Australian airspace regulations
Rev. 61c — page revised 6 May 2010 to incorporate 3 June 2010 airspace changes
Page edited by RA-Aus member Dave Gardiner www.redlettuce.com.au October 2009
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Australian airspace regulationsRev. 61c — page revised 6 May 2010 to incorporate 3 June 2010 airspace changes Page edited by RA-Aus member Dave Gardiner www.redlettuce.com.au October 2009 |
| Flight Planning and Navigation |
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World-wide civil aviation must, of necessity, rank as one of the most highly regulated activities. To facilitate safe, orderly use of airspace there are two internationally agreed sets of flight rules — to which all airspace users must adhere — plus several classes of controlled airspace in which aircraft may operate to take advantage of the implied safety within that airspace. However, much of the Australian airspace below 18 000 feet above mean sea level [amsl] is classified as Class G and not controlled. This airspace is where most recreational aircraft generally operate.
1.1 Controlled airspace'Controlled airspace' is airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. There are two types of controlled airspace:
Please note: many people confusingly use the CTA abbreviation when they are referring to the generic controlled airspace (i.e. CTA plus CTR) rather than just Control Area(s). There is no abbreviation listed in the Australian Aeronautical Information Publication [AIP] for controlled airspace. Airspace classificationFour of the International Civil Aviation Organization [ICAO] controlled airspace classes are currently used in Australia; A,C, D and E.Please note: RA-Aus Pilot Certificate holders must not fly an RA-Aus registered aircraft in Class A, C or D airspace unless they also hold a current aviation medical certificate and a valid pilot licence issued by the Civil Aviation Safety Authority, or unless CASA has issued a written approval for a particular flight or an official exemption for an ongoing activity; e.g. for an RA-Aus flight school operating within a Class D control zone. The ICAO does not recognise a 'pilot certificate' as a 'pilot licence' — that includes the United States 'Sport Pilot Certificate'. It is solely the pilot's responsibility to operate legally; even obtaining an air traffic controller's permission to enter controlled airspace does not make the flight legal, nor does it absolve the pilot if something goes wrong. It is always the VFR pilot's responsibility to see and avoid other traffic.  In Australia, Class A is high-level en route airspace, and Class C surrounds major city airports starting at ground level and stepped up into mid-level Class C or the high-level Class A airspace. The control area — generally within secondary surveillance radar [SSR] coverage — between Sydney and Melbourne is designated Class E between 8500 feet amsl and FL125, Class C between FL125 and FL180, and Class A above FL180.  The control area — generally within SSR coverage — between Sydney and Cairns is designated Class E between 8500 feet and FL180, and Class A above FL180. (For explanation of the 'CTAF' and '126.7' aerodrome notations appearing in the diagrams see Operations at non-towered aerodromes and airstrips in Class G.)  CTRs at smaller regional airports (which lack primary radar coverage) are Class D airspace; these are only active as such when the control tower at that CTR is manned. They revert to Class G CTAFs at the times when the tower is not manned. The CTR starts at the surface and is stepped up into the Class C approach/departure areas for that or neighbouring towered aerodromes. The upper boundary of Class D is generally between 2500 feet and 4500 feet amsl. Transponders are not required in Class D CTRs. CAO 95.55 and CAO 95.32 aircraft may only enter and fly in Class C and D airspace if they meet all the conditions specified in CAO 95.55 paragraph 5.2 and CAO 95.32 paragraph 5.2. CAO 95.10 has no allowance for entry into Class C and D airspace. In Australia, there are six major city aerodromes (Jandakot, Parafield, Moorabbin, Camden, Bankstown and Archerfield) dedicated to general aviation purposes (i.e. no regular public transport [RPT] operations). They were formerly designated as General Aviation Aerodrome Procedure [GAAP] control zones but, in accordance with the national airspace policy, Airservices Australia implemented revised Class D air traffic procedures at those aerodromes on 3 June 2010. Thus, the 'GAAP' designation disappeared from Australian aviation regulations and airspace terms now generally conform with the ICAO standards. Class E airspaceAustralian Class E is mid-level en route airspace, the general base of which is at 8500 feet amsl within SSR coverage and at FL180 in the remaining continental area. However, there are three Class E corridors with the base at FL125 and extending up to the overlying Class A. All aircraft require a clearance from ATC before entering Class A, B and C airspace, and a transponder must be operated. VHF radio-equipped VFR aircraft (including RA-Aus aircraft) may operate in Class E airspace without an Air Traffic clearance, but the pilot must:
RA-Aus aircraft operating in Class E must be equipped with a serviceable VHF communications system. The AIP Book is perhaps at variance with the CARs and CAOs, so it is not absolutely clear whether a hand-held unit is acceptable in controlled airspace. Hand-held transceivers approved by the Australian Communications and Media Authority are acceptable for use in RA-Aus registered aircraft operating in Class G airspace. See AIP GEN section 1.5 paragraphs 1.1, 1.2 and 1.5. The pinkish tinge covering most of the continent in the image below indicates the general FL180 Class E base, the tan colour indicates the areas within radar coverage where the Class E base is either at 8500 feet or FL125, and the green colour indicates where the Class E does not exist (i.e. Class C CTRs extend up to the base of Class A airspace) or Class C extends to the upper level of a Class D CTR.  In Class E, all flights operating under the instrument flight rules [IFR] are provided with an air traffic control separation service; hence, it is controlled airspace even though VFR flights within the same airspace are not provided with a traffic separation service — though they may be provided with a radar information service [RIS] on request if the controllers have the capacity to do so. However, "due to the nature and type of radar coverage (in Class E), not all aircraft will be observed on radar". An aircraft operating under the VFR that encounters instrument meteorological conditions must then obtain a clearance to continue the flight under the IFR.
1.2 Air Traffic ServicesAir traffic services [ATS] are provided by the air traffic controllers of Airservices Australia, using their HF and VHF radiocommunications networks or their data uplink facilities. There are two main ATS centres; Brisbane Centre [BN CEN] holds international responsibility for a flight information region [Brisbane FIR] covering the northern part of Australia plus the oceanic airspace to the east while Melbourne Centre [ML CEN] is responsible for the flight information region [Melbourne FIR] covering the southern part of Australia plus Southern Ocean and Indian Ocean airspace. Those two FIRs make up the Australian FIR covering 50 million square kilometres — about 10% of the Earth's surface.BN CEN and ML CEN air traffic controllers and area radar controllers provide the area control service for the en route traffic. Approach controllers and approach radar controllers — plus aerodrome controllers associated with the 26 civilian international, domestic and regional towered airports — manage the terminal area traffic. In Australia, the assistance provided to Recreational Aviation by ATS consists of a flight information service [FIS] — both preflight and in-flight — for traffic in the Class G and Class E airspace and an in-flight emergency response service including a search and rescue authority alerting service. The in-flight FIS consists of an ATC initiated FIS, automated broadcast services together with an 'on-request' service with the generic call-sign 'Flightwatch'. The information delivered by Flightwatch includes aerodrome weather and NOTAM. A Radar Information Service [RIS] including 'ATC flight following' may be available in any Class G and Class E airspace that is within the ATS radar surveillance coverage near the major cities, but availability is dependent on the controller's work load. RIS 'flight following' is of great value to transponder-equipped recreational aircraft threading their way around a control zone — thereby avoiding any unintentional violation of controlled airspace. Navigation assistance, position information and traffic information services may be provided. The FIS also provides the SARWATCH search and rescue monitoring service. The Airservices Australia communications network delivers air-ground-air communications to individual ATS operating positions using around 600 radio transceivers located at more than 150 sites across Australia. Remote radar, VHF and HF transceivers are linked to ML CEN and BN CEN by about 110 satellite ground stations plus microwave radio bearer links and fibre-optic link facilities. The FIR work load is apportioned among the FIR personnel by dividing the region into multiple 'Flight Information Areas [FIA], each FIA using a particular VHF frequency. Each air traffic controller may monitor several frequencies. |
1.3 Class G non-controlled airspaceIn Australia, all airspace that is not promulgated as class A, C, D or E is Class G, and is open without restriction for flight at or below 5000 feet amsl to all holders of a valid RA-Aus Pilot Certificate flying any RA-Aus registered aircraft. Class G extends over most of Australia from surface level to the overlying Class E base at 8500 feet amsl, FL125 or FL180.
Operations at non-towered aerodromes and airstrips in Class GMost of the roughly 2000 (excluding 'home' strips) Australian aerodromes and airstrips are in Class G airspace and have no air traffic control service; i.e. they are 'non-towered' or 'non-controlled'. To maintain safe separation in the vicinity of such airfields, pilots are required to exercise 'see and avoid' techniques supplemented by VHF monitoring and broadcast communications. These are designed to maintain traffic awareness and to self-administer circuit priorities, where appropriate, in the vicinity of the airfields. Discrete radio frequencies known as common traffic advisory frequencies [CTAFs] are assigned for use in those circumstances — that class of airfields then tend to be known as 'CTAFS'.Carriage and use of VHF radio transceivers is generally not mandatory — but highly recommended. However, there are about 300 certified, registered or military non-towered aerodromes — usually those which have regular or perhaps occasional RPT movements — where the carriage and use of VHF radio, confirmed to be functioning on the CTAF, is mandatory for all aircraft (including ultralights) operating at that aerodrome. That type of mandatory radio location was previously known as 'CTAF (R)' but the CTAF (R) term disappears from the regulations 3 June 2010. The VHF radio communications recommended when operating in the vicinity of non-towered aerodromes are defined in the AIP Book section ENR 1.1 sections 40–50 (3 June 2010) "Operations in Class G airspace". All radio-equipped (whether fixed installation or hand-held) aircraft, including ultralights, should make the one mandatory broadcast plus the recommended broadcasts, when appropriate, on the CTAF. Some non-towered aerodromes may have a private ground-based Unicom communications operator. If operating at, or in the vicinity of, an airfield that does not have a designated CTAF then standard radio procedures should still be used and the calls made using the default 'multicom' frequency of 126.7 MHz. |
1.4 Restricted and danger areasSpecial use airspace, extending to varying heights, is defined on the charts used for air navigation. For safety reasons, flight into those defined special use areas may be prohibited (P), restricted (R) or marked 'danger' (D); the latter as a warning to take extra care if entering the area. Flight within a prohibited area is forbidden at all times but usually (except for Pine Gap in central Australia) prohibited areas are of a temporary nature.Restricted areas are mostly military operational training and weapons firing ranges, which extend from a lower level (often the surface) to an upper level. Flight within those areas may be restricted at all times, or may be allowed at times when the restricted area is not activated. Flight within an activated area may be extremely hazardous; even the declaration of an emergency will not guarantee safe passage. Read the article 'Military restricted areas' in Flight Safety Australia. The charts show a reference number that refers to a detail entry in the Airservices publication 'En Route Supplement - Australia' [ERSA]. Details of the activation of restricted areas are promulgated by Airservices Australia in the form of NOTAM. CAO 95.55 section 5.1(f) states: 'the aeroplane must not be flown inside an area designated as an area where the operation of ultralight aeroplanes would constitute a hazard to other aircraft'. Some lanes through military restricted areas may be so designated, in which case RA-Aus aircraft may not enter the area even when it is inactive. Danger or alert areas usually relate to mining or quarrying sites, and to special aviation activities such as fixed training areas or aerobatic areas; it may be prudent to avoid such areas, but there is no restriction on entry. Other special use areas, for example those for hang-gliding or radio-controlled model aircraft flying, are also symbolically marked on aeronautical charts as a warning device, but there are no details available for these in any publication. Similarly, mines and quarries marked on charts, but not within a danger area, should only be overflown at a safe height to avoid blasting debris. Designated Remote Areas are also shown on Australian charts. No VFR aircraft should attempt flight within those areas unless equipped with adequate survival gear and some form of satellite compatible radio distress beacon. The main designated remote area roughly covers all the mainland north of lines between Kalgoorlie and Bourke and between Mount Isa and Townsville. There are two other designated remote areas, the mountainous regions in the south-east corner of the mainland and in western Tasmania. |
1.5 AIP Book, ERSA and NOTAMAirservices Australia publishes online versions of the AIP Book, SUPS, AICs and ERSA at www.airservicesaustralia.com/publications/aip.asp (click the 'I agree' button to gain entry). To find a particular section of AIP or ERSA you have to click through a number of index pages. The section/subsection/paragraph numbering system was designed for a readily amendable looseleaf print document, so you may find it a little confusing as an online document. AIP BookThe ICAO requires that the Aeronautical Information Service [AIS] of each member nation publish a standardised 'Aeronautical Information Publication' [AIP] that is included in a package of books, charts and other documents which together make up an 'Integrated Aeronautical Information Package' [IAIP]. The primary publication is the AIP Book, which contains longer-term operational reference information of rules and procedures written in plain language and covering civilian operations in Australian airspace.In the AIP Book, the term 'should' implies that users are encouraged to conform with the procedure, whereas the term 'must' (or 'shall') means that the procedure is mandatory and is supported by CARs or CAOs. Amendments are issued quarterly and supplements are issued monthly. It is not a vital document for the individual RA-Aus pilot certificate holder to have in print form — and it is an ongoing task to cope with the amendments — but each ultralight club and flight school should maintain an AIP Book print amendment subscription. AIP is essential for operations in controlled airspace. The three standard sections of the AIP Book are 'General' [GEN], 'En route' [ENR] and 'Aerodromes' [AD]. The subsections of most interest to recreational aviation are:
AIP Supplements [SUP] and Aeronautical Information Circulars [AIC]SUPs include operational information appropriate to the AIP. A SUP is published when the information is of a temporary nature and requires advanced notification such as planned military exercises that may close airspace to civil traffic. AICs contain information of a technical nature and are generally educational, giving advance notice of new facilities, services and proceduresEn Route SupplementThe AIP 'En Route Supplement Australia' [ERSA] is recommended to all pilots with a cross-country endorsement — it is an essential document for cross-country flight planning and operations. ERSA contains details of PRD areas, area weather forecast codes and weather report decodes, pre-flight and in-flight information services, navigation aids, and emergency procedures.Its main purpose is to provide, within the facilities [FAC] section, full physical details of all licensed aerodromes [ADs] with current updates relating to those aerodromes available via NOTAM. The aerodrome entry includes the VHF and HF frequencies used for air traffic services, self-announce broadcasts, flight information service, Unicom and automated weather information services. It also provides control tower operating hours and thus the times at which a Class D CTR reverts to Class G airspace. The licensed aerodromes that are suitable and available for RPT operations are classified as 'certified' [CERT]. Others that meet certain operating standards are classified as 'registered' [REG]. There are about 300 CERT and REG aerodromes across Australia, ranging from the international airports to small town airfields. In addition there are about 285 uncertified and unregistered [UNCR] aerodromes. I have compiled a listing in text file format of CASR Part 139 certified aerodromes [184] and registered aerodromes [120] but it may not reflect current status. ERSA is the only publication that indicates if a non-towered aerodrome is certified, registered or military and thus mandates carriage and use of VHF radio when operating at the aerodrome or in its vicinity. ERSA also lists limited detail of a number of generally privately owned 'Aircraft Landing Areas' [ALAs]. NOTAM are usually not issued for ALAs. All ADs and ALAs listed in ERSA are identified with an unique four-letter location indicator or identity code; the first letter of which is always 'Y'. There is no information in ERSA regarding recognised water alighting areas for seaplanes. The Aircraft Owners and Pilots Association of Australia [AOPA] publishes a biennial airfield directory containing limited information for about 2000 airfields (i.e. ADs, ALAs and airstrips), including those detailed in ERSA. More than 98% of those listed airfields are non-towered — there are only 26 towered civilian aerodromes. Contact information for the owners/operators is included but the communications and navigation aid frequencies shown may not be current. The directory cost is about $50. NOTAMNOTAM, derived from the old term 'notices to airmen', are issued by Airservices Australia and contain "information or instructions concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to persons concerned with flight operations." The NOTAM (current at the time) are available from the Airservices Australia online pilot briefing service, which we discuss in the 'route planning' module.The Civil Aviation Safety Authority's Visual Flight Guide is recommended reading and a PDF version is included in the RA-Aus Members' CD. The PDF version of the Visual Flight Guide was downloadable from CASA's website but the 2nd edition was withdrawn in August 2009 and the new 3rd edition may not be available until June 2010. Check the Airservices Australia Publications Centre for purchase or subscription details for the publications mentioned. The charts within AIP are detailed in section 2.3. |
1.6 VMC and the visual flight rulesThe two ICAO rule sets previously mentioned in section 1.1 are the Instrument Flight Rules [IFR] and the Visual Flight Rules [VFR]. Aircraft operating under the IFR are navigated by reference to cockpit instruments that process data received from ground stations or satellites. IFR flights may operate in both visual meteorological conditions [VMC] or instrument meteorological conditions [IMC] — see below. VFR flights may only operate in VMC.All national and international RPT jet flights into or between the major Australian cities would operate only in controlled airspace (Class A while en route) and under the IFR, but turbo-prop and piston-engined regional RPT aircraft, travelling to or from a smaller city, may operate some route sectors in Class G and under the VFR. Charter and business aircraft would tend to operate in both controlled airspace under the IFR or the VFR, and in Class G under the VFR. Agricultural aircraft would normally be operating in Class G and under the VFR, and may be encountered working at low levels close to airfields. General Aviation training aircraft would tend to operate in and out of a CTR under the VFR. Military aircraft operate everywhere but particularly important to light aircraft are their low jet routes where they may be flying at very low levels using terrain-following radar. Beware: fast-flying camouflaged military aircraft may also be encountered at very low levels outside the designated low jet routes. Visual Meteorological Conditions in Class E and Class G airspaceUltralight operations and non-instrument rated pilot operations may only be conducted in VMC. The visual meteorological conditions (minima) applicable below 10 000 feet amsl, and thus the VMC for ultralight and most light aircraft operations (take-off, en route and landing) are:
(The image above is courtesy of CASA's Flight Safety Australia, March–April 2002 issue) If operating in Class G airspace at or below 3000 feet amsl or 1000 feet agl, whichever is the higher, an ultralight or other aircraft may operate 'clear of cloud' but remain in sight of the ground — provided the aircraft is equipped with a serviceable VHF radio, the pilot has a radio endorsement, and the pilot listens out and transmits on the appropriate area frequency. Note that a non radio-equipped aeroplane can then only operate in conditions where the cloud base is 1000 feet above the flight level. Thus such an aircraft can only take off and land when the cloud base is 1000 feet higher than the circuit height, and the horizontal cloud clearance is at least 1500 metres. Even when there is no regulatory requirement, carrying VHF radio and continually maintaining a listening watch is highly recommended. Visual Flight RulesThe Visual Flight Rules applicable to ultralight operations and most light aircraft operations are primarily 'see and avoid' other traffic, plus the following specifics:
VFR 'on top'In addition, an aircraft cannot be operated on top of cloud that is more extensive than scattered, unless it is fitted with serviceable flight and navigation instruments as specified in CAO 20.18 Appendix IV — which includes an artificial horizon and directional gyro. Other restrictions apply — see AIP ENR 1.1 paragraph 19.2. Taking all into account, it is probably unwise for an ultralight aircraft to operate above any cloud cover. See adverse weather.Quiz question"You are at an airfield (elevation 2700 feet and situated in flat terrain) and the base of an extensive layer of stratocumulus has been confirmed as 4000 feet amsl but visibility exceeds 10 km. Can you legally take off in an ultralight and depart the airfield?"Ultralight operations (or any flight operation where the pilot in command [PIC] does not hold a night VFR rating or Command Instrument Rating) may only be conducted in VMC and flight below 500 feet agl is forbidden except when taking off or descending to land. The visual meteorological conditions applicable below 10 000 feet amsl, and thus the VMC for ultralight operations (take-off, en route and landing) are:
Thus take-off for an ultralight that is not equipped with a serviceable radio would not be legal. The minimum altitude that a non-radio flight could be undertaken is 3200 feet amsl (2700 feet elevation plus 500 feet agl), and the vertical cloud clearance is then only 800 feet. However, a radio-equipped aircraft would be legal, provided operations were conducted between 500 and 1000 feet agl, thus 'clear of cloud'. The rationale for this is that radio provides the ability to alert other aircraft — possibly operating in the same restricted flight conditions — to your presence. VFR cruising altitudesFlights operating in Class G under the VFR must fly at cruising altitudes selected in accordance with the table below when at a height above 5000 feet amsl and, whenever practicable, should be operated at such altitudes when below 5000 feet. The cruising altitudes for aircraft operating under the IFR are in 1000 feet steps; thus 5000 feet amsl is an IFR cruising level and not available to VFR aircraft. Operating in accordance with the cruising altitudes does improve safety, but pilots should be aware that the risk of collision still exists; for example, consider an aircraft tracking 175°, while to the south another aircraft is tracking 005° at the same correct altitude. Those two aircraft could well be closing on a collision course.
Note: there are no cruising levels available in the transition layer so VFR aircraft must not use 10 500 feet (FL105), and 11 500 feet (FL115) is not available if area QNH is below 997 hPa. Flight at the control area boundaryAIP ENR 1.4 paragraph 1.1.7 states: "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 airspace." In this context Class G is the least restrictive airspace, followed by Class E, Class D, Class C and finally Class A as the most restrictive.Thus if the lower limit of a Class C control area step was 5500 feet with Class G below, a VFR aircraft could legitimately cruise at 5500 feet in that area without requiring ATC clearance — provided of course that height keeping is good, the altimeter is very accurate and the correct QNH is set. Air traffic controllers keep aircraft at 500 feet plus above the lower level of the controlled airspace to provide clearance from Class G traffic. However, be aware that the wake turbulence from heavy aircraft sinks and drifts downwind. Also there is a problem with selecting which QNH altimeter setting to choose. So, taking everything into account, it is not a good idea to fly at the airspace intersection level. |
1.7 RA-Aus aircraft flight operationsRA-Aus registered aircraft must operate in VMC and in Class G or Class E, except with special permission (see below) to operate within a Class C or D control zone — such permissions are usually applied on a long-term basis and only to pilots who also hold a valid pilot licence plus the RA-Aus Pilot Certificate.
Ultralight operations in Class C and D control zonesTo operate in Class C and D control zones, the ultralight aircraft and the engine must either be certificated to the design standards specified in CAO 101.55 para 6.1 or meet criteria specified elsewhere (see paragraph 5.2 in both CAO 95.32 and CAO 95.55); be fitted with a certificated or CASA-approved engine and CASA-approved (rather than ACMA-approved) radio equipment; and the pilot in command must hold a valid Pilot Licence ( i.e. Private Pilot Licence — PPL, Commercial Pilot Licence — CPL, Air Transport Pilot Licence — ATPL) in addition to the Pilot Certificate. Even so, it is unlikely that, if it came to a judicial test, an ultralight would be legally be able to operate from, or enter, most Class D CTRs as the 'lanes of entry' to such airfields usually involve overflight of built-up areas, and overlying Class C airspace may severely limit available altitude (and thus gliding distance) in such lanes. CAO 95.10 aircraft must not be operated in Class C or D control zones.A transponder must be operated in Class C CTRs and CTAs. Ultralights must comply with the flight conditions specified in the relevant CAO (95.10, 95.32 or 95.55). For example section 5 of both CAO 95.10 and CAO 95.55 forbids flight below 500 feet agl and flight over cities and towns at a height from which it cannot glide clear of all dwellings, buildings and persons within the built-up area. Be mindful that it is the legal responsibility of the pilot, not the ATS personnel, to ensure compliance with CAO 95.55 and other regulations. Air traffic controllers presume that the pilot of an aircraft requesting entry into their airspace is legally, medically and practically qualified to do so and a subsequent airways clearance does not absolve the pilot of legal responsibility. Also bear in mind that the entities owning Class C and D aerodromes (and others) may publish their own 'conditions of use' which users should be aware of, and comply with. Quiz question"You are a prudent ultralight pilot planning a two-hour flight to an airfield due east of you on a mild day with light easterly winds at levels up to 10 000 feet and clear skies. The terrain is open country at an elevation of about 800–1000 feet all the way with scattered minor hills. What altitude would you cruise at?An aircraft operating under the Visual Flight Rules, and below 5000 feet amsl (area QNH), may cruise at any safe altitude. However, a prudent ultralight pilot undertaking a two-hour flight would choose a hemispherical VFR cruising altitude whenever practicable. For any aircraft heading with an easterly component, the VFR cruising altitudes are 1500 and 3500 feet. The ultralight flight could operate at a level above 5000 feet if safety considerations dictated so. Then the pilot could choose one of the three mandatory easterly cruising altitudes below 10 000 feet — 5500, 7500 or 9500 feet. However, this flight over open terrain in clear conditions would not warrant an ultralight intrusion above 5000 feet, thus the only practicable cruising level available to a prudent pilot is 3500 feet, about 2500 feet above the general terrain. |
1.8 Communication and navigation aidsCivil aviation radio communications are conducted primarily in the aviation very high frequency [VHF] communications [COMM] band, 118.00 to 136.975 MHz, where, at 0.025 MHz steps, there are 760 channels possible. In the less accessible areas of Australia, where there is no VHF ground coverage, communications must be in the various high frequency [HF] network bands between 3400 and 9500 kHz. The PCA shows VHF coverage (but not FIA boundaries or frequencies) and the appropriate short-wave frequencies in the three domestic HF network areas. Military aircraft primarily use UHF communications.There is an inter-pilot air-to-air communications frequency available at 123.45 MHz. More information on frequency allocation for club, sport aviation and other aviation activities is contained in the aircraft station operating frequencies section of the VHF Radiocommunications Guide. In Australia, the VHF Omni-directional Radio Range [VOR] primary air route, homing and position-fixing navigation aids operate in the 112.1 to 117.975 MHz aviation VHF navigation [NAV] band. The Instrument Landing System runway localisers at larger airports operate in the 108.00 to 112.00 MHz VHF NAV band. Thus the aviation VHF NAV/COMM band is from 108.00 to 136.975 MHz, with some 200 channels (at 0.05 MHz intervals) in the NAV band and 760 in the COMM band. Some hand-held airband COMM transceivers have a very limited VOR receiver capability, but the full NAV/COMM capability is confined to more expensive panel-mounted transceivers/VOR receivers/VOR indicators coupled to a VOR antenna. Non-directional aviation radio beacons [NDBs], installed to provide a homing facility for smaller aircraft, transmit in medium wave bands between 190 and 535 kHz. The companion airborne automatic direction finding receivers [ADFs] can also pick up transmissions in the 520 to 1611 kHz AM broadcast band, depending on the power output of the radio station. The broadcasting frequency, latitude and longitude, power output in kW and the height of the mast agl (quite a few are over 600 feet agl and situated on the high ground) for all AM broadcast stations, is contained in the ERSA NAV/COMM section. The location of some AM broadcast stations' transmitter masts is shown on World Aeronautical Charts [WACs], with the station identification but not the frequency. Most licensed aerodromes have an NDB and many would have a VOR. |
1.9 Distress frequencies and AusSARWhen a pilot is experiencing in-flight difficulties, it is advisable to inform others as early as practical and to advise whether the pilot considers the situation to be an emergency or something less. The frequency on which a distress call (a MAYDAY transmission) or an urgency message (a PAN-PAN transmission) is made should be that which is likely to provide a quick response — usually the area frequency but if other aircraft are known to be using the local CTAF, perhaps use that.If a registered civil or ultralight aircraft comes to grief away from a controlled aerodrome or is reported missing, Australian Search and Rescue [AusSAR] has national responsibility for coordinating the search and rescue. More information is contained in the safety and emergency procedures module of the 'Coping with Emergencies Guide'. |
Groundschool — Flight Planning & Navigation Guide
| Guide content | [1. Australian airspace regulations] | 2. Charts & compass | 3. Route planning |
| 4. Effect of wind | 5. Flight plan completion | 6. Safety audit | 7. Airmanship & flight discipline |
| 8. En route adjustments | 9. Supplementary navigation techniques | 10. Global Positioning System |
| 11. Using the ADF | 12. Electronic planning & navigation | 13. ADS-B surveillance technology |
Supplementary documents
| Operations at non-controlled airfields | Safety during take-off & landing |
 Section 2 of the Flight Planning & Navigation Guide discusses Australian navigation charts and the aircraft compass
|
Copyright © 2001–2010 John Brandon [contact information]
