ILS critical and sensitive areas
approach 600FT or are not protected.
– Visibility > 2,000M
Any ILS – Cloud ceiling ≤ ILS critical area is protected
approach 600FT, but ≥ CAT I except:
minimums; or – When a preceding aircraft
enters the critical area while
– Visibility ≤ 2,000M
landing or vacating; or
but ≥ CAT I minimums. – For the time prior to the
approaching aircraft passing the
ILS OM, or, if no OM, is within
4NM of threshold.

Sensitive area is not protected.

SA CAT I, SA Cloud ceiling or – ILS critical are is protected
CAT II, CAT II visibility < CAT I when the arriving aircraft has
and CAT III minimums. passed the OM, or if no OM, is
within 4NM of touchdown.
– ILS sensitive area is protected
when the aircraft is within 2NM of
touchdown.
Localiser Visibility < 550M – Localiser critical and sensitive
guided take- are protected until the aircraft
off has completed its take-off.

3.3.2 Caution: Pilots may experience the ILS beam bends and other
interference in the circumstances where ATC is not protecting
the ILS critical area or ILS sensitive area.
3.3.3 In weather conditions where the ceiling and/or visibility are above
CAT I minima, pilots should inform ATC about any intention to
conduct:

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AIP Australia 10 NOV 2016 AD 1.1 - 3
a. an approach with minima less than standard CAT I; or
b. an autoland procedure.
This information must not be taken as a request for or
expectation of the protection of the ILS but to enable ATC to
inform the flight crew of any known or anticipated disturbance.
3.3.4 ATC will inform pilots that the relevant protection measures are in
place by reporting ‘LVP in force’ on the ATIS or by direct advice.
3.3.5 At start up, pilots should inform ATC about any intention to
conduct a guided take-off that requires guidance provided by an
ILS localiser.
Note: Localiser guided take-offs are generally supported on
runways which have published CAT III approaches.
4. AERODROME MARKERS AND MARKINGS
4.1 Boundary Markers
4.1.1 Gable and/or cone markers are used to indicate:
a. the graded surface of a runway strip,
b. the edges of an apron and/or taxiway where such are not
clearly defined, and
c. the limits of the movement area.
They take the form shown in Figure 1.

Figure 1 - Boundary Markers

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AD 1.1 - 4 10 NOV 2016 AIP Australia

4.1.2 When used to mark the graded portion of runway strips, cone
markers are spaced at not more than 90M intervals along the
limits of the runway strip, and gable or flush markers are spaced
at not more than 180M intervals. Two gable markers are used at
corners.
4.1.3 When used to mark the definition of aprons or taxiways the
markers are spaced at not more than 15M intervals.
4.1.4 Boundary markers are white coloured, except those associated
with the limits of ill-defined aprons and taxiways, which are
yellow. Where a threshold is permanently displaced,
dun-coloured cone markers are used to denote the area prior to
the displaced threshold.

Figure 2 - Runway Strip Markings

4.2 Runway Markers

4.2.1 Runway Markers are provided on runway edges, at minimum
intervals of 60M, along both sides of the runway where there is a
lack of contrast between the runway and the adjacent runway
strip. Where the runway strip is maintained to the same standard
as the runway across its entire width, only runway end markers
are used. Runway markers may be either:

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AIP Australia 10 NOV 2016 AD 1.1 - 5
– runway cone markers,
– inverted white plastic buckets,
– white PVC road safety cones,
– flush markers.
4.3 Unserviceable Areas
4.3.1 An aircraft must not operate on any area of an aerodrome which
is declared Unserviceable: CAR 166(3).
4.3.2 Partial Unserviceability. Except for instances of total
unserviceability or restricted operations, unserviceable areas on
the movement area are indicated by the display of
unserviceability cross markers.
a. An unserviceability cross marker, normally coloured white,
consists of a cross, with arms at least 6M long, 0.9M wide and
not more than 0.15M high.
b. The limits of unserviceable areas are delineated by white
cone markers painted with a 0.25M wide horizontal red band.
4.3.2 Total Unserviceability. When an aerodrome that does not have
24 hour ATC coverage is completely unserviceable for all
operations, an unserviceability cross marker is displayed in the
signal circle.
4.4 Restricted Operations
4.4.1 When operations at an aerodrome which does not have 24 hour
ATC coverage are confined to hard surface runways, taxiways
and aprons, a dumb-bell marker is displayed in the signal circle.
A dumb-bell marker is white and takes the form shown in
Figure 3.

Figure 3 - Restricted Operations “Dumb-bell” Marker

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AD 1.1 - 6 10 NOV 2016 AIP Australia

4.5 Runway Markings

Runway markings are normally white, but may be edged in black
to improve definition.
4.5.1 Runway Threshold Markings. Wherever a threshold marking is
displayed, it marks the commencement of the permanent or
declared landing distance.
4.5.2 Permanent Threshold. Threshold markings consisting of
parallel longitudinal white lines resembling “piano keys” are used
at the ends of sealed or concrete runways of 30M or greater
width. For runways less than 30M wide, the markings may be
used.
4.5.3 Permanently Displaced Threshold. “Piano key” markings
displaced from the runway end indicate that the normal approach
is obstructed by a permanent obstacle, or that a permanent
hazardous surface condition exists near the end of the runway.

Figure 4 Permanent Threshold Marking

Figure 5 Permanently Displaced Threshold Marking

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AIP Australia 10 NOV 2016 AD 1.1 - 7

4.5.4 Temporarily Displaced Threshold Markers and Markings.

When a threshold is temporarily displaced it will be shown either
by lights or by the following:
a. a series of inverted “V” markings (white) painted across the
runway (Figure 6); or
b. one, or two, Vee-Bar markers (white) situated on both sides of
the runway (Figure 8); or
c. at military controlled aerodromes, for periods of short
duration, when military operational requirements dictate, four
white cones situated on both sides of the runway.
Note: Strobe lights may be used instead of Vee-Bar markers.
Permanent “piano key” and runway designation number
markings will be obliterated where the duration of the temporary
displacement exceeds 30 days; however, for shorter periods all
existing runway markings remain.
4.5.5 Other markers or markings which may be associated with
temporarily displaced thresholds are:
a. unserviceable cone markers (white and red) which, when
placed across a runway between the permanent and
temporary threshold markings, denote the start of the take-off
run available;
b. road safety cones or “witches hats” (orange) which, when
placed across the full width of the runway strip, denote the
manoeuvring limits for plant and equipment involved in works;
c. unserviceable cross markers (white), which indicate any part
of the movement area not available for operations;
d. centreline arrows (white) to draw the pilot’s attention to the
displaced threshold. Unless otherwise indicated by
unserviceable markings, the length of a runway containing
centreline arrows is available for take-off in the direction of the
arrows (see diagram) and for both take-off and landing in the
other direction.
Note: Relevant NOTAM advice is provided on the length of the
displacement, anticipated duration and type of temporary
threshold provided.

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AD 1.1 - 8 10 NOV 2016 AIP Australia

Figure 6 - Markings for a temporarily displaced threshold due to obstacle

infringement of the approach path for a period in excess of 30 days.

Figure 7 - Markings for a temporarily displaced threshold due to works on

a runway for periods in excess of 30 days.

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AIP Australia 10 NOV 2016 AD 1.1 - 9

Figure 8 - Markings for a temporarily displaced threshold due to obstacle

infringement of approach surface for a period of 30 days or less.

Figure 9 - Markings for a temporarily displaced threshold due to works on

the runway for a period of 30 days or less.
4.5.6 Runway Side Stripe and End Marking. Solid white lines
delineate the edges of the full strength pavement on sealed or
concrete runways.

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AD 1.1 - 10 10 NOV 2016 AIP Australia

4.5.7 Sealed Area Beyond the Runway. A sealed area beyond the
runway end that is not suitable for normal use by aeroplanes is
marked for its entire length by yellow Vee-Bars. A sealed
Stopway or blast area that is not suitable for taxiing is defined by
the white line delineating the edge of the full strength pavement.
Refer to Figure 13.

Figure 10 - Markings of Areas Beyond Runway Ends.

4.5.8 Runway Centreline Markings. These markings indicate the
centre line on all sealed or concrete runways whose width is 18M
or greater and consist of a solid 30M long white line followed by a
30M gap repeated for the full length of the runway. Refer to
Figure 13.
4.5.9 Aiming point and touchdown zone markings. These markings
may be used on both ends of sealed or concrete runways to
provide visual guidance whilst landing. Two forms of touchdown
zone and aiming point markings may be used:
a. Aiming point and simple touchdown zone markings.
These markings are used for most runways and consist of
three pairs of stripes as shown in Figure 11.
b. Aiming point and ICAO ‘A’ basic pattern touchdown zone
markings. These markings are progressively being
implemented on precision approach runways and may also
be used for other runways. These markings consist of varying
numbers of stripes (depending on runway length as shown in
Figure 12.)
Note: aiming point markings were formerly known as fixed
distance markings.

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AIP Australia 10 NOV 2016 AD 1.1 - 11

Figure 11 - Aiming point and simple touchdown zone markings

Figure 12 - Aiming point and ICAO ‘A’ -

basic pattern touchdown zone markings.
4.5.10 Runway Numbers. Two digit numbers are used on sealed or
concrete runways to identify the runway and are derived from the
magnetic heading of the runway. Where two or more runways
have a number which may be confusing, the runway number
may not reflect the magnetic heading.
4.5.11 LAHSO Hold-Short Position Markings. Taxi-holding position
markings (see para 4.8.4) are used to mark runway hold short
positions for LAHSO.
4.5.12 Hold Short Position Markings - Runways used for Taxiing.
Taxi-holding position markings (see para 4.8.4) are used for
runway/runway intersections where one runway is used as part
of a standard taxi route.

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AD 1.1 - 12 10 NOV 2016 AIP Australia

Figure 13 - Combined Runway Markings

4.6 Runway Strip Markings
4.6.1 Runway strip markings consisting of white cone, gable or flush
markings indicate the limits of the graded portion of a runway
strip.
4.7 Stopway Markings
4.7.1 Stopways are not marked and end at least 60M before the strip
end.
4.8 Taxi Guide-line Markings
These markings provide position guidance for pilots, and are
normally painted yellow.
4.8.1 Taxiway-edge Markers and Markings. On unpaved taxiways,
where the edges are not visually distinct, yellow taxiway-edge
cones are provided. For gravel taxiways, yellow taxiway-edge
marking strips may be used.
4.8.2 Taxiway Pavement-Strength Limit Markings. These markings
are painted in at the entrance to an asphalt, sealed or concrete
taxiway which has low strength pavement.
4.8.3 Old Taxi-holding Position Markings. The type of marking
illustrated in Figure 14 is currently used on taxiways, holding
bays and aprons to indicate holding or parking positions. Except
for aprons, where the aircraft is parked with the main wheels on
the marking, aircraft must be held with the nose short of the
marking. This marking is yellow.

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AIP Australia 10 NOV 2016 AD 1.1 - 13

Figure 14 - Old Holding Position Marking

(Taxiway/Runway Intersection)
4.8.4 New Taxi-holding Position Markings. The type of markings
illustrated in Figure 15 (a) and (b) will be progressively
introduced at Australian aerodromes. Figure 15(a) will replace
the existing marking shown in Figure 14. This marking will be
used when there is only one holding position. Figure 15(b) is an
additional holding position marking which may be used to protect
a runway available for Cat l, II or III precision approach
operations. Where provided, Figure 15(b) will be further from the
runway than Figure 15 (a), and will only be applicable when
advised by ATC or the ATIS. These markings are yellow.

Figure 15(a) - New Holding Position Marking

(Taxiway/Runway Intersection, and LAHSO Hold-Short Position)

Figure 15(b) - New Additional Holding Position Marking Associated with

CAT I, II or III Precision Approach Runways

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AD 1.1 - 14 10 NOV 2016 AIP Australia

4.8.5 Where a holding position protects a taxiway crossing, only a

broken yellow line is provided.

Figure 16 - Holding Position Marking

(Taxiway/Taxiway Intersection)

4.9 Holding Bay Markings

4.9.1 Holding bay markings consist of taxiway guide-line and holding
position markings.

Figure 17 - Holding Position Markings

4.10 Apron Markings
On aprons accommodating aircraft 5,700KG and above, taxi
guide-lines and aircraft parking position markings are provided.
Other aprons may be unmarked.
4.10.1 Apron Edge Markings. Where aprons are provided with aircraft
parking position markings, apron edges may not be marked. On
other aprons where low strength shoulders are provided adjacent
to apron pavements and the visual differentiation between these
surfaces is inadequate, a further marking is provided in critical
areas.

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AIP Australia 10 NOV 2016 AD 1.1 - 15
This marking consists of two 0.15M wide continuous yellow lines
0.15M apart along the edge of the full strength apron pavement.
Where pavement is visually uniform but varies in strength, the
boundary of the change in strength is delineated by a broken
yellow line with informative wording such as “MAX 2300 KG”.
4.10.2 Aircraft Parking Position Markings. When apron parking
position markings are provided, pilots must access the parking
positions via the taxi route identified by continuous yellow guide
lines.
4.10.3 Primary Position Taxi Guide Lines. Primary aircraft parking
positions are identified by a continuous yellow taxi guide line.
4.10.4 Primary Position Markings. Primary parking position markings
comprise two straight yellow lines. One line, the alignment line,
shows the required orientation of the parked aircraft. The second
line, the stop line, shows the point at which the aircraft is to be
stopped.
4.10.5 Marshaller Stop Line. Where the pilot is guided by a marshaller,
a marshaller stop line is located where the aircraft nosewheel is
to stop. It is at right angles to the alignment line, painted yellow,
and located on the right hand side of the alignment line as seen
by the marshaller looking at the aircraft. The aircraft type
designation is painted below the stop line. The lettering, being for
the marshaller, is small and upside down when viewed by the
pilot.
4.10.6 Pilot Stop Line. Where a pilot is not guided by a marshaller a
yellow pilot stop line is located so that, when the aircraft is
stopped, the line is immediately to the left of the pilot. The aircraft
type is written in yellow below the bar.
4.10.7 Alignment Line. The yellow alignment line extends from the
location of the nose wheel in the parked position backwards
under the body of the aircraft. It also extends forward in the
alignment of the parked aircraft. A short stripe is located along
the alignment bar.

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AD 1.1 - 16 10 NOV 2016 AIP Australia

Figure 18 - Primary Aircraft Parking Position Markings

4.10.8 Secondary Position Guide Lines. Secondary aircraft parking
positions are identified by a line of yellow dots.
4.10.9 Secondary Position Marking. These yellow lines may be
painted white to avoid confusion where the secondary position
overlaps the primary position.
4.10.10 Keyhole Marking. Where the secondary position can
accommodate aircraft with a wing span of 15M or greater, it will
be identified with a keyhole marking, consisting of an alignment
line terminating in a ring in which the nose wheel is to be parked.

Figure 19 - Keyhole Marking

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AIP Australia 10 NOV 2016 AD 1.1 - 17

4.10.11 Triangle Marking. Where a secondary position can not

accommodate aircraft with a wingspan of 15M or greater, it will
be identified with a triangle marking consisting of an alignment
line terminating in a triangle in which the nose wheel is to be
parked or, in the case of tail wheel aircraft, above which the nose
of the aircraft is to be positioned. Triangle markings are also
used to mark aircraft run-up positions at secondary aerodromes.

Figure 20 - Triangle Marking

4.10.12 Lead-out Line. The parking position lead-out line comprises a
broken yellow line commencing at the forward end of the stripe
along the alignment line.
4.10.13 Taxi Guide-line Designation Marking. Where an apron has
more than one parking position, each individual parking position
lead-in line is provided with appropriate designation markings
where it diverges from the common taxi-guide-line. There are
three types of designations: viz, parking position number, aircraft
type and aircraft weight.
4.10.14 Position Designation. The parking position designation
indicates the aircraft parking position to which the taxi guide-line,
or lead-in line leads. Where a lead-in line leads to several
positions, the designation indicates the first and last numbers of
the parking positions served by each line. The designations
comprise 2M long yellow characters.
4.10.15 Type Limit Designations. Aircraft type limit designation
characters are painted yellow and 2M long. Where an apron
contains parking position(s) which can only accommodate
aircraft smaller than the largest aircraft using the apron,
appropriate aircraft type limitations are provided at the lead-in
line for each restricted position.

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Where a parking position is restricted to use by a particular

aircraft type, a designation marking such as “F27 ONLY” or “NO
B727” is used. If the parking position is restricted to helicopters
then “H ONLY” is provided on the guide-line.
4.10.16 Weight Limit Designation. Aircraft weight limit designations are
provided to identify the maximum weight limitation at a parking
position. Where the apron contains parking position(s) which can
only accommodate aircraft of a lighter weight than the heaviest
weight allowed elsewhere on the apron then appropriate yellow
weight limitations are painted on the relevant lead-in lines.
4.10.17 Parking Limit Lines. These lines are provided to assist in
ensuring that no part of a parked aircraft infringes taxiways or
vehicle access roads. The markings consist of two parallel lines
0.1M wide, separated by a red line 0.1M wide. Suitable yellow
labels are painted along the line at not more than 50M intervals.
The continuity of the line may be broken where normal access is
required and aircraft may taxi across the line where necessary.
4.10.18 Other Apron Markings. Other apron markings which may be
seen at major airports are:
– tug push-back lines - broken white
– tow disconnect markers - white
– lease lines - green (not used when coincident with
parking limit lines)
– equipment limit lines - red, edged in black and suitably
labelled
– apron road markings - red, edged in black. These
markings are used to define roadways which may be
used by uncontrolled vehicles transiting aprons.
– passenger path markings - white on black.
4.11 Obstacle Marking
4.11.1 Inconspicuous obstacles penetrating the obstacle limitation
surface of an aerodrome, or which are present on the movement
area, are obstacle-marked unless they are shielded by a
conspicuous or marked obstacle. Obstacle painting is either in
chequered patterns or alternate bands of orange and white or
red and white except where such colours would merge with the
background. High intensity lighting may be used for tall
structures.

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AIP Australia 10 NOV 2016 AD 1.1 - 19
4.11.2 In areas away from aerodromes, constructed obstacles between
90m and 150M in height are normally marked only if considered
a significant hazard to aircraft. Constructed obstacles above
150M in height are normally marked, unless considered not to be
a hazard.
4.12 Aerodrome Information Signs
4.12.1 Aerodrome information signs have black lettering on a yellow
background or yellow lettering on a black background. They
provide location and direction information at an aerodrome with
a complex taxiway layout. The following information signs may
be seen:
a. Taxiway Location Sign. A location sign indicates the
designation of a taxiway. This sign is often installed in
conjunction with a taxi-holding position sign or a direction
sign.

b. Destination Sign. A destination sign provides directional

advice to pilots to proceed to various facilities on the
aerodrome. Where abbreviations are used, they have the
following meaning:
RAMP or APRON General parking, servicing and loading areas.
PARK or PARKING Aircraft parking only areas.
CIVIL Civilian areas of joint-use aerodromes.
MIL Military areas of joint-use aerodromes.
CARGO Freight or cargo handling areas.
INTL International areas.
DOM Domestic areas.
RUNUP Run-up areas.
ACP Altimeter Check Point.
VOR VOR Check Point.
FUEL Fuel or service areas.
HGR Hangar or hangar areas.
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c. Direction Sign. A direction sign is normally installed before a

taxiway intersection indicating the taxiways ahead.

d. Runway Exit Sign. A runway exit sign indicates the

designation of the taxiway for aircraft exiting the runway. This
sign is placed on the taxiway exit side of a runway.

e. Distance To Go Sign. This sign is provided on runways used

for LAHSO where a pilot may have difficulty seeing the
intersecting runway during the landing roll due to an
obstruction such as a hump in the landing runway. This sign is
placed on the left hand side of the runway. The numbers
shown indicate the distance in metres from the sign to the
Hold Short Line.

Note: Defence aerodromes also provide Distance To Go signs.

The distance shown on these signs is in feet and is the distance
from the sign to the end of the runway.

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AIP Australia 10 NOV 2016 AD 1.1 - 21
4.13 Aerodrome Mandatory Instruction Signs
4.13.1 These signs have white lettering on a red background and must
not be passed without clearance to do so from ATC. However, at
an aerodrome where the control tower is not in operation, these
signs may be passed at the discretion of the pilot in command.
The following mandatory signs may be seen:
a. Taxi-Holding Position Sign at a Taxiway/Runway
Intersection. This sign consists of the designation of the
runway and is placed abeam the taxi-holding position
marking. A taxiway location sign is normally provided in
conjunction with this sign. At a runway end, the taxi-holding
position sign will show only the designation of the runway end
concerned. At an intermediate taxiway, the taxi-holding
position sign will show both ends of the runway designations.
However, old taxi-holding position signs consisting of the word
“HOLD” may still be seen at some aerodromes.

b. Taxi-Holding Position Sign at ILS Category I Runways.

At ILS Category I runways, an additional taxi-holding
position sign may be seen further from the runway. This sign
has the words “CAT I” besides the runway designation and
will be illuminated when the aerodrome is operated under
CAT I conditions.

c. Taxi-Holding Position Sign at ILS CAT II Runways.

Where an ILS CAT II holding position exists at a runway/
taxiway intersection, the taxi-holding position sign will have
a CAT II inscription.

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d. Runway Intersection Sign. This sign is normally provided at

a runway used in LAHSO to show the designation of the
intersecting runway. A sign is placed on both sides of the
runway at the Hold-Short Line (75M to the intersecting
runway centre line). These signs are illuminated for night
operations. An ATC take-off or landing clearance constitutes
clearance to pass such signs except when a landing
clearance specifically directs that the aircraft hold short of the
intersecting runway during the landing run.

e. Taxi-Holding Position Sign at Other Locations. A taxi-

holding sign may be installed at other than taxiway/runway
intersections where there is a requirement for mandatory
holding at that location.

f. Aircraft NO ENTRY Sign. This sign is placed near an exit

where entry is prohibited; e.g. at a one-way taxiway.

5. LIGHTING
5.1 Permanent Threshold Lights
5.1.1 Permanent Threshold Lights are green and the following patterns
are in use:
a. Standard Pattern: a row of six lights evenly spaced across the
threshold which may, at larger aerodromes, be augmented by
one or two extra wing-bar lights at each end;
b. Alternate Standard Pattern: two barettes each of three lights,
one each side of the threshold; and
c. an obsolescent pattern of five or six lights which still exists on
some runways.

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AIP Australia 01 MAR 2018 AD 1.1 - 23
5.1.2 The Alternate Standard Pattern is generally installed at
aerodromes used predominantly by aircraft having a maximum
take-off weight of less than 5,700KG.
5.1.3 At runways equipped with ILS, the Standard Pattern is used.
When intensity stages 4, 5 or 6 are selected, this pattern is
increased to give a 3M spacing between the lights.
5.1.4 Threshold lights across the runway show green in the approach
direction only, except for the single lights on either side of the
runway, in line with the runway edge lights, which are
omni-directional.
5.2 Runway Threshold Identification Lights
5.2.1 Where a runway threshold needs to be made more conspicuous,
two flashing white lights (strobes) are provided, one on each side
of the runway, in line with the threshold.
5.2.2 These lights flash at a frequency of between 60 and 120 flashes
per minute and are visible in the approach direction only. They
can be used in both day and night, and are occasionally used
during daylight hours to indicate a temporarily displaced
threshold.
Note: When runway threshold identification lights are used to
indicate a displaced threshold, V-bar markers may not be
displayed.
5.3 Displaced Threshold Lighting
5.3.1 Where the threshold is temporarily displaced, temporary
displaced threshold lights are used to indicate the new threshold
location at night. The pattern consists of two groups of five lights
showing green, one group on each side of the runway. If the
runway width is 30M or less, groups of 3 lights per side may be
used.
5.3.2 If any length of runway prior to the displaced threshold is
available for taxiing or for take-off from that end of the runway, or
for landing or take-off from the other end of the runway, the
runway edge lighting on this part of the runway will show red in
the direction of approach to the displaced threshold, and show
white in the opposite direction. (see Figure 1)

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Figure 1 - Example of Displaced Threshold Lighting:

Runway Before Displaced Threshold Serviceable.
5.3.3 If the alteration to the threshold location is caused by an
unserviceable area of the runway, all runway edge lights on this
part of the runway will be extinguished. Unserviceability lights,
showing red, will be placed across the runway at the entrance to
the closed area. Work Limit lights, showing amber/yellow/
orange, are provided to indicate to persons associated with the
works organisation, the limit of the works area. (see Figure 2)

Figure 2 - Example of Displaced Threshold Lighting:

Runway Before Displaced Threshold Unserviceable
Note: Figure 1 and 2 show examples of Displaced Threshold
Lighting. They are not the only possible configurations.
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AIP Australia 10 NOV 2016 AD 1.1 - 25
5.3.4 During daylight hours runways used by international jet RPT
aircraft will be equipped with one strobe light on each side of the
displaced threshold. Strobes may be used in lieu of V-bar
markers in other instances.
5.4 Runway Edge Lighting
5.4.1 Runway edge lighting has longitudinal spacing of 60M for
instrument runways but may be up to 90M for non-instrument
runways and for non-precision approach runways at country
aerodromes.
5.4.2 Runway edge lights are white, except that, in the case of a
displaced threshold, will show red in the approach direction.
5.4.3 For Precision Approach runway Category I or II the lights in the
final 600M of the runway show yellow.
5.4.4 Runway edge lights are omni-directional on intensity stages 1, 2
and 3 in order to provide circling area guidance. Stages 4, 5 and
6 are unidirectional.
5.4.5 For runways less than 30M in width, the lateral spacing of
runway edge lights is based on that of a 30M wide runway.
5.5 Runway End Lighting
5.5.1 Runway end lighting normally comprises six evenly spaced, uni-
directional red lights. Where the runway end and the threshold
are collocated, bi-directional red/green lights in either the
Standard or Alternate pattern may be used.
5.6 Runway Centreline Lighting
5.6.1 Centreline lighting is colour-coded to be white from the threshold
to a point 900M from the end of the runway, then alternate red
and white to 300M from the runway end, and then red for the last
300M.
5.7 Runway Touchdown Zone Lighting
5.7.1 Touchdown Zone Lighting is provided for runways intended for
precision approach Category II or III operations. The lighting
consists of a series of fifteen pairs of uni-directional, white
barrettes for the first 900M of the runway. Six stages of intensity
are available.

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AD 1.1 - 26 10 NOV 2016 AIP Australia

Figure 3 - Centreline and Touchdown Zone Lighting

5.8 Partial Unserviceability Area Lighting
5.8.1 At aerodromes where night operations are permitted, the limits of
unserviceable portions of the movement area are marked with
steady red lights during the hours of darkness.
5.9 Stopway Lighting
5.9.1 Stopway lighting is provided where the runway is less than
1,500M. The lighting consists of side and end red lights,
screened so as not to be visible to an aircraft approaching to land
over the Stopway.
5.10 Taxiway Lighting
5.10.1 Two types of taxiway lighting are used:
a. Edge Lighting: fixed lights showing blue on both sides of
the taxiway.
b. Centreline Lighting: fixed lights showing green along the
centreline of the taxiway.
5.10.2 Apron Exit Lights. Where there is an extensive system of
taxiways, the taxiway lights at the exit from the apron are flashing
the same colour as the taxiway lights.
5.10.3 Runway Exit Lights. On runway exit taxiways, the centreline
taxiway lighting is extended to the runway centreline by lights
spaced at 15M intervals. Alternate green and yellow lights are
used for that section of the exit taxiway up to the taxi-holding
position lighting.
5.10.4 Rapid-Exit Taxiway Lights. On rapid-exit taxiways, the
centreline lighting is extended to the runway centreline by lights
at 15M intervals. This spacing is continued until the high speed
taxiway becomes incorporated into the normal taxiway system.

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AIP Australia 01 MAR 2018 AD 1.1 - 27
5.10.5 Taxi-Holding Position Lights. Holding point lights consists of
three lights showing yellow in the direction of the approach to the
runway. When taxiway sidelighting is provided, the holding point
lights consist of a pair of yellow lights in line with the holding
point.
5.10.6 Intermediate Holding Position Lights. On a taxiway equipped
with centreline lights, the intermediate holding position lights
consist of at least three (3) lights showing yellow in the direction
of the approach to the intermediate holding position marking or
the taxiway intersection marking, as appropriate. When taxiway
edge lighting is provided, the intermediate holding position lights
consist of a pair of yellow lights in line with the runway holding
position marking, intermediate holding position marking or
taxiway intersection marking, as appropriate (see Figure 4).

Figure 4 - Intermediate Holding Position Lights

5.10.7 Stop Bars. A stop bar is unidirectional and shows red in the
direction of approach to the stop bar from the taxiway. The stop
bar lights are spaced 3M apart and 0.3M before the point at
which it is intended that traffic approaching the runway must
stop.
The stop bar lights are at right angles to the taxiway centreline.
When a stop bar is on at night or when low visibility procedures
are in force, any taxiway centreline lights immediately beyond
the stop bar are switched off for a distance of at least 90M; once
the stop bar is switched off the centreline lights beyond the stop
bar are switched on.
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AD 1.1 - 28 01 MAR 2018 AIP Australia

Figure 5 - Stop Bar Lights

5.10.8 Runway Guard Lights. On standard taxiways, runway guard
lights consist of a pair of alternating flashing yellow lights located
either side of the holding position. On wide throat taxiways,
runway guard lights consist of a line of flashing yellow lights
spaced 3M apart across the taxiway at the holding position. All
lights are unidirectional and visible to the pilot of an aircraft
taxiing to the holding position. They are illuminated day and
night.
5.10.9 Hold-Short Lights. Hold-short lights are installed on all runways
used for LAHSO. The lights indicate the position of the hold-short
line (no closer than 75M from the intersecting runway centre-line)
and are additional to the runway intersections signs and hold-
short position markings. They consist of a line of six white,
unidirectional lights occulting at approximately 30 times per
minute, installed across the runway.
During LAHSO, the lights will be on and occulting, but an ATC
clearance to take-off, to land without a LAHSO instruction or
requirement, or to cross the intersection after completing a
LAHSO, constitutes a clearance to cross the lights.
5.11 Apron Lighting
5.11.1 Apron floodlighting provides illumination on all apron service
areas with a minimum of glare to users and a minimising of
shadows.

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AIP Australia 10 NOV 2016 AD 1.1 - 29
5.12 Approach Lighting
5.12.1 There are several forms of approach lighting systems that may
be used on a runway, depending on the type of runway and kinds
of approach made to that runway.
5.12.2 For a non-precision approach runway or a non-instrument
runway used at night, a Simple Approach Lighting System
(SALS) may be provided (see Figure 6).

Figure 6 - Simple Approach Lighting

5.12.3 For a precision approach runway on which CAT I approaches are
conducted, 2 types of approach lighting system may be provided:
a. Precision approach CAT I lighting system; distance
coded centreline. This type of approach lighting system is
also known as the ‘Calvert’ system (see Figure 7.).
b. Precision approach CAT I lighting system; barrette
centreline. This type of approach lighting system is also
known as Approach Lighting System with Sequenced
Flashing Lights (ALSF). As its other name implies, this type of
approach lighting system includes a ‘running rabbit’ array of
sequenced flashing lights (see Figure 7).

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Figure 7 - Precision Approach CAT I lighting system

5.12.4 For a precision approach runway on which CAT II or III

approaches are conducted an approach light system similar to
one of the types shown in Figure 8 will be provided.

Figure 8 - Precision Approach CAT II and III lighting system

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AIP Australia 10 NOV 2016 AD 1.1 - 31

5.12.5 Operation of Multi-stage Intensity Approach and Runway

Lighting. Precision Approach Runway lighting has five or six
stages of intensity and other multi stage systems have three.
Intensity commences with Stage 1 with the first three common to
all systems. Details are shown on the aerodrome landing chart.
Multi-stage intensity approach and runway lighting is operated as
follows:
a. the initial intensity is normally selected by the tower controller;
b. variation to the intensity is on pilot request with an expectation
that the pilot will request a lower intensity as the aircraft nears
the runway to reduce dazzle;
c. pilots are advised when the equipment is operating in a
visibility of 5,000M or less; and
d. when requesting a change in intensity the pilot need only ask
for a higher or lower stage.
INTENSITY TABLE
Intensity
Visibility Stage
Day Night
Not greater than 2,000M 6 4
Greater than 2,000M but not greater than 4,000M 5 3
Greater than 4,000M but not greater than 5,000M 4 2
Greater than 5,000M - 1
5.13 Wind Direction Indicator Lighting
5.13.1 At aerodromes intended for night operations, the primary wind
indicator, and maybe others, are illuminated. Unless indicated to
the contrary in ERSA, wind direction indicator lighting is included
in the PAL system.
5.14 Aerodrome Beacons
5.14.1 Aerodrome beacons are designed to be visible from at least 8KM
at altitudes from 1,000FT to 5,000FT in restricted visibility.
5.14.2 Beacons may show white flashes alternating with green flashes
or white flashes only. Beacon details are promulgated in ERSA.

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5.14.3 At locations where an ATS unit is established, the beacon is

operated at night and during conditions of reduced visibility, by
day whilst the unit is open. When the aircraft traffic does not
warrant continuous display, the beacon will be operated for
known aircraft movements. The beacon is available on request.
5.15 Obstacle Lighting
5.15.1 At an aerodrome where night operations are permitted,
constructed obstacles and significant terrain which penetrate the
obstacle limitation surface of an aerodrome, or which are on the
movement area, are obstacle-lit unless shielded by an obstacle
which is already lit. Three types of lights are used:
a. low intensity STEADY RED light for most situations;
b. medium intensity FLASHING RED light (hazard beacon) for
early or special warning; and
c. flashing WHITE (strobe) light for day/night marking of tall
structures.
5.15.2 In areas away from aerodromes, constructed obstacles that
would be marked in accordance with para 5.15.1 above will
normally be lit.
5.16 General Aviation Aircraft Lanes of Entry
5.16.1 Certain light aircraft lanes located near major airports have
strobe lights that mark the centreline of the lane. These lights are
depicted on the appropriate VTC.
5.17 Pilot Activated Lighting (PAL)
5.17.1 PAL installations provide a means of activation of aerodrome,
runway, taxiway, apron, VASIS and wind indicator lighting. The
lighting is activated using coded carrier wave only VHF
transmissions within a short range of a PAL equipped
aerodrome. The method of activating PAL is detailed in ERSA
INTRO. PAL frequencies are included for applicable aerodromes
in ERSA FAC.
5.17.2 PAL will remain illuminated for 30 to 60 minutes depending on
the installation timer setting. The wind indicator light will flash
continuously during the last 10 minutes of lighting illumination to
warn users that the lights are about to extinguish. To maintain
continuity of lighting, repeat the activation sequence.

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AIP Australia 10 NOV 2016 AD 1.1 - 33
6. VISUAL APPROACH AND DOCKING GUIDANCE SYSTEMS
6.1 Visual Approach Slope Indicator Systems (VASIS)
Two types of VASIS are approved for use in Australia: T-VASIS,
a high intensity system for use by day or night; and Precision
Approach Path Indicator (PAPI), a colour discrimination system
usable by day or night. The standard installation aims to provide
an obstacle clearance of at least 11M above a 1.9° slope, within
the azimuth splay of 7.5° either side of the runway centre line for
a distance of 5NM from the threshold (7NM for a runway
equipped with an ILS). When the installation differs from the
standard, details are promulgated in the aerodrome
documentation.
6.1.1 T-VASIS
The cross-bar indicates on-slope and deviations appear as one,
two or three lights above or below the cross-bar. The sensitivity
is similar to the “dot positions” on an ILS glide path.
Increased eye-height over the threshold can be achieved by
flying the approach with one or more of the “fly-down” lights
visible.
APPROACH SLOPE EYE HEIGHT
INDICATION ABOVE THRESHOLD
3 Lights fly up 0 to 7FT
2 Lights fly up 7 to 25FT
1 Light fly up 25 to 41FT
ON GLIDE SLOPE 49 feet
1 Light fly down 57 to 75FT
2 Lights fly down 75 to 94FT
3 Lights fly down 94 to 176FT
Note 1: The night azimuth splay is normally increased to 30° to
permit T-VASIS to be visible on base leg. However, obstacle
clearance is not guaranteed until the aircraft is within the runway
approach obstacle limitation surface. Accordingly, T-VASIS
should not be used for approach slope guidance until the aircraft
is aligned with the runway.
Note 2: The presence of a thin layer of ground fog or mist may
produce abnormal T-VASIS indications, including:

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a. erroneous fly-down or fly-up signals; or

b. other fly-up or fly-down lights together with the correct lights
(which are usually much brighter than the erroneous lights).
Consequently, pilots should exercise caution when using the
T-VASIS in ground fog or other conditions conducive to light
reflection or refraction.
The above requirements may vary by 15FT depending on the
location of the system.
The intensity of the system may be varied at the request of the
pilot.
An abbreviated version of T-VASIS (AT-VASIS) is used at some
locations, with the equipment located on only one side of the
runway (usually the left).
6.1.2 PAPI
An installation consists of a set of four light boxes placed in a line
at right angles to the runway, abeam the touchdown point and
usually on the left hand side. Each box radiates both red and
white light.
The transition between the red and white will appear
instantaneous to the pilot (3 minutes of arc change); however,
light changes between adjacent boxes will not occur unless the
approach slope changes by about 0.25°. A one degree
progressive incremental spread from the outermost to the
innermost light unit about the standard approach angle provides
the visual guidance shown in Figure 1.

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AIP Australia 10 NOV 2016 AD 1.1 - 35

Figure 1 - PAPI Signals

The correct approach slope is shown to a + 10 minute tolerance
when two red and two white lights are seen. The two-red
indication is always closest to the runway, irrespective of which
side of the runway the PAPI is installed.
Unlike T-VASIS, PAPI is a point source aid. Thus a non-standard
approach will not significantly alter the threshold crossing height;
only the approach angle will change. This is illustrated in
Figure 2.

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Figure 2
Note: An aircraft descending through the PAPI signals into the
four red zone will receive no additional clues as to further
downward displacement from the approach slope - the four reds
may remain visible to ground level.

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AIP Australia 10 NOV 2016 AD 1.1 - 37
Since the meaning of a four-white PAPI indication is significantly
different to the same T-VASIS indication, pilots should verify
which system is installed prior to conducting the approach.
Condensation on PAPI lenses is known to be a cause of colour
distortion. Therefore, PAPI systems should be activated at least
ten minutes prior to use so that any condensation that may have
formed on the lenses is evaporated before use.
6.1.3 Control
When controlled by ATS, the operation of the relevant VASIS will
be activated as follows:
a. whenever night landing facilities are activated;
b. by day, for all approaching RPT, jet, and military aircraft; and
c. by day, on request by other aircraft.
When PAL is used to activate the runway lighting, the VASIS at
both ends of the runway will be activated unless otherwise
indicated in ERSA.
6.2 Visual Docking Guidance Systems
6.2.1 Visual Docking Guidance Systems used in Australia are Nose-In-
Guidance (NIG) systems which provide both azimuth and
stopping information for specific aircraft types. There are five (5)
systems in general use, and these are described separately.
6.2.2 The first NIG system contains the following five elements
whose locations are shown in Figure 3:
a. Position Identification Light,
b. Aerobridge Retracted Indicator,
c. Centreline Guidance Light,
d. Side Marker Board, and
e. Side Marker Light.

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Figure 3 - Visual Docking Guidance System

6.2.3 Aircraft should use the following elements for docking:

AIRCRAFT TYPES CENTRELINE LIGHT STOP

DOMESTIC
All types Centreline Guidance Side Marker
Light Light
INTERNATIONAL
All types except Lower Centreline Side Marker
wide body Guidance Light Board
DC10 Intermediate
Centreline
B767, L-1011 Guidance Light Side Marker
A300B Board
B747 Upper Centreline Side Marker
Guidance Light Light

Note 1: Some International docking positions are not equipped

for wide body aircraft and, hence, only the Lower Centreline
Guidance Light is provided.
Note 2: Heights of the Centreline Guidance Lights are:
– Lower: up to 5M
– Intermediate: 5 to 7.5M
– Upper: above 7.5M

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AIP Australia 10 NOV 2016 AD 1.1 - 39
6.2.4 The following is a brief description of the system:
a. The Position Identification Light indicates the number of the
docking position and is white numerals on a black background
outlined in green neon tubing at night.
b. The Aerobridge Retracted Indicator consists of two lights. The
green light indicates the Aerobridge is in the fully retracted
position. The red light indicates that the Aerobridge is not fully
retracted or that an element of the visual guidance docking
system is unserviceable.
c. The Centreline Guidance Light provides azimuth information
and is aligned with the left pilot position. The unit emits RED/
GREEN light beams and the signals are interpreted as
follows:
RED/GREENAircraft is to the left of the centreline
GREEN/GREENAircraft is on the centreline
GREEN/REDAircraft is to the right of the centreline.
d. The slats on the Side Marker Board indicate the stopping
position for each type of aircraft. Approaching the position, the
slat will show GREEN; at the stopping position, the slat will
show BLACK; and beyond that position, RED.
e. There are two Side Marker Light systems that indicate the
stopping position.
Domestic (All types)
(1) Approaching the position, a preliminary dull GREEN light
will show through the arrow-shaped aperture which also
exhibits a cross bar.
(2) As the aircraft moves forward, the intensity of the green
light increases until it becomes a bright arrow-head T
shape which is the DC9 stopping point.
(3) As the aircraft continues, the bar of the stop signal
disappears and the arrow-head starts to reduce in size.
(4) When the arrow-head disappears, two white bars
appear, one above the other, indicating the stopping
position. In some installations, two sets of bars are
provided: one for the B727, the other for the B737.
(5) If the stopping position is passed, then a single RED bar
appears.

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Figure 4 - Side Marker Lights (Domestic)

(DC9, B727 and B737)

International (for B747 Aircraft only). This is the same as the

domestic system described above except that there is only one
set of white bars and no bar around the arrow-head.

Figure 5 - Side Marker Light (International) (B747 only)

6.2.5 The above system is installed at Sydney (Kingsford Smith)

Airport at the following locations:
a. Domestic Terminal - Bay 49
6.2.6 The second NIG system contains the following three elements
whose locations are shown in Figures 6 and 7:
a. Position Identification Light,
b. Centreline Guidance Light, and
c. Stopping Position Indicator.

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Figure 6 - Visual Docking Guidance System

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Figure 7 - Visual Docking Guidance System

6.2.7 Aircraft should use the following elements for docking:
AIRCRAFT TYPES CENTRELINE LIGHT STOP
All types Centreline Guidance Stopping
Light Position
Indicator

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6.2.8 The following is a brief description of the system:

a. The Position Identification Light indicates the number of the
docking position and is white numerals on a dark background
outlined in green neon tubing at night.
b. The Centreline Guidance Light provides azimuth information
and is aligned with the left pilot position. The unit emits RED/
GREEN light beams, and the signals are interpreted as
follows:
RED/GREEN Aircraft is to the left of centreline.
GREEN/GREEN Aircraft is on centreline.
GREEN/RED Aircraft is to the right of centreline.
c. The Stopping Position Indicator is controlled by an airline
ground marshaller and provides stopping information. The
signals are interpreted as follows:
GREEN GO Gate is clear for aircraft.
AMBER SLOW Approximately 5M to STOP.
RED STOP Stop immediately.
RED (FLASHING) - EMERGENCY STOP
6.2.9 Aircraft Positioning and Information System (APIS). The third
NIG system operating in Australia is installed on International
Terminal bays at Melbourne Airport, Sydney Airport International
Terminal bays 2, 3, 4, 11 and 12; Domestic bays 33, 52, 53 and
55, Perth Airport Qantas Domestic bays 13 to 15, and also at
Adelaide Airport Terminal 1 bays 12L, 13, 14L, 15, 16R, 16L,
18R, 18L, 19, 20R, 20L, 21, 22R, 22L, 23, 24L, 25, 26L, 28R,
28L and 29. The APIS is based on a centreline guidance sub-
display. The steering and stop indication is provided from a
display unit mounted on a pole in front of the cockpit in line with
the left hand pilot seat. The parking bay position identification is
mounted on top of the guidance pole.
6.2.10 On approach to the parking position, the pilot will see the display
box face showing two rows of yellow alpha-numeric characters
on a black background across the top, an illuminated closing-rate
‘thermometer’ at lower left, and an illuminated azimuth guidance
display at lower right. The alpha-numeric characters on the top
row should be flashing (see diagram at Figure 8).

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6.2.11 The following is the sequence of APIS operation from initial

approach to STOP:
a. Identify the correct parking bay position.
b. Ensure that the aerobridge retraction light indicates green.
c. Follow the taxi-in line and watch the centreline beacon.
d. Check that the correct aircraft type is flashing and that the
door number is shown (where applicable).
e. About 20M before STOP, the aircraft type display goes steady
and the door number disappears.
f. Follow the azimuth guidance display. The black arrow heads
indicate which direction to steer for the centreline. When the
aircraft is properly aligned in azimuth, the black vertical bar
will be displayed.
g. The full closing rate ‘thermometer’ indicates at least 13M to
STOP.
h. When the aircraft reaches 13M to STOP, the ‘thermometer’
bar lights begin to move from bottom to top.
i. The deletion of each ‘thermometer’ bar indicates about one
half metre progression.
j. When the STOP position is reached, all the closing rate
‘thermometer’ lights extinguish and the lower display indicates
STOP. If the aircraft is parked correctly, the top display
indicates OK.
k. If the aircraft overshoots the limit for correct parking, the top
display indicates TOO FAR (alternating TOO then FAR).
l. The entire display automatically shuts down after some
seconds.
Note: When the last row of lights of the closing rate
‘thermometer’ is extinguished and the word STOP is displayed,
the aircraft should be at a standstill.

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LEGEND
a. Display: ACFT type, OK or TOO/FAR
b. Display: Door Number or STOP
c. Centreline Beacon: steering guidance
d. ‘Thermometer’: closing rate indication - stopping
guidance.
Note: The lettering is yellow on a black background. The
‘thermometer’ is yellow and goes black from bottom to
top. The centreline beacon is a central black band
surrounded by yellow.
Figure 8 – Visual Guidance System for Melbourne INTL

6.2.12 RLG NIG System. The fourth system is the RLG system which is
installed at Brisbane International Airport and operates on Bays
77 to 84. This system is based on a centreline guidance display
unit mounted on the wall of the terminal building. The complete
Visual Guidance Docking System consists of three separate
components:
a. Position Identification Unit (Bay Marker),
b. Aerobridge Retracted Indicator Light, and
c. RLG NIG Unit.

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6.2.13 The Position Identification Unit (Bay Marker) gives clear

indication of the parking bay for the aircraft. It consists of large
white numerals on a dark background (illuminated at night by
green neon lights) and is situated on the terminal wall with the
NIG system unit.
6.2.14 The Aerobridge Retraction Indicator Light, mounted on the
aerobridge, gives an early warning of the state of the aerobridge
location. Green indicates a fully retracted aerobridge position, or
a safe pre-parked position; red indicates that the aerobridge is
out of position, and the pilot should not proceed with parking the
aircraft. The NIG system is unable to be used while the
aerobridge is out of position, and will flash a red signal.
6.2.15 The NIG unit consists of three components which provide
information to the pilot:
a. the display box (top) which shows aircraft type designation in
white lights,
b. the green/yellow/red ‘traffic lights’ display box (centre), and
c. the green/red azimuth centreline display unit (bottom).
Diagrams of the RLG system are shown at Figure 9.
6.2.16 The aircraft types which can utilise the system are displayed as
follows:

Type Display
Boeing 777, 7673, 7672, 757, 747, 747-SP, 737.
McDonnell Douglas DC10, MD11.
Lockheed 1011.
Airbus Industries 300, 310, 320, 330.

6.2.17 The following is the sequence of system operation from initial

approach to STOP:
a. Identify the correct parking bay position.
b. Ensure that the aerobridge retraction light indicates green.
c. Follow the taxi-in line and check that the correct aircraft type
is displayed (white light on black background).
d. If two (or one) round green lights are illuminated, proceed.
Note: Failure of both green lights will render the system
inoperable.

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AIP Australia 10 NOV 2016 AD 1.1 - 47
e. Line up so that the green vertical azimuth tube is visible (this
is lined up on the left hand seat only).
f. If a vertical line of red is seen to one side of the green vertical
azimuth tube, the aircraft is off line in that direction. Steer
towards the green.
g. When the aircraft is 10M from STOP, the round green lights
extinguish, the two (or one) yellow (caution) lights appear.
The aircraft type display lights now change to indicate
‘countdown to STOP’, and will show 10M.
Note: Failure of both yellow lights will render the system
inoperable.
h. Countdown to STOP will be indicated at 10M, 5M and 2M.
i. When the stopping position is reached, the yellow lights are
extinguished and two (or one) red lights appear, and the
countdown indicator changes to STOP.
Note: Failure of both red lights will render the system inoperable.
The aircraft is now at the correct location to allow the aerobridge
to be moved to the aircraft door. If the NIG system is not turned
off once the aircraft docks, movement of the aerobridge will
cause the two (or one) round red lights to flash. This is not an
emergency situation.
Note: Ground engineers have access to emergency push-
buttons to deactivate the system should this become necessary.
If an emergency situation occurs, operation of any push-button
will cause:
a. the aircraft/countdown display to extinguish,
b. two (or one) round red lights to flash, and
c. the aerobridge retraction light to indicate red.
Ground engineers will be required to complete the guide-in
manually once the emergency situation is cleared.

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Figure 9 - RLG Automated Guide-In System (Brisbane INTL)

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6.2.18 Safegate Docking Guidance System (DGS). The fifth NIG

system is the Safegate DGS and is used at Brisbane
International Terminal (Bays 85 and 86), Cairns International
Terminal (Bays 1, 2, 3, 4, 5 and 6), Cairns Domestic Terminal
(Bays 18, 19, 20, 21 and 22), Darwin International Terminal
(Bays 1, 2, 3, 4, 5 and 6), Melbourne International Terminal
(Bays D2, D3, D4, D5, D6 and D8), Perth International Terminal
(Bays 143, 144, 145, 146 and 147-155), Perth Domestic
Terminals (Bays 12-16, 17, 17A, 18, 19, 19A, 20, 20A and 22-
24), Sydney International Terminal (Bays 1, 5, 6, 8, 9, 10, 24, 25,
30, 31, 32, 33, 34, 35, 36, 37, 50, 51, 53, 54, 55, 56, 57, 58, 59,
60, 61, 63, 73, 74, 75, 76 and 77), Sydney Domestic Terminal
(Bays 31, 32, 34, 35, 36, 38, 39, 40, 41, 42, 43, 44, 44A, 45, 45A,
54, 56 and 57) and Sydney Qantas Terminal (Bays 1, 2, 3, 4, 5,
6, 7, 7A, 8, 9, 10, 11, 12, 13, 14 and 17). Its operation is based
on laser scanning of the incoming aircraft.The complete system
consists of the following three elements:
a. Position Identification Unit (Bay Marker);
b. Aerobridge Retracted Indicator Light; and
c. DGS NIG Unit.
6.2.19 The Position Identification Unit gives clear indication of the
parking bay for the aircraft. It consists of large white numerals on
a dark background (illuminated at night by green neon lights).
6.2.20 The Aerobridge Retraction Indicator Light, mounted on the
aerobridge, gives an early warning of the state of aerobridge
location. Green indicates a fully retracted aerobridge position or
a safe pre-parked position; red indicates that the aerobridge is
out of position and the pilot should not proceed with parking the
aircraft.
6.2.21 The NIG unit, mounted on the Terminal wall, consists of two
components which supply the following information to the pilot:
a. The top alphanumeric information display which shows
aircraft type designation, and other message information as
necessary in yellow.
b. The azimuth and centreline guidance displays in red and
yellow and the Closing Rate Bar in yellow.

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6.2.22 The aircraft types which can utilise the system at each airport are
displayed as follows:
Brisbane
Type Display
Boeing 777, 767, 757, 747, 737, 727, 717, 707
McDonnell Douglas MD11, DC10
Airbus Industrie 340, 330, 320, 319, 310, 300
British Aerospace 146
Fokker F100
Lockheed L1011
Cairns
Type Display
Airbus Industrie 300 (Bays 2, 3, 4, 5 & 6),
319 (Bays1, 18, 19, 20, 21, 22), 320, 321, 330
(Bays 1, 2, 3, 4, 5, 6, 18, 19, 20),
340 (Bays 1, 2, 3, 4, 5, 6, 20).
Boeing 707 (Bays 5 & 6), 717 (Bays 21 & 22), 727
(Bays 5 & 6), 737/4 (Bays 18, 19, 20, 21,
22), 737/7, 737/8 (Bays 18, 19, 20, 21, 22),
737/9 (Bays 18, 19, 20, 21, 22), 747 (Bays 1,
2, 3, 4, 5, 6, 18, 19, 20), 757 (Bays 1, 2, 3, 4,
5, 6), 767 (Bays 1, 2, 3, 4, 5, 6, 18, 19, 20),
777 (Bays 1, 2, 3, 4, 5, 6), 787 (Bay 20).
Embraer E170, E190 (Bays 5, 6, 18, 19, 20, 21, 22)
Fokker F100 (Bays 1, 21, 22)
McDonnell Douglas DC10/1 (Bays 1, 2, 3, 4, 5, 6), DC10/2
(Bays 2, 3, 4), MD11 (Bays 1, 5, 6)
Darwin
Type Display
Airbus Industrie 310 (Bay 2), 319, 320, 321(Bays 1, 2, 3, 4 &
5) 330 (Bay 1 & 2), 340-300 (Bay 1), 340-600
(Bay 1), 380 (Bay 1).
Antonov An-124 (Bay 1)

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AIP Australia 10 NOV 2016 AD 1.1 - 51
Boeing 717 (Bay 1, 2, 3, 4 & 5), 737 All Series (Bay 2,
3 & 4), 737-300 (Bay 1), 737-500 (Bay 1),
737-800 (Bay 1 & 5), 757 (Bay 1, 2 & 3), 767
(Bays 1, 2 & 3), 777 (Bays 1 & 2), 787 (Bay 1
& 2)
Embraer E170, E190 (Bay 1, 2, 3, 4 & 5)
Fokker F70 (Bay 1 and 2), F100 (Bay 1, 2, 3, 4 & 5)
McDonnell Douglas MD11 (Bay 1)
Melbourne
Type Display
Boeing 777-300, 777-200, 767, 747, 737-800,
737-700, 737-400, 737-300
McDonnell Douglas MD11, DC10
Airbus Industrie 340-500, 340-300, 340-200, 330, 320, 310,
300
Perth
Type Display
Boeing 777-300 (plus 2nd door), 777-200, 767,
767-300 (plus 2nd door), 757-200, 747-SP,
747 (plus 2nd door), 737, 727-200, 707,
717-200
McDonnell Douglas MD11 (plus 2nd door), DC10 (plus 2nd door)
Airbus Industrie 340 (plus 2nd door), 330, 330-300 (plus 2nd
door), 321, 320, 319, 310, 300
British Aerospace BAe146
Fokker F100
Embraer E190, E170
Sydney
Type Display
Airbus Industrie A300, A310, A320, A321, A330, A340, A380
Boeing B737, B747, B757, B767, B777, B787
British Aerospace BAe146
Embraer E190
Fokker F100

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McDonnell Douglas MD11

6.2.23 The following is the sequence of system operation from initial

approach to STOP:
a. The pilot identifies the correct parking bay position.
b. The pilot ensures that the aerobridge retraction light is green.
c. The pilot observes that the rising vertical yellow arrows are
indicating the system is activated and searching for the
approaching aircraft.
Note: The pilot must not enter the stand area unless the rising
vertical arrows are displayed.
d. The pilot follows the taxi-in line and checks that the correct
aircraft type is displayed in yellow.
Note: The pilot must not enter the stand area unless the correct
aircraft type is displayed.
e. On successful capture of the aircraft, the vertical arrows are
replaced by the yellow T-shaped Closing Rate Bar.
Note: The pilot must not proceed to the bridge unless the arrows
have been superseded by the Closing Rate Bar.
f. A vertical yellow arrow shows the aircraft position in relation
to the centreline.
g. A flashing red arrow indicates the direction to turn to return to
the centreline.
Note: If the aircraft is approaching faster than the accepted
speed, the system will show SLOW DOWN as a warning.
h. The display of the yellow digital closing rate countdown will
start when the aircraft is 20 metres from the STOP position.
Note: If the detected aircraft is lost prior to 12 metres to STOP,
the display will show WAIT. The docking will continue as soon as
the system detects the aircraft again.
i. When the aircraft is 12 metres from the STOP position, the
Closing Rate Bar will decrease in size from the bottom by one
row of lights per 0.5 metres closing rate.
Note: If the detected aircraft is lost after 12 metres to STOP, the
display will show STOP and ID FAIL. Assistance must then be
sought from the ground engineers.

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AIP Australia 10 NOV 2016 AD 1.1 - 53
j. When the correct STOP position is reached, the display
shows STOP and red lights will be lit.
k. When the aircraft has parked, OK will be displayed.
l. If the aircraft has overshot the position, TOO FAR will be
displayed.
m. When ground engineers have placed the chocks at the
nosewheel, they will manually change the display to CHOCK
ON.
n. During heavy rain or fog, the visibility for the docking system
might be reduced. When the system is activated and in
capture mode, the display will deactivate the rising vertical
arrows and show DOWN GRADE. This text will be
superseded by the Closing Rate Bar once the aircraft is
detected.
Note: The pilot must not continue the approach to the bridge
unless the DOWN GRADE text has been superseded by the
Closing Rate Bar.
Note: Ground engineers have access to emergency push-
buttons to deactivate the system. When an emergency stop is
activated, the display will show STOP. The ground engineers will
then be required to complete the docking manually once the
emergency situation is cleared.

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Figure 10 - Safegate Docking Guidance System

6.3 Wind Direction Indicators

6.3.1 At least one wind direction indicator is provided on each
certified or registered aerodrome.
6.3.2 The primary wind indicator, coloured white, is located near the
terminal. Other wind indicators are coloured yellow and those
serving a particular runway are located upwind of the runway
threshold on the left side.

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6.4 Segmented Circle
6.4.1 A Segmented Circle visual indicator system is one method that
may be used to provide circuit information at some non-
controlled aerodromes. Circuit indicators are placed in pairs at
opposite sides of the segmented circle to indicate runway
alignment and circuit direction for each set of reciprocal
runways.
6.4.2 The segmented circle may be based around the primary wind
indicator at an aerodrome. Markings that may be placed upon
the segmented circle include “Circuit Indicators”. These
indicators are used for the purpose of controlling the direction of
the circuit when there is any variation from the normal left hand
circuit
7. PAVEMENT STRENGTH LIMITATIONS
7.1 General
7.1.1 The Aircraft Classification Number/Pavement Classification
Number (ACN/PCN) method is used to specify the strength of
pavements and hence permissible aircraft masses.
7.1.2 The operation of an aircraft above the maximum masses and
tyre pressures is not permitted unless a pavement concession
is approved.
7.1.3 The minimum widths of runways and runways strips required by
various types of aircraft are specified in ENR 1.1 Section
11.9.2.
7.1.4 Operators of non-scheduled aircraft requiring to park on aprons
used by scheduled services should check parking availability
with the Aerodrome Operator at least 48 hours before the
operation.
7.2 Information Published For Rated Pavements
7.2.1 The parameters published to specify the strength of a
pavement suitable for use by aircraft above 5,700KG maximum
all up mass are:
a. Pavement Classification Number (PCN)
b. The pavement type: Rigid Pavement R
Flexible Pavement F

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c. The subgrade strength in four standard categories:

High Strength A
Medium Strength B
Low Strength C
Ultra-low Strength D
d. The maximum tyre pressure in kilopascals (kPa)
e. The method by which the pavement has been evaluated:
by technical evaluation T
from aircraft experience U
7.2.2 The parameters published for pavements suitable for use by
aircraft not above 5,700KG maximum all up mass are:
a. the permissible aircraft gross mass in kilograms; and
b. the maximum tyre pressure in kilopascals.
7.3 Determination of Pavement Strength Suitability - Rated
Pavements
7.3.1 Compare the aircraft tyre pressure with the maximum listed for
the pavement:
a. if the tyre pressure does not exceed that listed, proceed to
para 7.3.2.
b. if the tyre pressure exceeds that listed, the permissible
pressure may be increased using the factor obtained in
Figure 1 up to a limit of 1,400kPa. If the pressure
requirements are then met, and provided that not more than
four movements within a seven day period are proposed for
aircraft above 5,700KG maximum gross mass, the user
should proceed to para 7.3.2.

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AIP Australia 10 NOV 2016 AD 1.1 - 57

AIRCRAFT GROSS MASS

PERMANENT TYRE PRESSURE CONCESSIONS
Figure 1 - Permanent Tyre Pressure Concessions

7.3.2 An aircraft may use a pavement if its ACN for the appropriate
type and subgrade strength does not exceed the published PCN,
as illustrated in the following example.
Aircraft: B727-200; gross mass 80,000KG and 1035kPa tyre
pressure.
Pavement: PCN 40/F/A/1050/T.
a. The tyre pressure, 1035kPa, is not above the maximum
allowable, so no tyre pressure restriction applies.
b. As shown by the dashed line in Figure 2, the ACN at a gross
mass of 80,000KG on a flexible pavement with category A
subgrade is 42.8.
c. The ACN is greater than the PCN and the operation should
not take place (except with a pavement concession approval
from the aerodrome operator - see para 7.5).
d. The maximum permissible gross mass can be determined as
shown by the dotted line on Figure 2, i.e. the maximum
permissible ACN is the PCN (40), and the gross mass is then
determined (75,300KG).

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Figure 2
7.4 Determination of Pavement Strength Suitability - Unrated
Pavements
An aircraft may operate on an unrated pavement, provided the
aircraft gross mass and tyre pressure do not exceed that
determined in Figure 3.

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AIP Australia 10 NOV 2016 AD 1.1 - 59

AIRCRAFT SUITABLE FOR UNRATED PAVEMENTS

Figure 3
7.5 Pavement Concessions
7.5.1 The operator of an aircraft requiring a pavement concession
should apply to the airport operator (see ERSA for details).
7.6 Care of Pavements
7.6.1 Pilots should avoid running aircraft wheels close to edges of
pavements or on to the shoulders of either runways or taxiways.
7.6.2 Tight turns on runways should be avoided and turning nodes,
where provided, should be used. Locked wheels, in particular,
should be avoided.

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AD 1.2 RESCUE AND FIRE FIGHTING SERVICES AND SNOW PLAN

1. Details of the rescue and fire fighting services available at

Australian aerodromes can be found in the ERSA.
2. A Snow Plan is not relevant to Australia.

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AD 1.3 INDEX TO AERODROMES AND HELIPORTS

1. A complete list of codes for aerodromes and helicopter landing

sites in Australia is available in ERSA GEN. Certified, registered,
uncertified and unregistered aerodromes, together with location
and status details, are identified, in alphabetical order, in ERSA
FAC.
2. Frequently-used Helicopter Landing Sites (HLSs) are identified,
by symbology, on VTC and some en route aeronautical charts
(ERCs). They are also identified on the aerodrome diagram
contained in ERSA FAC.

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AD 1.4 GROUPING OF AERODROMES/HELIPORTS

1. Australian aerodromes and heliports are not grouped.

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AD 2. AERODROMES
AD 2.1 AERODROME LOCATION INDICATOR AND NAME

1. Full details of all international and domestic (certified, registered

and military) aerodromes in Australia and its territories are
provided in ERSA FAC.
2. Details of uncertified and unregistered aerodromes (ALAs) are
also included in ERSA FAC at the request of the aerodrome
operator. It is the sole responsibility of a pilot intending to use any
uncertified or unregistered aerodrome (ALA) to obtain current
information on that aerodrome from the owner/operator prior to
flight planning and to assess the suitability of the aerodrome for
the intended operation.
3. A full list of location indicators along with encode and decode is
provided in ERSA IND-GEN.

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AD 3. HELIPORTS
AD 3.1 HELIPORT LOCATION INDICATOR AND NAME

1. Details of domestic heliports in Australia and its territories are

contained in ERSA GEN.

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